BMW has given its 3 Series saloon and ‘Touring’ estate range several mechanical tweaks and additional visual options, as part of an update that removes diesel engine options.
This is the second facelift to arrive for the seventh-generation 3 Series, which notably slims down the car’s engine line-up to two petrol options and a plug-in hybrid. Diesel engines are no longer available new from the showroom.
BMW will argue that the biggest change to the range is the introduction of a bigger 20kWh battery for the ‘330e’ plug-in hybrid, which now offers a 63-mile electric-only range. The brand adds that this new “high energy density” battery offers “major increase in system efficiency” with no compromise to cabin or boot space.
The ‘330e’ is now also available with faster 11kW three-phase charging, which can charge this battery from empty to full in two hours and 15 minutes.
BMW says that the car’s chassis has been revised too, to “further enhance the balance between sporting agility and comfort”. These chassis revisions will reportedly mean that “drivers will enjoy a notable increase in comfort across all driving situations”, and reduce road noise when the car is driving on loose terrain or more bumpy road surfaces.
There are no changes to the car’s exterior design, but the manufacturer has added some additional paint options, alloy wheel choices and interior fabrics to the options list.
Speaking of the interior, the 3 Series now comes with the brand’s ‘Operating System 8.5’ infotainment, which has ‘quick select’ touchscreen buttons for easy access to ventilation and climate control functions. There are no physical switches or toggles for the climate control – these have been moved to the touchscreen.
The steering wheel, which is lighter to turn after BMW’s mechanical tweaks, comes with illuminated multi-function buttons and shift paddles for manual interventions against the eight-speed automatic gearbox. The design of the steering wheel also differs between standard ‘Sport’ and ‘M Sport’ models, with the three-spoke design shown below fitted with the ‘M Sport’ trim.
The 3 Series options list also includes some ‘M Performance’ parts, which gives the saloon or estate the looks of BMW’s M models without the performance for a more affordable price than opting for a proper M3.
BMW says that this latest 3 Series iteration is set to go into production in July, with the first UK customer orders arriving this Summer. Pricing begins at just north of £39k (without on-the-road costs, which are yet to be announced) rising to nearly £48k for the ‘330e’ in the ‘Touring’ estate body style.
The BMW 3 Series currently holds a New Car Expert Rating of A, with a score of 75%. It has an excellent safety score, low CO2 emissions and has received many positive media reviews, but ownership values are less flattering – reliability is historically poor for the 3 Series, while running costs are high.
Ask any UK person, not just motorists, to name a British car manufacturer and the first name that comes to mind will usually be Vauxhall.
The Vauxhall brand has been part of our daily lives for as long as anyone can remember, and in fact a lot longer – few realise that this is one of the oldest car makers of all and one of only a handful of names to survive from the dawn of motoring.
While for much of its life Vauxhall was owned by an American giant and is today owned by a French-Italian conglomerate, the company has remained steadfastly British in operation and outlook. And Vauxhall has always been a very high-profile maker, routinely battling over the top of the UK car sales charts with Ford.
During that time Vauxhall has been consistently derided in popular culture, particularly on the likes of the Top Gear TV show. It has primarily been accused of producing dull, unreliable products, but has continued to sell cars in their thousands to keen buyers.
Sales reps toiling up motorways, young drivers taking their first steps on the roads, or parents taking their family on weekend outings, have inevitably been behind the wheel of a car wearing the Griffin badge of Vauxhall.
Vauxhall is one of the oldest car manufacturers still in existence but the company’s history pre-dates the car by some four decades. Vauxhall Iron Works was founded in 1857 to make pumps and engines for ships, the name coming from its location – Vauxhall, in south London. The firm moved to Luton in 1905, two years after it had built its first cars. It would remain at Luton for 117 years until finally moving its headquarters to Coventry is 2022 to join the rest of the Stellantis family here in the UK.
Vauxhall didn’t make a lot of money in its early days and, after the first world war, started looking for a partner. American giant General Motors (GM) acquired the company in 1925 and set about updating some of Vauxhall’s antiquated vehicles, bringing numerous innovations to the UK car market.
GM also bought German car company Opel in 1929 and, in 1931, Vauxhall started marketing trucks under the name Bedford, which were based on GM’s Chevrolet trucks from America.
The Vauxhall Victor small car launched in 1957 quickly became the most exported model from Britain, despite its styling being derided by UK critics as “too American”. It was joined in 1963 by the smaller Vauxhall Viva, targeting the Ford Anglia, and a year later Vauxhall started making cars at a second plant in Ellesmere Port on Merseyside.
In the 1970s, GM started to combine the activities of Vauxhall and Opel, with the two launching identical models with different names. The Vauxhall Chevette of 1975 was the same as the Opel Kadett, and the Vauxhall Cavalier was sold in Europe as the Opel Ascona. This merging also led to Vauxhall effectively becoming little more than a British badge on German-developed cars. The final Victor of 1972 was also the last all-British Vauxhall, with every model that came after being mildly restyled versions of Opel cars.
In 1980, the ageing Viva was replaced by the all-new Vauxhall Astra. The larger Cavalier, launched a year later, became one of Vauxhall’s most successful models, before finally being replaced by the Vectra in 1996 – this, too, sold in big numbers despite a survey by the BBC’s Top Gear dubbing it “the least satisfying car to own in Britain”. And the Nova small car made way for today’s Corsa.
Vauxhall VictorVauxhall Viva
For many years, Vauxhall had been a perennial number two in vehicle sales to Ford here in the UK. But by the end of the 1990s, Vauxhall had closed the gap in the sales charts to its big rival.
In 2002, car production ended at Luton as the plant was turned over to making vans. Ellesmere Port was under threat, too, when GM filed for bankruptcy in the US in 2009 and tried to spin off Vauxhall and Opel into a separate company, which was almost sold to Canadian giant Magna. But GM ultimately held on to its European assets and, in fact, Astra production was moved from Europe to be concentrated at Ellesmere Port.
GM finally let go of its European brands in 2015, when Vauxhall and Opel were acquired by Peugeot and Citroën owner PSA Group. In 2021, PSA merged with Fiat Chrysler Automobiles and Vauxhall became one of the eight mainstream brands in the giant that is the Stellantis Group.
What models does Vauxhall have and what else is coming?
Vauxhall’s current range is underpinned by two model names that have lasted a very long time – the Corsa small car and Astra family hatch. Unlike their prime Ford rivals, both show no signs of disappearing any time soon, both having recently been launched in brand-new electric versions. The Corsa finally knocked Ford’s Fiesta off the top of the UK best-seller chart in 2021, leading to the demise of the Fiesta and the forthcoming axing of the Astra-rivalling Ford Focus.
Vauxhall’s larger cars have passed into history, replaced by SUVs. First of the current range was the Crossland, which arrived in 2017 along with a larger sister, the Grandland. Both were the first Vauxhall products to benefit from the merger with PSA Group, being effectively the Peugeot 2008 and 3008 with different badges, and the Grandland has since become one of Vauxhall’s best sellers. The Mokka, which spawned the brand’s first mainstream electric SUV, arrived in 2021.
The same goes for Vauxhall’s only currently available people carrier, the Combo Life Electric, which is based on the Combo van, also sold in almost-identical forms as the Citroën ë-Berlingo and Peugeot e-Rifter. All these are electric-powered, available with five or seven seats, and are built here in the UK in Ellesmere Port.
Vauxhall’s next launch will see another old nameplate revived – the Frontera was launched in 1991 as the brand’s first SUV and dropped in 2004. It will be back this year as an all-new SUV with hybrid and all-electric drivetrains and will replace the Crossland.
You won’t need to travel too far to find a Vauxhall dealer, but maybe a bit further than a few years ago.
The brand was once one of the most prolific on the UK market, with well over 300 dealerships across the country. But Stellantis has significantly cut back on numbers in recent times, slashing 58 dealers in 2021 alone. However, there are still more than 200 outlets across the UK in which to check out the Vauxhall range.
What makes Vauxhall different to the rest?
Vauxhall’s success remains firmly built on familiarity – it’s been one of the most prolific and easily recognised names on the UK car market for almost as long as the car has existed – and the fact that the manufacturer truly is, and always has been British, unlike its long-time bitter rival Ford, which many think of as a British company but is of course American.
Vauxhall for much of its life has been owned by Americans and today is part of a French-Italian multinational group headquartered in Amsterdam, Holland – but it remains the only British volume car brand still in existence.
A Vauxhall fact to impress your friends
Vauxhall’s familiar Griffin logo dates back as far as the 13th century. It was derived from the coat of arms of Faulkes de Breaute, a mercenary soldier who fought for King John and was given the Manor of Luton as a result. He was also given property south of the River Thames in London and ‘Fauk’s Hall’ became Vauxhall – so Vauxhall and Luton were connected long before the car maker came into being.
The original logo adopted by the Vauxhall Iron Works was mounted on a square surround. It was eventually changed to a circular one as Opel had a round badge and so only one bonnet mount had to be made to fit the badges in…
Vauxhall’s 1980s logo (left) and 1990s logo (right)
Summary
It has long been fashionable to take a dig at Vauxhall but even when such criticism had some merit in the final years of the 20th century the firm continued to sell a lot of cars.
Today, Vauxhall is a far more efficient manufacturer and still competing at the top of the sales charts – one that may not write many headlines for distinctive or different products but one which continues to sell a lot of cars to a lot of generally happy customers.
Fancy something a bit different from the norm when it comes to a European motoring holiday? Romania could be your next port of call then.
It’s a big country in terms of land mass – the 12th largest in Europe, just behind the UK – and has lots to offer. With Ukraine to its north, Bulgaria to the south and bordering the Black Sea to the east, Romania is a land full of history, heritage and interest.
The River Danube skirts the country, bringing with it wildlife and scenery, while more than half of the Carpathian Mountain (Muntii Carpati) range lies in Romania where it is home to bears, wolves and other animals of the forest.
The country’s capital, Bucharest, has a buzz and excitement about it, offering restaurants, hotels and nightclubs, but you can also enjoy more tranquil places including medieval castles and ancient villages. Transylvania, of course, was the home to literature’s Count Dracula, and that becomes evident through the region’s impressive gothic castles such as that in Bran.
There’s plenty of business to be had in Romania too. Bucharest is one of the major financial centres of eastern Europe while electric machinery, textiles, wheat, corn and car production are all massive industries for the state.
But Romania regularly finishes bottom of any ‘safest countries to drive’ study and has a poor record when it comes to road deaths per million inhabitants. Compare its latest figure of 86 deaths per million with the UK’s 26 and top-ranking Norway’s 21.
This disappointing result is thought to be down to several factors, especially road condition outside of major cities, narrow and unlit routes and a generally poor standard of driving by the locals, especially in more rural areas.
Almost ironically, the country’s traffic police take a hard line on dangerous driving and will issue harsh penalties to wrong doers, including spot fines and even vehicle confiscation.
It’s possible to drive to Romania if you have the time, probably going through Germany, Austria and Hungary, so you’ll see some wonderful sights even before you cross the Romanian border.
Flying in and hiring a vehicle is another option for travel and you’ll find a wide selection of car rental companies, such as Sixt, Enterprise, Europcar and Avis operating from the country’s main airports.
Driving in Romania is a completely different experience from doing so in the UK, not just because the people there drive on a different side of the road from us.
It’s much more than that and planning a driving holiday or taking your car to the country on business, requires careful planning and a good understanding of what you can, and can’t do behind the wheel while there.
Here, The Car Expert looks at the most important elements to consider when planning to drive in Romania, and we’ve included a handy checklist. As each journey is unique, always check that you have everything covered for your particular visit.
Basic rules
You must be 18 years or over to drive in Romania and you should have held a full UK driving licence for at least a year. Just the licence card will do, as the paper counterpart is no longer a requirement. International Driving Permits are recognised but are not a necessity.
You’ll need to prove that you have car insurance cover for your vehicle so take your certificate with you (but you don’t need a European ‘green card’). You should also always carry with you documents that show the identity of your car, such as a V5C ‘logbook’.
If it’s registered in the UK, your vehicle’s ‘home country’ must be shown on it. A ‘UK’ sticker on the rear is one way to do this but you can also show a small UK badge on both number plates if you wish. The ‘GB’ badge is no longer allowed, even within European ‘golden stars’ and the same goes for country signs such as the English, Scottish or Welsh flags.
It’s quite likely you’ll be using a hire car, in which case always have the rental agreement paperwork with you while driving. And take your personal ID or passport everywhere too.
You must be at least 21 years old to hire a car although some hire companies will add a surcharge if you are under 25. The maximum age for hiring a vehicle is 70.
Speed limits
Speed limits are shown in kilometres (km/h) rather than miles (mph). In built-up areas the speed limit is 50 km/h (31 mph). Outside of these suburban areas the limit varies between 90 km/h (56 mph) and 110 km/h (68 mph) but it can change from region to region so keep a close eye on local signage. Motorways have a blanket 130 km/h (81 mph) limit.
For new drivers with a licence less than a year old, these limits are reduced by 20 km/h (12 mph).
The traffic police are vigilant and will hand out on-the-spot fines. These will reflect the seriousness of your speeding transgression. Get caught at 20 km/h (12 mph) over the speed limit and you face a 290 Romanian Leu (£50) fine. But stray 50 km/h over and you could get hit with a 1,340 Leu (£230) penalty.
Speed camera detection devices are not illegal when driving on Romanian roads. But don’t use a mobile phone while driving unless it is ‘hands-free’ or you could be fined 580 Leu (£100).
Blood alcohol limits
We don’t recommend any drinking of alcohol if you are going to drive, and this is especially pertinent in Romania where a zero tolerance on drink driving was introduced in an effort to improve its road safety record. The limit for all drivers is 0 g/l so do not consider even a small glass of wine with lunch if you are planning on getting behind the wheel again.
And beware the next morning if you have had a couple of extra drinks the night before. By comparison, it’s 0.8 g/l (0.8 milligrams) in England and Wales.
Penalties for a positive test range from a fine to a temporary confiscation of your driving licence or even a prison sentence.
What to carry in the car
You must have in your car a warning triangle, hi-viz reflective jacket, first aid kit and fire extinguisher. The authorities also expect you to have headlamp converters for your headlights (or have manually adjusted lamps) so you don’t dazzle on-coming drivers. And consider carrying some spare bulbs in case one blows.
Specialist suppliers, such as motoring organisations, sell ‘European driving kits’ for £25-£30, which contain everything you are likely to need for a Continental road trip, and it’s well worth investing in one.
Seat belts
Seat belt rules are the same as in the UK: if your car has them, they must be worn. It’s the driver’s responsibility to make sure everyone is buckled up – there’s a 290 Leu (£50) fine for not using one.
And children need to be fastened up too and kept in the rear of the car – under-12s are not allowed in the front. Those under three years old must be in an approved child restraint for their size while under-12s and any shorter than 150 cm must be on a booster seat.
Driving
Keep to the right-hand lane as much as possible but if you are overtaking you must do so on the left, unless it’s a tram which are passed on the right. If there is insufficient room to go right side, or you are in a one-way street, you may overtake on the left.
Some tram stops don’t have a pedestrian island. If that’s the case you should stop at least five metres behind any stationary tram and not move until the tram doors have closed.
You will usually give way to vehicles using the ‘main’ road unless signs state otherwise. At crossroads that have no controls or road markings, give priority to vehicles on your right. Give way to emergency vehicles as soon as you can safely. Don’t overtake on bridges.
If you have an accident you should notify the police because visibly damaged vehicles can only leave the country with a police damage confirmation form.
In Romania you should use dipped headlamps when driving outside of built-up areas, such as A-roads and motorways. Horns should be used sparingly – they are prohibited in built-up areas between 10pm and 6am. Use headlights to warn of your presence instead.
It can get extremely cold and icy in Romania and, if it snows, you will be expected to have the appropriate winter tyres fitted to your vehicle. They must be fitted to all four wheels if snow settles on the road.
When towing a trailer or caravan ensure that your car and the rig don’t exceed 12 metres in length, 3 metres in height and 2.55 metres in width. Make sure you can see clearly behind you with the use of two wide rear-view mirrors.
Traffic signs
Traffic lights are red, amber and green and follow a similar pattern to the UK. You might see an additional green light though which, if flashing, means you can turn right as long as you give way to pedestrians or oncoming traffic. There are spot fines of 870 Leu (£150) for ignoring a red light.
Road signs usually have pictures which are self-explanatory and include the ‘road narrows’, ‘falling rocks’ and ‘deer crossing’ warning signs that UK drivers will be familiar with. There’s a warning sign meaning ‘car accidents’ in Romania, which tells its own story. Most signs will be written in Romanian where applicable, but the stop sign features the word ‘Stop’ in English.
Mandatory instructions are usually blue circles with pictures, prohibitory signs are white circles with a red outline while warning signs are white triangles with a red outline. Information signs are usually blue squares. Directional signs are generally white squares with the town names written in Romanian and the distances shown in kilometres.
Fuel availability
Unleaded and diesel and are widely available on Romania’s road network and there is growing coverage for electric vehicles (EVs). LPG is available at some garages and is quite cheap. There are no automatic pumps available and you should plan to pay with cash wherever possible. You fill up first and then pay in the kiosk.
Motorways and state roads (not city roads) in Romania are paid for by tolls. Check carefully if you will need to pay and do it in advance by way of a ‘vignette’ which you can buy at fuel stations or online. They are valid for a variety of time periods from a day to a year. For cars, for example, one day costs 12 Leu (£2.10) and a year is 140 Leu (£24).
There might also be bridge tolls at some points where the road crosses the River Danube.
Parking
Major cities have closely monitored parking bays with various charges depending on where you stop. Bucharest operates a pay-and-display system. There are plenty of on-street and off-street places available but read instructions carefully and obey the rules or you’ll face a fine. Don’t stop for long – anything more than five minutes is considered ‘parked’ by the authorities.
If you do park on the street, make sure you are facing the direction of traffic, on the right side of the street and are well over towards the pavement. Don’t park in a cycle lane or one reserved for public transport.
The fine for illegal parking is up to 870 Leu (£150). Illegally parked cars will also be clamped, in some areas, or even removed altogether.
Emergency number
In Romania, as with most of Europe, you can dial 112 and make contact with emergency services such as fire, ambulance or police, 24 hours a day. Operators will speak English, French other European languages.
Make and model: Kia EV6 GT-Line Description: Large five-seat hatchback Price range: £48,275 (plus options)
Kia says: “The Kia EV6 brings long-range, zero-emissions power, ultra-fast charging and distinctive styling to the crossover SUV market.”
We say: Our 2022 Car of the Year is still a brilliant car in 2024. If you’re looking to make the switch to an EV for your next car, the Kia EV6 should be right at the top of your shortlist.
It’s hard to believe that the EV6 has been around for three years – it still looks bang-up-to-date, even as a lightly updated version is set to debut later this year. In that time, it has won a stack of motoring awards, including The Car Expert’s Car of the Year trophy in 2022.
The EV6 is also single-handedly responsible for elevating Kia’s brand reputation from worthy but generally invisible to cutting edge and innovative. Yes, the brand had been steadily improving and developing for the past decade, but the EV6 was a leap forward – and it has been followed by the similarly excellent EV9 large SUV, all-new Niro EV, and with several more new electric models to come over the next couple of years.
But EV technology is evolving quickly, and there have been several new rivals that have arrived since the EV6 was launched. Is it still top of the tree, or has it slid down a few branches? We spent a week with a mid-spec Kia EV6 GT-Line to find out.
What is it?
Like many electric models, pigeon-holing the Kia EV6 in comparison to conventional petrol or diesel cars is a bit tricky. Size-wise, it’s slightly shorter than a BMW 3 Series overall, but the wheelbase (the length between the front and rear wheels) is much longer and the overhangs (in front of the front wheels and behind the rear wheels) are shorter. That means you have more cabin space, allowing five adults to travel comfortably.
You also sit a bit higher than a conventional saloon or hatch, but not quite as high as an SUV. That’s because the batteries are placed along the floor of the car with passengers sitting above them, which is good for the car’s balance and handling, and makes it better to drive. You also get a decent-sized boot plus a ‘frunk’ – a front trunk storage space under the bonnet, since the electric motor takes up much less space than a conventional engine.
So it’s a mid-sized car with the cabin space of a bigger car, and you sit higher than a normal car but not as high as an SUV. It’s available in either rear-wheel drive or all-wheel drive versions, with a range of trim and performance levels.
Who is this car aimed at?
This is essentially the new family car shape of the 2020s – the 21st century equivalent of the Ford Mondeo, for example.
Underneath its sleek skin, the Kia EV6 is closely related to the Hyundai Ioniq 5 and Genesis GV60; all are about the same size and share most of their hardware. It’s no coincidence that all three brands are part of the same family – the Kia and Hyundai are almost direct rivals in the mainstream family market, while the Genesis is aimed a more premium audience.
Who won’t like it?
It’s an electric car, so there will inevitably be a percentage of car buyers who insist they will never buy one. Which is a shame, because they’ll be missing out. Plenty of research shows that most perceptions of EV problems don’t translate into reality (range anxiety, unreliability, charging problems, fires, etc.).
There will also still be some people out there who think Kias are still budget vehicles of poor quality, but the world has changed a lot in the last decade and Kias are now some of the most technologically advanced EVs on the roads – and very well put together with quality materials.
The good news is that EV buyers are more likely to consider different car brands from what they have been used to, so hopefully people will at least test drive a Kia EV6 before choosing their next car.
First impressions
There are no petrol or diesel cars that look anything like the Kia EV6. The proportions could only be an electric vehicle, and Kia’s designers have made good use of them.
The EV6 is a sleek-looking car, although it sits higher than you’d expect. The nose is low and sports car-like, rather than being a high SUV-style thing with an enormous fake grille that most cars on the road today have.
The style is definitely more forward-looking than the similar Hyundai Ioniq 5, which leans into 1980s retro to similarly pleasing effect. But there’s a decent chance that the Kia will still look fresh in five years’ time, while the Hyundai may start to look old-hat. We think Kia’s probably on the money, here.
Inside, the initial feeling is of space, helped by a flat floor throughout the cabin. So the area between the driver and passenger is quite open ,and the middle passenger in the back doesn’t have to straddle a big hump in the floor.
What do you get for your money?
Once we’ve got the first impressions out of the way, it’s time to look a bit harder at exactly what you’re getting for your money with the Kia EV6.
There are four trim levels available, called Air, Horizon, GT-Line and GT-Line S. There are two performance options – a rear-wheel-drive version with 226hp that’s available with all trim levels, and an all-wheel-drive version with 320hp that’s only available on the top two trim levels. We’re driving the 226hp version in GT-Line trim, which is a good combination.
All models have the same 77kWh battery, which gives an official driving range of 328 miles for the lower-performance models and 314 for the higher-performance models. As with any car, the economy and driving range are based on carefully conducted lab tests in a controlled environment, so your results may vary. Assume a maximum range of about 300 miles in good conditions and you should be OK.
Kia EV6 Air starts at just over £45.3K, and has a decent level of kit included as standard. All EV6 models come with a five-star safety rating, but the Air misses out on some of the more advanced accident-avoidance tech like blind-spot collision assist and rear cross-traffic assist (useful for reversing out of blind driveways or car parking spaces).
Horizon is a new trim level, priced at just £700 above the entry-level Air. For that extra outlay, you get quite a lot of extra equipment, like upgraded headlights, front parking sensors, electric front seats (with memory for the driver’s seat), heated outer rear seats, automatic tailgate and wireless phone charging. A very worthwhile upgrade.
GT-Line starts at £48.3K, or £49.2K if you want a heat pump – we’ll get to that shortly. Over and above Horizon, the seats are upgraded to ‘premium relaxation’ units (more bolstering, one-touch recline function) with suede upholstery replacing the vegan artificial leather on lower models, some extra active safety aids (blind spot assist, rear cross-traffic assist and side exit assist, which is designed to warn you if you try to open your door when a car is approaching) and some minor visual differences. This was previously our suggested sweet spot in the EV6 family, but the new Horizon spec has most of the same upgrades for a lot less money.
GT-Line S is the top-spec version, starting at £52.8K – in other words, £4.5K over the GT-Line and £7.5K over the Air. For that additional money, you get larger alloy wheels (20-inch instead of 19-inch), an upgraded 14-speaker sound system, sunroof, head-up display, remote parking assist (park your car remotely using your car key!), auto pop-out door handles, ventilated front seats, 360-degree cameras, parking collision avoidance (stops you reversing into a pedestrian or object) and upgraded front collision avoidance and further minor visual differences. It’s a well-specced car, but quite pricey. Worth a look if you’re buying a near-new used car, as the price premium for the top-spec model will be much less.
Unlike many European brands, Kia doesn’t have an endless options list that allows you to customise the specification – for example, if you want a sunroof then you need to choose the top-spec GT-Line S. This may seem inconvenient if you don’t want to pay for a load of extras you don’t want to get one that you do, but it simplifies things to keep costs down for the manufacturer and tends to improve resale values for the top-spec cars.
The GT-Line and GT-Line S cars also allow you to pay an extra £900 for a heat pump. This feature helps to improve battery range in cold conditions, as well as using excess heat from batteries and electrical components to help heat the cabin. Some EVs now include this as standard, but it’s worth paying the extra money for if you are at all concerned about driving range in cold weather.
We like: Horizon trim offers great value for money We don’t like: Heat pump only on selected models and costs extra, some safety tech only on higher-spec models
What’s the Kia EV6 like inside?
If the exterior looks thoroughly modern, the interior is probably even more so. As is the case with most new cars, buttons and knobs have largely been banished in favour of touchscreen controls, which looks lovely but is not great for adjusting things on the move. It is quite dark unless you have the sunroof, however, as there’s a lot of black everywhere.
Kia has certainly maximised the space advantages of an electric car, with loads of space down low for your feet and for additional storage. EVs don’t have a traditional gearbox or transmission, so there’s no big lump between the driver and passenger. Equally, there’s no driveshaft or exhaust pipe running from the front of the car to the back, so there’s no hump in the floor for the middle passenger in the back.
That may sound unimportant, but it makes a big difference for loving with a car or taking long family journeys when you’re loaded up with stuff. If you jump back into a petrol or diesel car after driving an EV6, you are suddenly very aware of how restricted your space is.
The seats are comfy and supportive (we had the ‘premium relaxation seats’ in the GT-Line model), while the view out is decent without being amazing. As in most new cars, the rear window is small and over-the-shoulder blind spot visibility is poor, but the EV6 is no worse than other cars in these matters.
The dashboard is dominated by what looks like one long screen running from the driver’s door to the centre of the car. It’s actually two 12-inch screens side-by-side – the one in front of the driver has all the usual gauges and information, while the central one handles all the stereo, navigation, heating and air-conditioning, and other car functions. There’s also a row of separate controls underneath the central screen. Cleverly, this can be switched between air-con and stereo controls, but they’re still touch-sensitive controls so you need to take your eyes off the road to operate them rather than going by feel.
All models have Apple CarPlay and Android Auto, so most owners will use these rather than Kia’s own satnav and stereo systems. These are wired rather than wireless so your phone has to be plugged in to use them. That makes the wireless charging tray (standrda on GT-Line and GT-Line S) fairly pointless, but that’s OK because the wireless charging is poor anyway as your phone will almost immediately slide off the charging point. Incidentally, pairing your phone is quick and easy, which you’d think would be normal but many other car manufacturers seem to find otherwise…
Both screens are good, with large and easy-to-read graphics – this is often not the case, with some car manufacturers apparently intent on cramming as much information as possible onto the screen, so you can’t read any of it. You can switch between light and dark modes, or have the car do it automatically. Many people prefer night mode (black background, white text on the screens) even in daytime, but I found that light mode (white background with black text) helped brighten up the black cabin during the daytime.
In the back seats, legroom is excellent and the lack of a hump in the floor is great for the middle passenger or for putting a bag out of the way. Headroom, however, is tight for taller adults who be close to – or touching – the ceiling. That’s particularly frustrating, given how good the legroom is.
There’s lots of storage space in the centre console area, which is good. However, the boot isn’t as large as you’d expect, which is not so good. There is a shallow secondary boot under the main one, which is handy for hiding things – as long as you don’t have to empty the boot to get them out. Under the bonnet is a small frunk, best used for keeping your charging cables.
We like: Dashboard layout is a reasonable balance between form and function, screen graphics easy to read We don’t like: Wireless charging is a waste of time, boot not as big as several rivals
What’s the Kia EV6 like to drive?
In short, the Kia EV6 is a lovely thing to drive. The steering is light but direct, and you are always confident that the car will follow your direction exactly as instructed, rather than you having to guess whether you’ll need to apply more or less steering halfway through a corner.
Although the power output of 226hp doesn’t sound like a lot these days, it’s less important on an EV because all of your power and torque is delivered instantly rather than increasing as the engine revs harder. So response and acceleration are still good – if not as dramatic as you get in a Tesla.
If you want more performance, the all-wheel drive models give you an extra 60hp, a huge amount of extra torque and significantly improved acceleration. But it will cost you an extra £3.5K, and for most customers it’s probably unnecessary. The main benefit to the higher-performance motor is that it comes in all-wheel drive, which is useful on wet or icy roads.
The ride is firm, but if your current ride is a German car with sports trim (Audi S line, BMW M Sport, Mercedes, AMG-Line, etc.) or you have big alloy wheels, then the EV6 is certainly no worse. Our usual point of comparison is a Volvo V60 estate with R-Design sports suspension and 19-inch wheels, and the Kia was probably better.
The EV6 has a more sporting feel than its sibling, the Hyundai Ioniq 5 (which we’ve only driven briefly to date), but we still found it very comfortable on longer trips.
Braking in an EV can feel a bit unusual if you’re used to a petrol car, because an EV will use the electric motor to slow the car most of the time (called regenerative braking) instead of the actual brakes, which are only used for harder stops. The good news here is that Kia has managed this very well, as the brakes feel quite natural and you don’t get any weird sensation as the car switches between regenerative and physical braking.
You can adjust the amount of regenerative braking, so that the car either coasts freely when you lift off the accelerator, or starts to slow down more rapidly. There are four different settings, with the most aggressive meaning that you tend to drive with one pedal as the car will slow right down as soon as you take your foot off the accelerator. It’s something that takes a bit of getting used to, but is a cool feature of EVs. As the motor slows the car down, some electricity is returned to the battery. The more you use the motor for braking, the more electricity you regenerate. You can adjust the settings easily using paddles behind the steering wheel – once you get used to it, it’s a handy feature.
We like: Enjoyable to drive, generally fairly comfortable We don’t like: Ride isn’t as soft as some petrol or diesel cars
How safe is the Kia EV6?
Euro NCAP assessed the EV6 in May 2022 and it scored an excellent five-star rating. This score applies to all models sold in the UK.
It scored well in all the crash tests, with good protection for both adults and children in the event of a collision. There are ISOFIX child seat mounting points in both outer rear seats, but not in the middle or in the front passenger seat.
In terms of avoiding an accident in the first place, the EV6 also performs well. Although autonomous emergency braking (AEB) systems are now compulsory on all new cars in Europe, the level of performance varies. The Kia scored well in all of these tests.
The only negative here is that some of the more advanced accident avoidance systems are only available on GT-Line and GT-Line S models. These are systems that are likely to prevent minor accidents rather than major ones, so they don’t affect the safety rating, but we prefer it when all the safety tech is standard on every model rather than only on the top-spec versions.
Kia EV6 economy, battery range and charging
The Car Expert’s unique Expert Rating Index pulls running cost data from across the entire new car market, and one of the most important factors for an EV is its electrical efficiency – the equivalent of fuel economy for a petrol or diesel car. The Kia EV6 scores a C-grade here, being fairly average overall. However, it’s fairly competitive with EVs of similar size if not best-in-class (the Tesla Model Y and Polestar 2 are both better, for example).
The EV6’s battery is a good size, at 77kWh. That means that driving range is still good, even though efficiency is only average. Officially, the rear-wheel drive cars get 328 miles from a full charge (313 miles in the GT-Line S due to its larger wheels) in the UK/EU government lab test protocols. In the real world, which is far more variable than a lab environment, you can probably expect to get around 300 miles in mixed driving – more in city driving, less on motorway driving. This is the opposite of what happens with a petrol or diesel car, where you tend to get better fuel economy on motorways and worse around town. This is because EVs regenerate electricity as they slow down, which you do a lot more of in town than on a motorway.
The EV6 is capable of taking a very rapid charge of up to 350kW. This is great in theory, as it means you can charge from 10% to 80% (standard industry test representative of short-stop public charging, like at a motorway services) in just 18 minutes. Most other cars are limited to slower charging rates so faster chargers don’t offer any benefit. However, it requires a charging point that can deliver electricity at 350kW and, to date, there are not many of these in the UK. If you do find one, they’re also the most expensive chargers to use.
More realistic are 50kW chargers, which are found in most public charging locations. In this case you’re looking at about 73 minutes for a 10%-80% charge. Fast chargers slow down once you go beyond 80%, so to get to the full 100% takes quite a bit longer. That’s normal and is designed to protect your battery.
If you’re charging at home from a wallbox or on an overnight public charger, these are usually 7kW. At one of these, a 10%-100% charge takes about 7 hours and 20 minutes and the charge doesn’t slow down over the last 20% like it does with a fast charger.
The EV6 comes with two charging cables, one for plugging into a wallbox or fast charger, and one for plugging into a regular three-point socket. However, with any modern EV, using a three-point socket is a last resort as the charging speed is very slow. The EV6 would take almost 33 hours to charge from 10% to 100%, so best avoided…
The GT-Line and GT-Line S have an additional feature called vehicle-to-load. This means they have a that you can use your car’s battery to power external electrical devices via a conventional three-point socket (one in the car and another via an adaptor that plugs into the car’s charging socket). It’s handy for things like camping, where you can run a kettle or fridge from you car’s battery.
Verdict
It might be approaching its third birthday, but our 2022 Car of the Year is still a brilliant car in 2024. It’s still one of the highest-rated new cars on our Expert Rating Index, thanks to its strong media reviews, safety rating, zero tailpipe emissions and competitive running costs.
The Kia EV6 is quiet, smooth, comfortable and good to drive. It still looks fresh and modern, and chances are that the styling will age gracefully. The tech is good and everything works well, so your EV learning curve should be relatively short.
Charging is pretty future-proof, as you’ll be able to take advantage of the growing number of ultra-rapid charging points across the UK in coming years.
The boot isn’t as big as we’d like, and that may be a deal-killer for some customers. If your current car is a saloon, you might be happy with it. But if you’re coming out of an estate or SUV, it may be more problematic. The frunk is handy for storing the charging cables, but not really for anything else.
Maintenance costs are pretty good, as the EV6 only requires servicing once every two years or 20,000 miles. That means that owning an EV6 should be affordable and reliable.
Finally, Kia has one of the best new car warranties in the business at seven years or 100,000 miles (whichever comes first). The battery is also covered in terms of capacity – not just failure – during the warranty, so if your battery capacity drops below 70% in seven years, Kia will repair or replace it.
If you’re looking to make the switch to an EV for your next car, the Kia EV6 should be right at the top of your shortlist.
Model tested: Kia EV6 GT-Line Price (as tested): £76,720 (including £725 for premium paint) Engine: Single electric motor, rear-wheel drive Gearbox: Single-speed automatic
Power: 168 kW / 228 hp Torque: 350 Nm Top speed: 114 mph 0-60 mph: 7.3 seconds
Electric range: 328 miles CO2 emissions: 0 g/km Euro NCAP safety rating:Five stars (May 2022) TCE Expert Rating:A (83%) as of June 2024
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The Mazda 2 Hybrid is a small five-door hatchback that is – confusingly – entirely unrelated to the Mazda 2, which is also a small five-door hatchback. It was launched in Spring 2022, with a minor updated in early 2024.
The 2 Hybrid is actually a Mazda-badged Toyota Yaris, rather than a hybrid-engined version of the existing Mazda 2. It exists because the EU has average CO2 emissions targets for car manufacturers, and Mazda needs this car to make sure it hits those targets. So now it has two completely different cars in the same market segment.
The only differences between the Mazda 2 Hybrid and the Yaris are some very minor styling changes to the front bumper and grille, a smattering of equipment differences, and some Mazda badges. The starting price is about £1,500 dearer than the Yaris as of May 2024.
Both the Mazda 2 Hybrid and Toyota Yaris come with a three-year new car warranty, although Toyota will extend this until up to ten years if you keep having your car serviced at Toyota. Mazda doesn’t offer a similar service. Toyota also has many more dealers in the UK, which is convenient when you need servicing or if you have a problem under warranty.
Most of the media reviews have reported, unsurprisingly, that the 2 Hybrid drives and feels exactly like a Yaris. As Carbuyer says, “consider it alongside the Toyota Yaris on which it’s based, and it simply fails to present any worthwhile reason why you should buy it instead”.
As of March 2026, the Mazda 2 Hybrid holds a New Car Expert Rating of A, with a score of 72%. It scores top marks for its very low running costs and CO2 emissions, and excellent safety rating, but its media review scores have been mostly below average.
“The Mazda 2 Hybrid is an excellent offering in the supermini segment thanks to its obvious Yaris-based roots. The new styling is subjective, but creating a more familiar ‘Mazda’ face on what is otherwise a rather shameless badge-engineering job, is commendable. It’s a shame the pricing doesn’t quite stack up against its Toyota sibling, however.”
Model reviewed: Range overview Score: 6 / 10 “This is a clever supermini and competes in a very small field, trumping the £26k+ Honda Jazz Hybrid. If you regularly pootle around town but want a hybrid rather than a range-restricted EV, we’d say the Mazda 2 Hybrid is a shrewd buy. Just check the similar Yaris Hybrid isn’t just as good for less money first.” Author: Tim Pollard Read review
Carbuyer
Model reviewed: Range overview Score: 7.6 / 10 “The Mazda2 Hybrid is an undeniably good car, but the Toyota Yaris on which it’s based makes a better case for itself.” Author: Charlie Harvery, Alastair Crooks Read review
Carwow
Model reviewed: Range overview “Buying in hybrid tech from market-leader Toyota is just good common sense, but it might have been nicer of Mazda had made the 2 Hybrid more obviously a Mazda, rather than just a Yaris with different badges.” Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “Mazda has turned to Toyota for help in offering a hybrid supermini, so the 2 Hybrid is largely a rebadged Yaris. That’s good in many ways, but it does mean the Hybrid is not as good to drive as the regular Mazda 2.” Author: Al Suttie Read review
Honest John
Model reviewed: Range overview Score: 8 / 10 “The Mazda 2 Hybrid delivers in all the key areas you would expect it to, but is more expensive than the virtually identical Toyota Yaris Hybrid, which is likely to be a problem for many buyers.” Read review
Parkers
Model reviewed: Range overview Score: 6.8 / 10 “Mazda’s frugal hybrid is a Yaris in (hardly any) disguise.” Author: Tim Pollard Read review
Top Gear
Model reviewed: Range overview Score: 5 / 10 “The Mazda 2 Hybrid starts at around £1,300 more than the equivalent Toyota Yaris. What exactly are you getting for your extra dosh, other than Mazda’s softer take on the design? Not much at all. If it’s an ultra-frugal runabout you’re after, go for the Yaris and be done with it.” Author: Shafiq Abidin Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The Mazda 2 Hybrid’s safety rating is taken from the Toyota Yaris rating – all that Euro NCAP did was confirm that the safety equipment included on the Mazda was the same as the Toyota.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of March 2026, the Mazda 2 Hybrid has not been lab tested by Green NCAP.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of March 2026, we don’t have enough reliability data on the Mazda 2 Hybrid to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the 2 Hybrid, we’ll publish the results here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
CO₂ output
Average
Score
Variation
Score
Hybrid models
93 g/km
A
Insurance group
Average
Score
Variation
Score
All models
14
A
Service and maintenance
Cost
Score
Year 1
£178
B
Year 2
£491
B
Year 3
£787
B
Year 4
£991
B
Year 5
£1,290
B
Overall
£3,737
B
The Mazda 2 Hybrid is a very affordable car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
The 2 Hybrid has a straight-A scorecard for running costs – Mazda hasn’t provided fuel economy information to Clear Vehicle Data as of October 2024, but it will be the same as the Toyota Yaris which scores an A.
There are fewer new cars cheaper to run than the Mazda 2 Hybrid.
Similar cars
If you’re looking at the Mazda 2 Hybrid, you might also be interested in these alternatives.
The Mini Cooper Electric is a small hatchback and the entry-level model in the all-new electrified Mini range. It’s the second generation of electric Mini hatchback, but the first to be purpose-built as an EV (rather than adapted from a petrol car).
As with the previous Mini Electric, the all-new Mini Cooper Electric is currently only available as a three-door hatch, while the petrol-powered version of the Cooper is also available in the five-door body style. The ‘Cooper’ name now applies to all three-door hatch models.
The Mini Cooper Electric will be available with two power outputs. Standard models will be powered by a 135kW (184hp) motor, while Cooper S versions will have a 160kW (218hp) version. There will also be three trim levels – Sport, Classic and Exclusive. As with previous generations of Mini, there will also be plenty of opportunity for customisation.
As of December 2025, the Mini Cooper Electric has a New Car Expert Rating of A, with a score of 81%. It scores top marks for safety, its low running costs and zero tailpipe emissions, while its media review scores to date have also been good.
Model reviewed: Range overview Score: 8 / 10 “The Mini Cooper SE is not cheap, but it does have that air of sophisticated fun that’s made the reborn brand such a success over the past two decades. Compact dimensions and a modest battery mean that this is not a car that will win prizes for practicality or even EV range – but it oozes quality and has just enough dynamic spark to feel like a Mini.” Author: John McIlroy Read review
Auto Trader
Model reviewed: Range overview Score: 9 / 10 “The simplified styling and fabulous interior really move the Mini’s game on, there being a choice of two batteries and Cooper E and more powerful Cooper SE versions. More substantial and with greater range than the Fiat 500e, the Mini has sights beyond city limits and is a funkier alternative to the likes of the Vauxhall Corsa Electric and Peugeot e-208.” Author: Dan Trent Read review
Business Car
Model reviewed: 160kW SE Sport (Level 3) Score: 8 / 10 “The Mini Cooper Electric is now much easier to recommend, but it’s not a cheap option, and the rear and boot space remain compromised.” Author: Martyn Collins Read review
Car
Model reviewed: Range overview Score: 8 / 10 “Considering the second-generation electric Mini costs about the same as its predecessor yet has significantly more range, it’s a far easier thing to recommend. Yes, it’s small inside and more doors would lend extra practicality, but it’s all part of the Cooper experience. So too is the performance and handling. It might not be as fast as a single-motor Volvo EX30, let alone an MG4 XPower, but the Cooper SE is fast enough and corners far more tidily.” Author: Alan Taylor-Jones Read review
Carbuyer
Model reviewed: Range overview (petrol and electric) Score: 8 / 10 “As always, the latest Mini Cooper offers charming, cheeky fun in a polished, desirable and well-refined package. The Mini Cooper Electric gets dedicated EV underpinnings for the first time, too, and boasts more driving range than the outgoing model, although it’s still not a class leader in this respect.” Author: Charlie Harvey, John McIlroy Read review
Daily Mail
Model reviewed: 54kWh SE “The new all-electric Mini Cooper SE is a class act. It’s stylish, timeless, and relentlessly contemporary. It looks and drives the part. It has a decent range and does have the genuine go-kart excitement, even if this feels a little more detached than with the petrol Minis of yore. I enjoyed it and can see it as a great city car and fun for longer journeys if you plan them well.” Author: Ray Massey Read review
Driving Electric
Model reviewed: Range overview Score: 8 / 10 “Every new Mini seems to divide opinion between modern supermini buyers and fans of the original, but there’s little doubt that the new Mini Cooper is an enjoyable and refined addition to this decades-long bloodline. Electric power means the Mini shouldn’t break the bank when it comes to running costs, and the maximum battery range of between 190 and 250 miles should prove adequate for most drivers, even if it isn’t exactly class-leading.” Author: Shane Wilkinson, John McIlroy Read review
Electrifying.com
Model reviewed: Range overview Score: 8 / 10 “The MINI Cooper Electric strikes just the right tone of funky and image-conscious without feeling overly forced or gimmicky. More importantly, it feels really classy and is brilliant fun to drive, as well as being decent value. I reckon it’s going to be a big hit, but Mini really does need to make sure that those monthly finance deals are good, as the Renault does make it look rather pricey and a bit limited on practicality.” Author: Nicola Hume Read review
Evo
Model reviewed: Cooper SE Score: 7 / 10 “In some ways, it feels like the Mini Cooper SE is trying a little too hard to deliver an instant sense of fun, and while it does back this up to an extent, it’s still missing the authentic feel of the very best, an absorbing depth of character to learn, exploit and enjoy. But as a calling card for what the new era of electric hot hatches could offer, it’s a positive first step.” Author: Yousuh Ashraf Read review
Green Car Guide
Model reviewed: Cooper E Score: 8 / 10 “The 2024 MINI Cooper Electric retains its fun, ‘go-kart’ driving experience, and it now gains a longer electric driving range – up to 188 miles for the Cooper E and up to 249 miles for the Cooper SE.” Author: Paul Clarke Read review
Heycar
Score: 8 / 10 “Fun to drive and packed with character, the MINI Cooper Electric is an electric car you’ll actually want on your driveway. Chuck in a very useable electric range, an affordable price tag and a long list of standard equipment, and the MINI Cooper Electric is an excellent all-round package. That’s as long as you don’t want to bring many friends along for the ride, anyway.” Author: Andrew Brady Read review
Honest John
Model reviewed: Range overview Score: 8 / 10 “Fun to drive, fun to look at, fun to sit in – the new Mini Cooper Electric is an EV you’ll actually want to own. It’s got a bigger battery than before, while fresh technology and an upmarket interior give it real ‘wow’ factor. Practicality is limited, though.” Read review
Parkers
Model reviewed: Range overview Score: 8.2 / 10 “Rivals such as the Peugeot e-208 provide a more comfortable ride and the usefulness of five doors for similar money, but aren’t as fun to drive or quite as pleasant inside. Speaking of money, the Cooper Electric looks very keenly priced next to its immediate rivals and has a good level of standard equipment, too.” Author: Ted Welford Read review
Regit
Model reviewed: Cooper SE Score: 9 / 10 “Mini is building on the success of the previous Mini Cooper Electric model, and this all-new electric version is like upgrading from Economy to Business. Mini is renowned for its go-kart style driving experience and when you add the instant torque that an EV brings to the table, it’s win-win for any driving enthusiasts out there.” Author: Maxine Ashford Read review
The Sunday Times
Model reviewed: Cooper SE Score: 8 / 10 “A mini marriage of style and substance.” Author: James Fossdyke Read review
Top Gear
Model reviewed: Range overview Score: 8 / 10 “Fundamentally, this is a great little car, overflowing with personality. This one just happens to be electric. The Mini Cooper Electric is firm-riding, but has the handling smarts and eager reactions to make this a trade-off worth tolerating.” Author: Jason Barlow Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of April 2025, the Mini Cooper Electric has not been assessed by Green NCAP.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
The Mini Cooper Electric is a brand-new car, so it will be a long time before we can generate any reliability data.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Cooper Electric, we’ll publish the results here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
216 miles
B
189 – 249 miles
B – B
Electrical efficiency
Average
Score
Variation
Score
EV models
4.6 m/KWh
A
4.6 – 4.6 m/KWh
A – A
Insurance group
Average
Score
Variation
Score
All models
23
B
20 – 26
A – B
Service and maintenance
Cost
Score
Year 1
£175
A
Year 2
£405
A
Year 3
£596
A
Year 4
£802
A
Year 5
£1,035
A
Overall
£3,013
A
The Mini Cooper Electric should be a very inexpensive car to run, according to data provided exclusively to The Car Expert by our technical partner, Clear Vehicle Data.
The Cooper is a very efficient electric car, which is important if you rely on public charging points rather than home charging. Servicing costs are also very good, while insurance should be very competitive.
Similar cars
If you’re looking at the Mini Cooper Electric, you might also be interested in these alternatives.
Find your next new or used car with Auto Trader. Find out more
Find your next new or used car with Carwow. Find out more
Lease a Mini Cooper
If you’re looking to lease a new Mini Cooper, The Car Expert’s partners can help you find a competitive deal.
Personal contract hire deals from Carparison Leasing. Find out more
Personal contract hire deals from Leasing.com. Find out more
Personal contract hire deals from Rivervale Leasing. Find out more
Subscribe to a Mini Cooper
Subscriptions are becoming a very popular way for consumers to try an electric car for a few weeks or months to help decide whether it’s a suitable alternative to a petrol car. If you’re interested in a car subscription, The Car Expert’s partners can help. (PS: What’s a car subscription?)
The Mercedes-AMG CLA 35 is a performance version of the regular Mercedes-Benz CLA model. Like its tamer siblings, it is available in either a saloon (which Mercedes insists on calling a ‘four-door coupé’) or estate (called a ‘shooting brake’).
In the AMG family, the CLA sits below the more powerful CLA 45 model. It also shares its mechanical components, and most of its structural components, with the A-Class family. Essentially, the CLA 35 is a sleeker version of the Mercedes-AMG A 35 saloon. As with all the AMG 35 and 45 models, the CLA 35 is all-wheel drive.
Reviewers have generally approved of the CLA 35, with praise for its performance. However, several have noted that the estate version, in particular, “suffers from a relative shortage of practicality,” as John McIlroy from Auto Express puts it.
The interior gets plenty of praise, with the Carwow review team impressed with its “sci-fi interior tech and luxury”, while the Honest John team also likes the “posh interior, clever infotainment system… and generous equipment roster”.
Like the AMG A-Class models, the CLA 35 also suffers in media reviews by being not as fast and exuberant as the range-topping CLA 45 version, which journalists absolutely love. However, for normal customers handing over their own money, the CLA 35 is still exceptionally rapid. It’s also easier to live with, cheaper to run and more comfortable on a day-to-day basis. The styling is also slightly more toned down compared to the CLA 45, which plenty of customers will prefer.
As of May 2025, the Mercedes-AMG A 35 has a New Car Expert Rating of C, with a score of 62%. It scores well for its safety rating, although this is now six years old. However, its CO2 emissions and media review scores are only average, its reliability record is poor, and its running costs are very high.
“The Mercedes-AMG CLA 35’s biggest problem is its A 35 Saloon relative. The two feel much the same to drive and have the same great engine, but the A 35 is cheaper and is a little more practical despite its marginally smaller boot. As with so many premium four-door coupes, the appeal of the CLA 35 Coupe over its more flexible siblings lies almost exclusively in its swoopier styling.”
Model reviewed: Shooting Brake (estate) Score: 7 / 10 “The Mercedes-AMG CLA 35 Shooting Brake does stand apart from anything else on offer in the small premium car market. Some will buy it just for its looks. But it suffers from a relative shortage of practicality and a bland-sounding four-cylinder engine. At this price, we’d be tempted to go for a rapid petrol BMW 5 Series Touring, which is more rewarding to drive and properly spacious.” Author: John McIlroy Read review
Car
Model reviewed: Saloon range Score: 8 / 10 “If you’re after something that delivers a bit of the performance and sophistication of the more ‘thoroughbred’ AMGs, then the Mercedes-AMG CLA 35 should be at the top of your list. However, if you’re after the drama and engagement of the hottest Mercedes cars, you’ll leave disappointed.” Author: Curtis Moldrich Read review
Model reviewed: CLA 35 ‘Shooting Brake’ estate Score: 8 / 10 “The CLA35 is one of those cars that feels like nothing will trouble it, yet retains enough driver interaction to make reaching the other end of a twisting road feel like a joint effort.” Author: Antony Ingram Read review
Carwow
Model reviewed: Shooting Brake range “The Mercedes-AMG CLA 35 Shooting Brake is a sleek-looking estate with fantastic performance, but there are fast estates with more space in the boot.” Read review
Evo
Model reviewed: Saloon (facelift range) Score: 7 / 10 “Subtle updates for Merc’s mini CLA 35 saloon-coupe, but not enough to make it a stand-out driving experience.” Author: James Taylor Read review
Model reviewed: Shooting Brake range Score: 8 / 10 “The Mercedes-AMG CLA 35 Shooting Brake is as capable as every other recent A35 model, but with an added dose of style and practicality.” Author: Antony Ingram Read review
Honest John
Model reviewed: Range overview Score: 8 / 10 “There’s a lot to like about the Mercedes CLA, not least its stylish looks, posh interior, clever infotainment system, grown-up driving experience and generous equipment roster.” Read review
Parkers
Model reviewed: Range overview Score: 7.8 / 10 “Ballistic performance, excellent handling.” Author: Keith Adams Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The Mercedes-AMG CLA 35 shares its Euro NCAP safety rating with the regular CLA range. Some of the test results are also shared with the A-Class range, which is built on the same platform.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of May 2025, the Mercedes-AMG CLA 35 has not been assessed by Green NCAP.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
Total claims: 107 Average repair cost: £688.96 Last updated: April 2025
Reliability data provided exclusively for The Car Expert by MotorEasy
As of April 2025, the Mercedes-Benz CLA family (including all AMG models) has a below-average reliability score of 59%, according to workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops. This rating covers both this generation and the previous model (2012 to 2019).
The average repair costs to date is also fairly high for this size of car, at almost £700. The most expensive bills so far have been for gearbox repairs, with an eye-watering average bill of more than £3,000. Fortunately, they have not been common.
Engine problems, however, have been both common and expensive with an average bill of about £800.
If you’re thinking about buying a used car warranty for your Mercedes-AMG CLA, make sure that it covers all of the problem areas shown above.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Variation
Score
Petrol models
33 mpg
E
33 – 36 mpg
D – E
CO₂ output
Average
Score
Variation
Score
Petrol models
193 g/km
D
173 – 198 g/km
C – D
Insurance group
Average
Score
Variation
Score
All models
40
C
31 – 42
C – D
Service and maintenance
Cost
Score
Year 1
£354
C
Year 2
£929
C
Year 3
£1,517
C
Year 4
£1,817
D
Year 5
£2,347
C
Overall
£6,964
C
The Mercedes-AMG CLA 35 is an expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Fuel economy is poor, while servicing and insurance ratings are only average at best. This is pretty much inevitable, given the performance levels that the CLA 35 offers over the regular Mercedes-Benz CLA.
Similar cars
If you’re looking at the Mercedes-AMG CLA 35, you might also be interested in these alternatives.
Make and model: Jeep Grand Cherokee Description: Large SUV, petrol/electric plug-in hybrid Price range: £75,915 (plus options)
Jeep says: “The all-new Jeep Grand Cherokee breaks new ground with exceptional performance, comfort and functionality and has been designed and engineered to deliver even more of what has made this Jeep SUV a true global icon in the premium SUV segment.”
We say: The Jeep Grand Cherokee is a fantastic all-rounder that will cope with any job you throw at it while you remain perfectly comfortable inside. But it has formidable opposition in this price bracket.
It may not be that well known here in Europe, but the Jeep Grand Cherokee has always had a large and loyal following in America. The model shown here is the fifth-generation version, which launched three years ago but has taken some time to find its way over here.
In the UK, the Grand Cherokee is only available as a plug-in hybrid, with a choice of trim levels. All versions have an automatically controlled 4×4 system with five terrain modes for different conditions.
What is it?
The Jeep Grand Cherokee is a large luxury 4×4 model, and is currently the flagship of the Jeep range here in the UK.
In terms of size and price, the Grand Cherokee is in the same ballpark as the Audi Q7, BMW X5 Land Rover Discovery or Mercedes-Benz GLE. Unlike those models, however, the Jeep is only available with five seats rather than seven.
Who is this car aimed at?
There are plenty of luxury SUVs that look tough on the local school run or in the supermarket car park. But if you want a luxury 4×4 that also delivers genuine off-road ability, your options are relatively few. And if you (understandably) don’t want the nagging feeling in the back of your mind that your car could break down at any point – that will be familiar to many Land Rover Discovery drivers, or Discovery Sport drivers, or Defender drivers, or Range Rover Sport drivers, or Range Rover drivers – the Jeep Grand Cherokee may just fit the bill.
Who won’t like it?
If you’re only going to spend your driving time on regular tarmac, there are several luxury SUVs that are more comfortable and cheaper to run. If you want off-road performance but don’t need the luxury, there are cheaper alternatives.
First impressions
Beauty is always in the eye of the beholder, but we think the Grand Cherokee is a good-looking car. It avoids the general wackiness of BMW styling, the enormous grille of most Audis, or Land Rover’s Russian Doll approach to having different size versions of the same car design.
If you’re familiar with previous generations of Grand Cherokee, the latest model is an evolutionary design. It’s conservative rather than cutting-edge, but it will certainly be rare as Jeep doesn’t expect to sell this car in vast numbers.
Inside, Jeep deserves a medal for refusing to lump every single control onto an oversized touchscreen. Most major vehicle controls still have traditional knobs, switches or buttons that you can comfortably use on the move. There is still – inevitably – a large touchscreen, but it is mostly used for controlling sound and sat-nav settings.
There’s plenty of space for both front and rear passengers, while the boot is also roomy enough for most needs.
What do you get for your money?
Officially, the Jeep Grand Cherokee will be available in four trim levels, but you can currently only order two – ‘Overland’ (starting at £76K) and ‘Summit Reserve’ (starting at £86K). Eventually, the range will be joined by the entry-level ‘Limited’ (£70K) and ‘Trailhawk’ (£73K).
All four models use the same plug-in hybrid drivetrain, consisting of a 2.0-litre petrol engine and an electric motor. An eight-speed automatic transmission takes power to all four wheels when it’s needed, or just to the rear wheels when it’s not.
Standard equipment levels are good across all four trim levels, and importantly all the key safety kit is standard on every model. We drove the top-spec Summit Reserve model, but you could save yourself £10K and still be well pampered in the Overland model. Even the entry-level Limited version has a decent level of standard kit, and the three lower levels also allow you to choose extra-cost equipment packs that step up the tech and luxury for less than the cost of the Summit Reserve model.
The Trailhawk specification is tailored more towards off-road capability, with smaller wheels, skid plates and other adventure kit that’s more functional and less showy.
We’d suggest the Overland specification is likely to be the sweet spot for most buyers. Even if you add the additional luxury and tech option packs, you’re still £4K below the price of the Summit Reserve and unlikely to miss any of the additional kit that it gets.
We like: All the key safety kit is included as standard, sensible price and spec structure We don’t like: Top-spec Summit Reserve is pricey compared to the rest of the range
What’s the Jeep Grand Cherokee like inside?
If you’ve been looking around at other £70K-ish luxury SUVs, stepping into the Jeep’s cabin will feel like you’ve gone back in time by about a decade. But while it doesn’t look or feel as fresh as a Range Rover Sport or a BMW X5, you quickly discover that having plenty of real buttons and knobs is an improvement on the minimalist, touchscreen-obsessed interior designs that dominate the new car market today.
In practical terms, it’s much easier (and almost certainly safer) to have dedicated controls for the air-conditioning and other core functions that you often adjust while driving. While the Grand Cherokee’s layout isn’t the neatest we’ve ever seen (some of the buttons are arranged and positioned awkwardly), it’s still far better to use on the move than any system where you have to swipe a screen for absolutely everything.
There’s still a central ten-inch touchscreen for stereo controls and sat-nav, which is fine and works responsively. The Summit Reserve model also gets another ten-inch touchscreen for the front passenger, specially polarised so that the driver can’t see it. This can be used for watching movies or as a secondary navigation screen, but we found it difficult to see in bright sunshine.
Higher-spec Overland and Summit Reserve models get a 19-speaker McIntosh sound system, which sounds fantastic even at loud volumes. The lower-spec Limited and Trailhawk models make do with a nine-speaker Alpine system, but we didn’t have those on hand so I can’t tell you how they sound.
The front seats are comfortable and supportive, and are both heated and ventilated on all models. The Summit Reserve model gets beautifully soft Palermo leather, while the Overland has Nappa leather (still good), and the lower models get vinyl. Space is pretty good in both front and back, as you’d expect from an SUV this size. Five adults will be able to ride in comfort, while still having enough boot space for a reasonable amount of luggage.
There has been quite a bit of grumbling from some of the UK motoring media that the Grand Cherokee is only available as a five-seater model, whereas some of its key rivals offer seven seats (as does the Jeep in its American home market). But we see this as a welcome point of difference. Most large SUVs that are capable of carrying seven rarely do, and the rear two seats are usually a terrible compromise – a pair of uncomfortable seats only usable for small children, and dramatically reduced boot space if you do use them. By not bothering with the extra two foldaway seats, the Grand Cherokee reduces weight and increases usable boot space.
We like: Physical controls for major car functions, rather than relying on the touchscreen for everything We don’t like: Dashboard layout could be better, passenger screen on Summit Reserve unnecessary
What’s the Jeep Grand Cherokee like to drive?
Our drive expedition spent more time off-road than on it, traversing some fairly harsh Yorkshire trails. Our party consisted of a mix of Jeep Grand Cherokee and Jeep Wrangler models as part of the press event, so we could all drive both cars in conditions where you wouldn’t dream of taking most SUVs.
While we expected the Tonka-tough Wranglers to revel in the rough stuff, it was a surprise to see how easily the Grand Cherokees swept imperiously across rutted tracks, river crossings and rocky hill climbs. And we were in top-spec Summit Reserve models with 21-inch alloy wheels and road-biased tyres, not Trailhawk-spec models with the extra off-road kit.
During the last climb to our final lookout, I found myself apologising to the car’s tyres for the pain I was surely afflicting upon them as I bounced across jagged rocks and boulders like a monster mountain goat. Well, a monster mountain goat enjoying ventilated and massaging seats…
The Grand Cherokee has a selectable terrain management system, which optimises the drive systems and electronic controls for your conditions. Aside from the default ‘Auto’ setting, you can choose from Sport, Rock, Snow or Mud/Sand. All models other than base-spec Limited also get air-lift suspension, so you can lift the car for fording streams or broken terrain, then lower it again for on-road driving.
Our on-road driving loop was relatively limited, but the Grand Cherokee proved to be perfectly capable, if not as enjoyable to drive as the likes of a BMW X5 or Porsche Cayenne. The steering is light and has almost no feel, and the suspension is very much geared towards comfort rather than handling, so there’s little enjoyment in trying to push the Jeep hard. Rather than trying to hustle along, it’s best to relax and let the car cruise along at a more comfortable pace.
The plug-in hybrid powertrain is acceptable rather than delightful. If your battery is fully charged, you can get about 30 miles of gentle driving on the electric motor, but in reality the petrol engine will wake up if you prod the accelerator more than about halfway down.
When both the petrol and electric motors work together for maximum acceleration, you get 380hp and plenty of low-down torque so the Grand Cherokee can accelerate very well – great for pulling onto a motorway or similar. But when the battery runs out, you’re left with a 270hp petrol engine that feels underpowered for lugging two-and-a-half tonnes of Jeep around.
Much the same can be said for any large plug-in hybrid SUV, so the Jeep certainly isn’t alone here. But others like the BMW X5 and Range Rover Sport do it better.
We like: Outstanding off-road capability for a luxury SUV on 21-inch wheels and normal tyres We don’t like: On-road performance can’t match best in class; plug-in hybrid system a bit underwhelming
How safe is the Jeep Grand Cherokee?
The Jeep Grand Cherokee scores top marks from us for its safety kit. It was tested by Euro NCAP in late 2022 and achieved a top five-star grade, with strong scores across all four categories (adult protection, child protection, vulnerable road user protection and accident avoidance technology).
Summit Reserve gets some additional features – optional on the rest of the range – that can help for safety, like a head-up display to project speed and key information onto the windscreen in front of you. Another such feature is a night vision system that can detect pedestrians or animals hundreds of metres ahead in the darkness, long before your headlights could pick them up.
We didn’t get a chance to spend much time with the automated driving assist system, that allows the car to steer within its lane and match speeds of traffic without exceeding your cruise control limit, but it seemed to work faithfully as you’d expect rather than getting lost as soon as road markings get faint. Again, it’s standard on the Summit Reserve and optional on others.
Verdict
Within the luxury SUV market, the Jeep Grand Cherokee is an all-rounder that is capable in any situation but doesn’t excel in most (apart from off-road ability). That’s both a strength and a limitation.
If you need seven seats, it’s obviously a non-starter. If you want on-road driving enjoyment, there are better options at a similar price point. If you want a cabin that looks and feels like it’s at the very cutting edge of car design, you’re in the wrong place. Fuel economy and performance? Not really. Bang-for-buck in terms of standard equipment? Nope.
And yet…
The Grand Cherokee will cope with any job you can throw at it. Drive down to the south of France with four passengers on board? Easy. Climb to the top of a mountain? No sweat. EV mode around town? Yep. A functional interior with controls you can actually use safely while travelling at 70mph? Absolutely.
The Jeep Grand Cherokee is the sort of car that plenty of motoring journos will turn their noses up at, but which real-world owners love. It’s the reason why Jeep has such a strong brand loyalty around the world. This is a car that will do pretty much whatever you want, every day, whatever the weather and conditions, and in comfort. Jeep may not sell that many Grand Cherokees here in the UK, but those who do buy one will almost certainly be very happy with their choice.
Model tested: Jeep Grand Cherokee Summit Reserve Price (as tested): £86,490 Engine: 2.0-litre petrol + single electric motor, four-wheel drive Gearbox: Six-speed automatic
Power: 380 hp Torque: 637 Nm Top speed: 130 mph 0-60 mph: 6.3 seconds
Fuel economy: TBA mpg CO2 emissions: TBA g/km Euro NCAP safety rating:Five stars (Dec 2022) TCE Expert Rating:B (64%), as of May 2024
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Kia is set to add to its expanding range of family EVs with the launch of its compact battery-powered EV3 SUV, which is scheduled to arrive in the UK in the second half of this year.
The small SUV takes many of its exterior styling cues from the much larger EV9 SUV, including its ‘Tiger Face’ front end with narrow LED headlights and daytime running lights. The roof slopes slightly from front to back, and the car sits on 18-inch alloy wheels as standard.
As shown below, the top-spec ‘GT-Line’ trim grade has roof rails, thick wheel arch cladding, front and rear splitters, headlight and window surrounds and larger 19-inch alloys all finished in black. Nine different exterior colour options will be offered – four of which are exclusive to the EV3.
Inside you will find further inspiration from the EV9, this time in the tech department. A 12-inch digital instrument cluster and 12-inch infotainment screen jut out of the dashboard, which sandwich a smaller 5-inch screen for climate control, together forming a continuous display.
With the introduction of the EV3, Kia has added some additional themes for the infotainment panel and Chat GPT AI powers the car’s voice assistant. The car’s interior trim has some sustainability credentials, as it is made using reused plastic, fabric and biodegradable paint.
Built on the same foundations as the award-winning EV6 crossover, the EV3 will be available with either a 58kWh or 81kWh battery. The former – called the ‘Standard Range’ – will only be offered with the entry-level trim grade and can muster 200hp and a maximum range of 254 miles on a single charge.
The more powerful 81kWh ‘Long Range’ uses the same 200hp motor, but the larger battery capacity results in a longer range of 328 miles.
That sums up what you need to know about the new EV3. More details, including UK pricing and official launch date, are sure to arrive in the coming months.
‘Why would I want to have a driving holiday in Hungary?’ you might say. Especially when there are so many other European countries closer to the UK and with lots of to offer.
It’s true that Hungary is a bit further away from British shores, but this landlocked central European state has its own list of interesting things to see and do.
Its capital Budapest is a wonder to see, split in half (Buda one side, Pest the other) by the legendary River Danube, which is second only to Russia’s Volga as the longest river in Europe.
The country’s history dates back to ancient Roman times, and great examples of this era are to be found in Budapest and other major cities, such as Debrecen and Szeged.
There’s also a wide array of churches, museums and art galleries to visit – Budapest even has the ‘House of Terror’ a museum dedicated to the victims of 20th century communist and fascist regimes.
Nightlife is good in many areas with music and lights while dining fans will be impressed by the local Magyar food, such as goulash, as wells as a wide choice of international cuisines including Chinese, French and German.
Outside the major towns there are beautiful roads to explore. Minor roads are not as well maintained as the toll-supported motorway network, but they are good enough for a road trip. Interesting and exciting towns and villages await – Szentendre, Koszeg, God and Tata – with walking, relaxing and sightseeing high on their agendas.
Hungary is a good place to visit on business too, with car manufacturing, oil refining and gas production among the industries thriving there.
But if you are considering Hungarian roads when it comes to planning a vacation or have a business visit coming up, you’ll need some careful organisation before going there.
It’s possible to drive to Hungary if you have the time, probably going through France, Germany and Austria, so you’ll see some wonderful sights even before you cross the Hungarian border.
Flying in and hiring a vehicle is another option for travel and you’ll find a selection of car rental companies operating from Budapest Airport.
Driving in Hungary is a different experience from doing so in the UK, not just because the Hungarians drive on a different side of the road from us.
It’s much more than that and planning a driving holiday or taking your car to the country on business, requires careful planning and a good understanding of what you can, and can’t do behind the wheel while there.
Local police are very strict on road laws (drink driving and seat belts, especially) so, it’s well worth spending some time planning your trip, and making sure you understand the rules for your Continental excursion.
Here The Car Expert looks at the most important elements to consider when planning to drive in Hungary, and we’ve included a handy checklist. As each journey is unique, always check that you have everything covered for your particular visit.
Basic rules
You must be 18 years or over to drive in Hungary and you should hold a full UK driving licence. Just the licence card will do, as the paper counterpart is no longer a requirement. International Driving Permits are also recognised.
You’ll need to prove that you have car insurance cover for your vehicle so take your certificate with you (but you don’t need a European ‘green card’). You should also always carry with you documents that show the identity of your car, such as a V5C ‘logbook’ but if you are using a hire car, always have the rental agreement paperwork with you.
And take your personal ID or passport with you everywhere too – there are plenty of areas where you could cross a border, intentional or not, and stray into a neighbouring state.
Your vehicle’s ‘home country’ must be shown on it. A ‘UK’ sticker on the rear is one way to do this but you can also show a small UK badge on both number plates if you wish. The ‘GB’ badge is no longer allowed, even within European ‘golden stars’ and the same goes for country signs such as the English, Scottish or Welsh flags.
You must be at least 21 years old to hire a car although some hire companies will add a surcharge if you are under 25 and many will insist you have held a full licence for at least one year.
Speed limits
Speed limits are shown in kilometres (km/h) rather than miles (mph). In built-up areas the speed limit is 50 km/h (31 mph) while on more open roads the limit rises to 90 km/h (56 mph). Main A-roads are usually 110 km/h (68 mph) while motorways have a 130 km/h (81 mph) limit. Keep a close eye on local speed signs as limits can change on different sections of the same road.
Get stopped for speeding by Hungary’s traffic police and you can expect a fine ranging between 5000 Forints (HUF, £11.) and 50,000 HUF (£110). More serious speeding offences picked up by police cameras can bring much higher fines – 30,000 HUF (£66) to 300,000 HUF (£660).
You are not allowed any kind of speed camera detection devices or equipment that could interfere with police cameras when driving on Hungary’s roads. And don’t use a mobile phone while driving unless it is ‘hands-free’.
Blood alcohol limits
We don’t recommend any drinking of alcohol if you are going to drive, and this is especially pertinent in Hungary where there is a zero tolerance on drink driving. The limit for all drivers is 0.0g/l so do not even think about having a small glass of wine with lunch if you are planning on getting behind the wheel again.
And beware the next morning if you have had a couple of extra drinks the night before. By comparison, it’s 0.8g/l (0.8 milligrams) in England and Wales, and 0.5g/l in Scotland.
If there is any suspicion from the police of drinking and driving, you’ll probably be asked to take a breath test. Penalties for a positive test range from a fine to a temporary confiscation of your driving licence or even a prison sentence. It all depends on the amount over the limit you recorded and whether there was any damage or injury caused. The safest way is to avoid alcohol completely if you’re going to drive.
What to carry in the car
You must have in your car a warning triangle, hi-viz reflective jacket, first aid kit and fire extinguisher. The authorities also expect you to have headlamp converters for your headlights (or have manually adjusted lamps) so you don’t dazzle on-coming drivers. And you should carry some spare bulbs in case one blows.
Specialist suppliers, such as motoring organisations, sell ‘European driving kits’ for around £25, which contain everything you are likely to need for a Continental road trip, and it’s well worth investing in one.
Seatbelt rules
Seatbelt rules are the same as in the UK: if your car has them, they must be worn. It’s the driver’s responsibility to make sure everyone is buckled up – there’s a steep 380,000 HUF (£840) fine for not using one.
Children need to be buckled up too – those under three years old and less than 150 cm in height must be in an approved child restraint in the front or back of the car. Kids who are more than 150 cm tall may use adult seat belts.
Driving
Keep to the right-hand lane as much as possible but if you are overtaking do so on the left. You will usually give way to vehicles using the ‘main’ road unless signs state otherwise. At crossroads that have no controls or road markings, give priority to vehicles on your right. Buses always have the right of way and give way to emergency vehicles as soon as you can safely.
Use dipped headlamps when driving outside of built-up areas including on motorways but don’t use full beam anywhere in inner cities. Horns should be used sparingly –they are prohibited in built-up areas, unless in an emergency. Use them as necessary out of town.
It can get extremely cold and icy in Hungary and if it snows, you will be expected to have the appropriate winter tyres or snow chains fitted to your vehicle. The maximum permitted speed for a car with snow chains is 50 km/h (31 mph).
If you are towing a trailer or caravan ensure that your car and the rig don’t exceed 12 metres in length, 3 metres in height and 2.55 metres in width. Make sure you can see clearly behind you with the use of two wide rear-view mirrors. It’s worth drawing up an inventory of everything being carried in the caravan in case the police ask for the information.
Traffic signs
Traffic lights are red, amber and green and follow a similar pattern to the UK. There are spot fines of 66,000 HUF (£145) for ignoring a red light. Road signs usually have pictures which are self-explanatory and include the slippery road, cattle crossing and quayside warning signs that UK drivers will be familiar with. The stop sign has the word ‘Stop’ in English.
Mandatory instructions are usually blue circles with pictures, prohibitory signs are white circles with a red outline while warning signs are white triangles with a red outline. Information signs are usually blue squares. Directional signs are generally white squares with the town names written in Hungarian and the distances shown in kilometres.
Fuel availability
Unleaded, diesel and LPG liquefied petroleum gas are all widely available on Hungary’s road network. Fuel stations generally open from 6am to 8pm every day although on motorways and major A-roads there are many 24-hour sites operating, with rest areas and shops.
There are more than 1,800 EV (electric vehicle) charging points available and most of these will be listed on mobile apps.
Motorways in Hungary are paid for by tolls. Any road marked with an ‘M’ will require payment. To prove you have this you’ll need to get a window sticker (called an e-vignette) which can be bought online or at numerous fuel stations and special terminals. Minibuses or vehicles with more than seven seats will pay extra.
If you enter a toll road by accident, leave as soon as possible and you won’t be charged or fined.
Parking
Budapest and other major cities offer some free parking. In most towns there will be metered parking from 8am to 6pm. Minimum parking time is 15 minutes, and most areas offer between two and four hours as a limit. There is also a range of underground and multi-storey car parks many of which are manned by security guards.
If you do park on the street, make sure you are facing the direction of traffic. Don’t park less than 5 metres from a pedestrian crossing or cycle crossing, 5 metres from an intersection, in a bus lane or bus stop, in a spot that might obscure a road sign, or anywhere that the police are likely to consider an ‘obstruction’ to other traffic.
Illegally parked cars will be clamped in some areas, such as Budapest centre, but often vehicles will be simply towed away. There’s a fine to pay for a vehicle’s release plus costs for the towing.
Emergency number
In Hungary, as with most of Europe, you can dial 112 and make contact with emergency services such as fire, ambulance or police, 24 hours a day. Operators will speak English, French other European languages.
The Kia Niro EV is an all-electric compact crossover, and the successor to the discontinued e-Niro SUV, which rivals an ever-growing market of compact electric SUVs.
Described as “a really impressive package” by Electrifying.com, Parkers says that the Niro EV “is better than its predecessor in just about every way – it’s better equipped, it’s better to look at, it’s easier to use the onboard tech, it should be slightly more economical and it’s a little roomier without getting externally bulky.”
Carbuyer adds that the Niro EV can travel further than the e-Niro on a single charge too. It’s 64kWh battery and 150kW electric motor pairing can muster 201hp and a promised battery range of 285 miles – stats that are quite competitive with its rivals.
That said, these improvements come at an additional cost. The Niro EV range hovers around the £40k mark at launch, while the e-Niro was available for under £35k.
When it comes to driver appeal, Car argues that “it’s nothing special” – noting that there has been a reduction in torque and top speed moving from the e-Niro to the Niro EV. The reduced performance isn’t likely to bother the Niro’s key audience though – UK buyers looking for an easy-to-drive and user-friendly electric family car. Kia’s reputation for reliability and the Niro EV’s seven-year warranty is an added bonus.
As of January 2026, the Kia Niro EV holds a New Car Expert Rating of A with a score of 78%. It scores top marks for its low running costs, zero tailpipe emissions, excellent media review scores and seven-year new car warranty, while its safety rating is also good. We don’t yet have reliability data so check back soon.
Model reviewed: Range overview Score: 8 / 10 “While the figures hint that not much has changed about the all new Kia Niro EV, they didn’t need to. The areas which did need improvement – design, on-board tech and refinement – have all taken a big step forward. We’d hoped for faster charging, but the Niro is one of the most efficient EVs around.” (Alex Ingram) Read review
Auto Trader
Model reviewed: Range overview Score: 10 / 10 “This full electric version will likely attract the most attention, and builds successfully on the very solid reputation for value, range and usability established by the previous generation e-Niro.” Read review
Business Car
Model reviewed: 65kWh ‘2’ Score: 8 / 10 “The Kia Niro EV is a very commendable electric car, and drivers given the 2 version shouldn’t feel too short-changed – although higher-spec versions do enough to justify the extra outlay for those with the budget.” (Sean Keywood) Read review
Car
Model reviewed: Range overview Score: 8 / 10 “To drive, it’s nothing special. The reduction in performance is no bad thing, though; it shows Kia understands what the Niro EV is all about, and who it’s for. It makes life very easy for the driver, with a common-sense mix of physical buttons and modern electronics. And don’t forget that reputation for reliability and seven-year warranty – huge draws for Kia owners.” Author: Colin Overland Read review
Car Keys
Model reviewed: All models (hybrid, plug-in hybrid and EV) Score: 9 / 10 “The latest Kia Niro arrived with a lot of expectations on its shoulders. After all, this is a car that acts as a replacement for a model that was hugely popular, both with buyers who were focused on an electrified vehicle as well as those who simply wanted an affordable yet practical hatchback.” (Ted Welford) Read review
Carbuyer
Model reviewed: Range overview Score: 8.8 / 10 “Kia’s second-generation Niro EV takes all the positives from its predecessors and improves on certain aspects.” (Ben Custard)
Read review
Daily Mirror
Model reviewed: Range overview “While not quite as stylish as the larger Kia EV6, the Niro is an appealing crossover that’s well worth a look. But there are cheaper options – and more spacious ones.” (Colin Goodwin) Read review
Driving Electric
Model reviewed: Range overview Score: 9 / 10 “The new Kia Niro EV picks up right where the e-Niro left off, adding sharper styling and intuitive infotainment to the brand’s popular electric family-car package.” (Ellis Hyde) Read review
Electrifying.com
Model reviewed: Range overview Score: 9 / 10 “One of the UK’s most popular electric cars gets a new look, more space and tech. The figures don’t look like much of an improvement, but it’s better where it matters.” Read review
Green Car Guide
Model reviewed: 65kWh ‘2’ Score: 9 / 10 “The Kia Niro EV is a very good all-round EV, and critically, good value in entry-level ‘2’ trim (if you can survive without sat nav and heated seats – items that are usually fairly important for an EV). However, it doesn’t match the leap forward that the last generation e-Niro did.” (Paul Clarke) Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “It’s a case of the ‘difficult second album’ for the Kia e-Niro – or rather, the Kia Niro EV as it now likes to be known. But Kia’s used its electric car expertise (as well as features from the ultra-impressive Kia EV6) to make it more desirable. This is one of the best all-round electric cars on sale.” (Andy Brady) Read review
Honest John
Model reviewed: Range overview Score: 8 / 10 “The Kia e-Niro becomes the Kia Niro EV, gaining a distinctive new look, improved interior and the latest tech. It doesn’t move the game on in range and performance from the old car, but it’s still a seriously compelling and efficient electric car at a good value price.” Read review
Parkers
Model reviewed: Range overview Score: 8 / 10 “If you need a sensible family electric car, the Kia Niro EV is a good choice. It isn’t the most affordable option on the market, but it’s well equipped, well made and very refined on the motorway. Overall, the Niro EV is a very appealing all-round package, offering an easy transition into the world of electric car ownership.” (Luke Wilkinson) Read review
The Independent
Model reviewed: Range overview Score: 7 / 10 “Stylish, spacious and easy to live with, it’s no surprise the Niro EV has become a big hit with families (and Uber drivers, too), although it’s starting to look pricey.” Author: Steve Fowler Read review
The Sun
Model reviewed: “The pure-electric version starts at £36k but costs pennies to run. Whichever you choose, the Kia Niro EV is a thoroughly-modern, right-size family car punching way ahead of the rest.” Read review
Top Gear
Model reviewed: Range overview Score: 8 / 10 “The Niro EV is practical, accessible and economical, and there’s a maturity to it that shows just how dedicated Kia is to upping its game and going electric. And the company’s latest styling efforts mean you’ll be less embarrassed to be seen in it.” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The current-generation Kia Niro was assessed by Euro NCAP in September 2022, achieving a four-star safety rating. This rating stands for the hybrid and plug-in hybrid variants of the SUV, as well as the all-electric Kia Niro EV.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of January 2026, the Kia Niro EV has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the Niro EV is likely to score very highly in Green NCAP testing if and when it takes place. Check back again soon.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of January 2026, we don’t have enough reliability data on the Kia Niro EV to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Niro EV, we’ll publish the results here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
285 miles
B
Electrical efficiency
Average
Score
Variation
Score
EV models
4.4 m/KWh
B
Insurance group
Average
Score
Variation
Score
All models
29
C
Service and maintenance
Cost
Score
Year 1
£182
B
Year 2
£377
A
Year 3
£622
A
Year 4
£777
A
Year 5
£1,001
A
Overall
£2,959
A
The Kia Niro EV is very good in terms of running costs. Scheduled servicing and maintenance costs are outstanding, while insurance costs and electrical efficiency (the EV equivalent of miles per gallon for a petrol or diesel car) is good as well.
As an added bonus, the battery range is good so you won’t have to charge the car too often.
Warranty rating
New car warranty information for the Kia Niro EV
Overall rating
A
99%
New car warranty duration
7 years
New car warranty mileage
100,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Kia’s new car warranty is one of the best in the new car market, and better than pretty much any rival brands in a similar price bracket to the Niro EV.
The duration is seven years, with a limit of 100,000 miles. This is good news for both new and used car buyers, as it helps the residual value of the Niro EV for new car buyers when they come to sell the car, and it gives near-new car buyers confidence that they are covered for years to come.
In addition to the overall new car warranty, battery components benefit from an additional eight-year/100,000-mile warranty. This is pretty much standard for all new EVs on sale in the UK, but is an extra reassurance that petrol and diesel cars don’t get.
If you’re looking to buy a used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Awards
Trophies, prizes and awards that the Kia Niro EV has received
2024
Business Motoring Awards – Best Small Car
Fleet News Awards – Best Lower Medium Car
2023
EcoCar Electrified Top 50 – Electrified Car of the Year + Best Electric Medium SUV
Search for your next new or used car with Auto Trader. Find out more
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Lease a Kia Niro EV
If you’re looking to lease a new Kia Niro EV, The Car Expert’s partners can help you find a competitive deal
Personal contract hire deals from Carwow. Find out more
Personal contract hire deals from Leasing.com. Find out more
Personal contract hire deals from Select Car Leasing. Find out more
Subscribe to a Kia Niro EV
Subscriptions are becoming a very popular way for consumers to try an electric car for a few weeks or months to help decide whether it’s a suitable alternative to a petrol car. If you’re interested in a car subscription, The Car Expert’s partners can help. (PS: What’s a car subscription?)
The Mercedes-Benz EQE is a large executive saloon and an all-electric alternative to the conventional E-Class saloon. It’s built on the same platform as the larger flagship EQS saloon.
While the award-winning EQS uses a 108kWh battery to produce an official range of 398 miles, the EQE uses a smaller 90kWh battery which Mercedes-Benz says can produce a maximum of 339 miles from full charge.
“If the Mercedes EQS is Dr Evil of Austin Powers fame, the Mercedes EQE is like Mini-Me”, Carwow says. “It’s a near-identical clone of the big luxury car, albeit cut down to a smaller scale.”
Although reviewers have generally responded poorly to the car’s exterior design, which Parkers calls “ugly as sin”, the EQE is just as refined and comfortable on the road as its bigger brother, and also has a cabin packed with user-friendly tech. “It makes the EQS feel unnecessary”, Carbuyer concludes – a point that is amplified by the fact that the EQE costs £30k less.
That said, some reviewers say that its price is still too high. While the EQE is a newer model, journalists find the car’s £70k+ pricing hard to justify when you can purchase a combustion-powered E-Class for over £25k less. Many reviewers also point out that the EQE faces stiff competition from the likes of the Porsche Taycan, Audi e-tron GT and Tesla Model S, which are all considered to be better performance packages.
But for others like Auto Express, the EQE is certainly a competitive package, with particular praise for its “enormous range and slick on-board tech”. Heycar also feels that it’s “one of the most desirable electric cars” in the last few years and is “posher than a Tesla Model S”.
As of July 2025, the Mercedes-Benz EQE holds a New Car Expert Rating of A, with a score of 74%. It has excellent scores for safety and produces no tailpipe emissions, however media reviews are only average while running costs are high (although broadly in line with other similarly priced luxury cars).
Model reviewed: Range overview Score: 7 / 10 “The Mercedes EQE is an all-electric E-Class alternative and offers enormous range and slick on-board tech.” Author: Ellis Hyde Read review
Model reviewed: EQE 300 Score: 8 / 10 “The entry-level Mercedes EQE has all the key qualities of the pricier versions but still suffers in comparison to executive car rivals.” Author: Alastair Crooks Read review
Model reviewed: EQE 350+ AMG Line Premium Plus Score: 8 / 10 “The EQE feels like a logical all-electric counterpart to Mercedes’ E-Class saloon. The genuinely impressive range is the EQE’s trump card, which is good, because charging rates could be faster. However, it offers enough performance, a mostly comfortable ride, sound refinement and super technology, which means the EQE is a pricey but appealing premium EV.” Author: Sean Carson Read review
Model reviewed: Range overview Score: 8 / 10 “The Mercedes-Benz EQE is more luxurious, far better-built and just as good to drive as a Tesla Model S. It has lots of range, too, and while charging speeds could be better, there aren’t many places in the UK where you can top up faster than 170kW anyway. It’s only let down by its practicality, where it trails not only the Tesla, but also its combustion-engined sibling, the E-Class.” Author: Sam Naylor Read review
Auto Trader
Model reviewed: (2023) Score: 8 / 10 “Like an E-Class reinvented for the electric age, the sleek looking Mercedes-Benz EQE combines luxury and tech into a premium package.” Author: Dan Trent Read review
Business Car
Model reviewed: EQE 350+ Exclusive Luxury Score: 8 / 10 “You really need access to a rapid charger to make the most of the Mercedes-Benz EQE, and we wish it had more character, but the EQE impresses with its high levels of refinement, comfort, and performance.” Author: Martyn Collins Read review
Model reviewed: EQE 350+ AMG Line Score: 7 / 10 “The EQE is not a bad car, far from it, but Porsche and Tesla offer better EV saloon options. Despite those downsides, Mercedes’ trump card might well be that its UK operation is set up to cater to fleet customers.” Read review
Car
Model reviewed: Range overview Score: 8 / 10 “If the greatest benchmark for Mercedes’ EQ range is the petrol range it runs parallel to, then the EQE is the best electric Mercedes yet. It may have a lower target than the EQS (which has to compete against the flagship S-class) but the EQE delivers on all fronts, making it more than a match for the ICE E-class.” Author: Curtis Moldrich Read review
Carbuyer
Model reviewed: Range overview Score: 7.6 / 10 “The Mercedes EQE is a luxurious, high-tech electric saloon with a long range, but is far costlier than an E-Class.” Author: Ben Custard Read review
Driving Electric
Model reviewed: Range overview Score: 7 / 10 “The Mercedes EQE impresses with its endless array of in-car tech, but falls bafflingly short of rivals in several other areas.” Author: Tom Jervis Read review
Electrifying.com
Model reviewed: Range overview Score: 8 / 10 “Mercedes finally seems to be getting its electric car act together and producing models which can rival the best of the rest. The EQE looks like a fine effort too, but how many buyers really want a saloon these days rather than an SUV or hatch?” Author: Ginny Buckley Read review
Green Car Guide
Model reviewed: EQE 350+ Exclusive Luxury Score: 9 / 10 “The Mercedes-Benz EQE offers luxury, very competent driving dynamics, and efficiency, with an electric driving range of up to 394 miles.” Author: Paul Clarke Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “The Mercedes EQE is one of the most desirable electric cars to hit the market in 2022. It feels posher than a Tesla Model S, while its aerodynamic design and upmarket interior give it a mini Mercedes EQS vibe. Combine that with a long electric range and the EQE makes a compelling case for itself against rivals.” Read review
Parkers
Model reviewed: Range overview Score: 6.8 / 10 “The Mercedes-Benz EQE majors on several elements that will appeal to the brand’s traditional buyers but adds in some strong and modern technological features that you would expect of a large and luxurious electric car. The biggest problem is that the BMW i4 does what the EQE aims to do but much better, as does the Polestar 2 and the Tesla Model 3.” Author: Murray Scullion Read review
The Sunday Times
Model reviewed: Range overview “It combines long-legged battery range with a reasonably engaging driving experience, has a gorgeous cabin that’s just about spacious enough, and hits some seriously high-quality notes.” Read review
The Telegraph
Model reviewed: Range overview Score: 8 / 10 “You can trickle it along to achieve some reasonable range figures, but over 500 test miles at motorway speeds and with the air-conditioning on, this big and heavy car only delivered an indicated 260 miles against its maker’s claim of 395 miles.” Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “The Mercedes-Benz EQE is a mini-me EQS that’s comfier than its big brother. Would be more relaxing if the tech was less overwhelming.” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of July 2025, the Mercedes-Benz EQE has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the EQE is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of July 2025, we don’t have enough reliability data on the Mercedes-Benz EQE to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the EQE, we’ll publish the score here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
358 miles
A
337 – 380 miles
A – A
Electrical efficiency
Average
Score
Variation
Score
EV models
4.1 m/KWh
C
3.6 – 4.5 m/KWh
A – D
Insurance group
Average
Score
Variation
Score
All models
50
F
50 – 50
F – F
Service and maintenance
Cost
Score
Year 1
£318
C
Year 2
£707
C
Year 3
£1,104
C
Year 4
£1,304
C
Year 5
£1,709
C
Overall
£5,142
C
Running costs for the Mercedes-Benz EQE saloon are high, according to numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data – although that’s not unusual for a car of this size and sophistication.
Electrical efficiency (the EV equivalent of miles per gallon for a petrol or diesel car) is average, which again is not bad for such a large car. Combined with a large battery, you should get more than 300 miles of driving between charges if you really want to.
Insurance costs for the EQE are inevitably going to be high, but that’s no different to anything else in this price bracket. Scheduled servicing costs for the first five years are average, but still more than £700 cheaper than an equivalent petrol or diesel Mercedes E-Class.
Awards
Significant UK trophies and awards that the Mercedes-Benz EQE has received
2022
DrivingElectric Awards – Best Long-Distance Electric Car
News UK Motor Awards – The Sunday Times Car of the Year
Similar cars
If you’re looking at the Mercedes-Benz EQE, you might also be interested in these alternatives
Find your next new or used car with Auto Trader. Find out more
Find your next new or used car with Carwow. Find out more
Lease a Mercedes-Benz EQE
If you’re looking to lease a new Mercedes-Benz EQE, The Car Expert’s partners can help you find a competitive deal
Personal contract hire deals from Carparison Leasing. Find out more
Personal contract hire deals from Leasing.com. Find out more
Personal contract hire deals from Select Car Leasing. Find out more
Subscribe to a Mercedes-Benz EQE
Subscriptions are becoming a very popular way for consumers to try an electric car for a few weeks or months to help decide whether it’s a suitable alternative to a petrol car. If you’re interested in a car subscription, The Car Expert’s partners can help. (PS: What’s a car subscription?)
Even those with no interest in motoring will be familiar with the name Peugeot. This French brand is one of the oldest car manufacturers of all, and long before that it produced all sorts of household products, from watch components to pie dishes.
Peugeot has been making cars since the 1880s, along with just about anything else that requires steel in its construction. Today, as part of the giant Stellantis Group, Peugeot remains a firm fixture in the market with thousands of its cars on UK roads.
Jean-Frederic and Jean-Pierre Peugeot founded their family firm in 1810, long before motor cars even existed. In those days they made just about anything that was required from steel, and it was making the steel frames for crinoline dresses that led then to produce bicycles and eventually cars.
The first version of the company’s famous lion logo was registered in 1858, but it was another 30 years before the first powered Peugeot appeared – a steam-powered tricycle. A four-wheeled car soon followed, built to a design licenced from Daimler (the German company which also licenced its designs to the English company of the same name).
From 1901 motorcycles were added to the Peugeot line-up, while in the first world war its factories turned out everything from armoured cars to artillery shells.
In 1929, Peugeot launched a car called the 201, its first model the first to use the company’s three-digit model numbering system that has survived to this day. The 201’s successor the 202, produced from 1938, had a then unusual curvy body, as did its larger siblings the 302 and 402.
After the second world war, Peugeot models continued in similar form – the 403 of 1955 proved a particular hit, with more than a million sold and achieving fame as the on-screen car of TV detective Columbo. Later cars were styled by Italian design company Pininfarina.
Major change came in 1974 when, backed by the French government, Peugeot took over struggling fellow French manufacturer Citroën. More acquisitions followed, as Peugeot snaped up the European division of US maker Chrysler in 1978. Its cars were sold for the next decade under the Talbot badge. Chrysler’s assets included the British Rootes Group, along with its factory in Coventry. Peugeot continued to make cars here until 2007.
Possibly the most famous of all Peugeot models was launched in 1983 – the 205 supermini. It turned around a lengthy decline in the company’s fortunes around and would become Peugeot’s best-selling car of all time, the last new ones sold in 1998. In 205 GTi form, it is jointly credited alongside the Volkswagen Golf GTI for creating the ‘hot hatch’ market.
Like many automotive manufacturers, Peugeot faced struggles into the 21st century and investment came from various sources, including the French government and Chinese manufacturer Dongfeng, with the Peugeot family finally giving up its controlling stake in 2014. Then in 2021 the creation of Stellantis saw Peugeot and Citroën become part of an automotive mega-dynasty which also includes Fiat, Alfa Romeo, Vauxhall, Opel, Jeep and Maserati.
What models does Peugeot have and what else is coming?
For the most part the Peugeot model range remains as simple as it was when the three digit numbering system was introduced back in 1929 – the first digit indicates the size of the car, the final one its generation, and we are now up to eight.
The 108 city car was axed in 2021 so the range now starts with the 208 supermini and above it the 308, which competes with the likes of the Ford Focus and Vauxhall Astra and is also available as an estate, dubbed SW. There is a 408 too, but this is not a large family car of the likes of the recently axed Ford Mondeo, but a ‘liftback’, sitting between a 308-sized car and a crossover.
Finally there is the 508, Peugeot’s attempt to take on executive types such as Audi and BMW. It too can be had as an SW estate and is now only available in petrol or plug-in hybrid form. The PHEV variant, known as the 508 PSE, is twice as potent as any conventional 508 ever was, and the most expensive model in the Peugeot range.
Peugeot chased the explosion in SUV sales like every other manufacturer and gave its range ‘00’ numbers. So now we have the 2008, 3008 and 5008, which to put it simply are SUVs of steadily increasing size. Both the current 3008 and 5008 are on their way out ahead of all-new versions as we detail below.
Even with electric cars, Peugeot has not abandoned its traditions – there are no bespoke EVs yet, simply electric versions of existing models. Currently they comprise the e-208, the e-2008 and the e-308. There is also one more EV, the e-Rifter – the only people-carrier currently offered by Peugeot is based on a van and can be had with five or seven seats.
Peugeot is not giving much away about potential future new product. Definitely arriving in 2024 is the all-new 3008, which is the sportiest-looking variant yet of the mid-sized SUV and being heavily pitched in electric form, though a hybrid version will also be available. An all-new e-5008 is also on the way – it will replace the current 5008 and be offered with five or seven seats, while plug-in and conventional hybrid versions are also said to be in the plans.
Peugeot is a mainstream brand and there are around 190 dealerships dotted about the UK, easily recognised by their deep blue exteriors.
What makes Peugeot different to the rest?
Peugeot has long been known for a combination of reliability, style and technology. The brand has won six European Car of the Year awards and has been a leader in adopting new technology – as an example the ‘i-cockpit’ became a standard fitment in Peugeot models for a good couple of years before digital driver displays were adopted across the mainstream car market.
While many might be less aware of Peugeot’s production of products other than cars, the perceived quality of those items among users does to a degree rub off on the car maker.
A Peugeot fact to impress your friends
Next time you are out for a meal at a really posh restaurant, try turning over the pepper mill – you might well find the Peugeot lion on it. More than two centuries on, the company is still making many of the items it was founded on. The current range includes coffee grinders, pie dishes, wine decanters and a whole host of other food-related items. And they are not cheap either, considered some of the best products in their market.
Summary
Today, many people simply regard Peugeot as just another brand in the very crowded car market. But this is a brand with one of the longest histories in the car industry, having produced many classic models in its time. Today that history continues with cars that are generally well regarded, both in terms of style and technology.
Described as an SUV by its manufacturer, the sixth-generation Subaru Outback is a high-riding estate car and capable off-roader that first arrived on UK roads in 2021.
As Parker’s Chris William’s comments, the Outback should appeal to a small audience “who demand space, a taller ride height, and a long list of safety and comfort features with some genuine off-road ability”, but the model has a number of drawbacks, starting with its driving dynamics.
Besides its family-friendly interior space, the Outback’s key strength is off-roading. As Greg Potts of Top Gear concludes, “the Subaru is a likeable Swiss Army knife and will shrug off anything thrown at it.” The Carwow team’s biggest issue is the estate’s “drony” gearbox.
That said, if you are not too interested in taking your family car off the beaten road, automotive outlets generally agree that there are more polished estate options that deserve your attention, like the Skoda Superb and and SEAT Leon.
As of August 2025, the Subaru Outback holds a New Car Expert Rating of D, with a score of 58%. It scores top marks for its excellent safety rating, but in every other category, its scores are poor to very poor.
Body style: Estate, all-wheel drive Engines:petrol Price:From £36,995 on-road
Launched: Spring 2021 Last updated: Spring 2023 Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The Subaru Outback doesn’t try to be anything it’s not so it focuses on practicality and off-road dynamics but won’t appeal to buyers who don’t prioritise these features.”
“The Subaru Outback is hugely comfortable, great off-road and built like a tank – it’s a shame it’s so outdated and so thirsty most people won’t even give it a second look.”
Model reviewed: 2.5-litre petrol automatic Score: 6 / 10 Our overall impression of the Subaru Outback is that it all feels a bit 1998. In many ways, that’s a compliment: it harks back to a pre-digital age, a time when big estate cars rode well, were simple to operate and sturdy of quality. But there are enough quirks that grate to make us think twice before wholeheartedly recommending. It’s a shame because as an estate car, the Outback is rather good. It’s spacious without being massive; relaxing to drive without losing engagement; tough without being agricultural; feature-packed without being complicated; stylish without being pompous.” Author: Tim Pollard Read review
Daily Mail
Model reviewed: 2.5-litre petrol automatic Field “The Subaru Outback is quite a change from most cars — but in a positive way. I love the rugged look and chunky exterior, which carries through to the solid leather-wrapped steering wheel. It’s a decent drive, accelerates smoothly, and is great at negotiating bumps. But 0 to 62mph acceleration is an uninspiring 10.2 seconds, up to a top speed of 120mph.” Read review
Honest John
Model reviewed: Range overview Score: 6 / 10 “Competent and comfortable rather than charismatic, the Subaru Outback is easy to drive but offers only modest entertainment on the road.” Read review
Parkers
Model reviewed: Range overview Score: 4 / 10 “There is a strong case for the Subaru Outback if you genuinely need to go off the beaten track on occasion. It’s a great car for families who are genuinely into activities where the Outback’s space and off-road capability are needed. However, those who will be spending all their time on-road are better served by more conventional options such as the Seat Leon and Skoda Superb. If you do need limited off-road ability and want something plush, Volvo V60 and V90 Cross Country are both worth a look.” Author: Chris Williams Read review
Top Gear
Score: 7 / 10 “The Subaru Outback is a likeable Swiss Army knife. Used to be a bit bland but it now stands out and will shrug off anything thrown at it.” Author: Greg Potts Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Clean Air Index: 5 / 10 Energy Efficiency Index: 2.1 / 10 Greenhouse Gas Index: 0.7 / 10
The rating above only applies to the 2.5-litre petrol model, which is currently the only engine option offered across the Outback trim range in the UK. There are no other engine/gearbox combinations available.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of August 2025, we don’t have enough reliability data on the latest Subaru Outback to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Outback, we’ll publish the results here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
33 mpg
D
CO₂ output
Average
Score
Variation
Score
Petrol models
193 g/km
D
Insurance group
Average
Score
Variation
Score
All models
31
C
Service and maintenance
Cost
Score
Year 1
£214
C
Year 2
£564
C
Year 3
£965
C
Year 4
£1,161
C
Year 5
£1,578
C
Overall
£4,482
C
The Subaru Outback is a relatively expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Providing a fuel consumption average of 33mpg, the petrol-powered Outback has more expensive fuel costs than other mid-size crossover options, and its insurance bracket is fairly average when compared to the car market as a whole.
That said, its servicing and maintenance costs over the course of the first five years of ownership are cheaper than the average car, and should be fairly affordable.
Warranty rating
New car warranty information for the Subaru Outback
Overall rating
E
17%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Subaru’s new car warranty is pretty much the bare minimum offered in the UK, with a duration of three years and a limit of 60,000 miles. Other rivals in the price bracket do better (and in some cases, much better).
If you are purchasing a ‘Subaru Proved’ used Outback from an official Subaru dealership, you will get a minimum one-year/20,000-mile warranty included. If you are buying a used Outback from an independent dealership, any warranty offered will vary and will probably be managed by a third-party warranty company. If you are buying a used Outback from a private seller, there are no warranty protections beyond anything that may be left on the original new car warranty.
If you’re looking to buy a used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Similar cars
If you’re looking at the Subaru Outback, you might also be interested in these alternatives.
SEAT has revised the engine line-up for its Leon hatchback and estate range, which has also been given a larger infotainment screen as standard.
Rivalled by the BMW 1 Series, Ford Focus and Volkswagen Golf, the Leon is still available with petrol, diesel, petrol mild-hybrid and plug-in hybrid engine options, but SEAT says it has now dropped the family car’s entry-level 1.0-litre petrol engine.
The lead-in option is now a new 115hp 1.5-litre petrol – 5hp more than the previous entry-level choice – which is paired with a 6-speed manual transmission. The same engine is also available with 48V of mild-hybrid power with an output of 115hp or 150hp. These options are instead mated to a seven-speed automatic gearbox.
The range also includes a 2.0-litre diesel, and a new range-topping 204hp plug-in hybrid, which combines the 150hp 1.5-litre petrol engine with a 115PS (85kW) electric motor to deliver an electric-only range of around 62 miles.
Inside, the infotainment screen included as standard is now ten inches in diameter, up from eight inches, and sits above illuminated slider controls for the climate control. The hatchback and estate range can now be specced with more advanced matrix LED headlamps as an optional extra too.
The SEAT Leon currently holds a New Car Expert Rating of A, with a score of 72%. It scores top marks for its low average CO2 emissions (helped by the plug-in hybrid models), while its safety rating and running costs are also good. The only downside is that reliability has been sub-par.
Vauxhall has unveiled a new family-sized SUV – the Frontera – which will launch in the UK with both hybrid and electric powertrain options.
Based on the same foundations as the compact Citroën ë-C3 crossover, this brand-new family car revives the ‘Frontera’ moniker formerly used by chunky Vauxhall SUVs in the 1990s and early 2000s, and will sit between the smaller Mokka and larger Grandland in Vauxhall’s current SUV range.
The new Frontera has similar exterior looks to the updated Mokka – including the brand’s ‘Vizor’ front end design – and will launch with a five-seat interior configuration. At just under 4.4 metres long (23 centimetres longer than the Mokka), Vauxhall says it will also offer seven-seat versions in the future.
Three different trim levels will be offered – the ‘Design’, ‘GS’ and ‘Ultimate’. Inside, the car comes with a 10-inch digital instrument cluster behind the steering wheel and a 10-inch infotainment screen with wireless smartphone connectivity.
There are two USB ports in the front and a further two in the back, the seats can be trimmed in a sustainable recycled upholstery, and there is 450 litres of luggage space in the boot – 100 litres more than the Mokka.
Also in the options list are roof rails and a roof tent and ladder specifically designed for the Frontera, Vauxhall adding that the SUV’s roof can hold up to 240kg of weight.
Three powertrains will be offered, starting with the 100hp 1.2-litre turbocharged petrol engine and 28hp electric motor hybrid pairing. A slightly more powerful 136hp 1.2-litre hybrid will also be offered. The most expensive will be the 113hp Frontera Electric, which can reportedly muster up to 186 miles on a single charge. Vauxhall adds that there will also be a ‘long range’ version which has a maximum battery range of 248 miles.
That sums up what we know about the new Vauxhall Frontera range so far. More details, including UK pricing and official launch date, will be announced in the coming months.
Volkswagen has unveiled its new California camper van range, which features new on-board tech additions, more trims and interior layouts, and a plug-in hybrid powertrain.
Sitting between the smaller Caddy California and the larger Grand California in Volkswagen’s camper line-up, the new California is based on the extended ‘T7’ Multivan. All models come with a pop-up roof and sliding doors on both sides of the vehicle, as well as ambient interior lighting that can all be switched off at the same time by double tapping on one of the several light switches.
The range includes five different variants. The first is the ‘Beach’ model, which Volkswagen describes as “a Multivan with a manual pop-up roof”. Like the Multivan, this version comes with a six-seat layout and space for two people to sleep under the pop-up roof, which is opened and closed manually with a new “easy-to-operate” mechanism.
The ‘Beach Tour’ adds front seats that can swivel 180 degrees, sliding windows for the rear sliding doors, a folding table and removes one seat to add two additional sleeping spaces on a fold-out mattress. Alternatively, the five-seat ‘Beach Camper’ swaps the mattress for a compact mini-kitchen with a single-ring gas cooker, cutlery drawer and additional storage space.
The California ‘Coast’ is a four-seat configuration with a larger kitchen unit on the left hand side of the rear cabin, including cabinet storage, a sink and a single-ring gas cooker. The model also comes with an “extremely stable” fold-out bed which rests on one of the rear seats when it is folded.
Last but not least, the range-topping ‘Ocean’ grade has the same layout as the ‘Coast’, but is trimmed in seat fabrics made of recycled materials and adds heating for the front seats, automatic air conditioning, a roof stowage box and background lighting for the kitchen unit.
Volkswagen has also made the fresh water tank available with ‘Coast’ and ‘Ocean’ models five litres larger (now 28 litres), and both versions have an exterior folding table and an additional socket with shore power on the outside for an electric hob. An optional awning will also be available for the left or right side to shield against rain or too much sun.
The new camper also comes with a five-inch in the rear cabin that displays the van’s systems – such as fresh and waste water levels and the charge of the auxiliary battery – and can be used to control the pop-up roof and ambient lighting.
Three different engine options are available, regardless of interior trim and configuration. First up is a 150hp turbocharged diesel engine, followed by a 204hp turbocharged petrol option. The most expensive will be the top spec 245hp plug-in hybrid powertrain, or ‘eHybrid’, which is four-wheel drive and can travel on electric-only power for a limited number of miles.
The new California will become available to order this June, with eleven single-tone and three two-tone exterior colour schemes available. Volkswagen is yet to confirm UK pricing for the camper range, but this is sure to follow in the coming weeks.
As we’ve described in our guides, the idea of a car subscription is very simple. Instead of buying a car, you choose to pay for a car a little like Netflix; month to month and cancel anytime (subject to conditions).
Car subscriptions can last from one month to several years. There’s usually a small deposit to sign up, and you can end the contract or swap the car when you feel like it (subject to conditions).
All the running costs are often included in the monthly payment. You can change cars to suit your needs and change brands as you feel. We’ve often said that it’s a good way to try out an electric car without a commitment. Van subscriptions are also offered.
Here at The Car Expert, we have commercial partnerships with several of the UK’s top car subscription providers. As well as our partners, there are several other subscription providers as well. Some have a few hundred subscribers, some over a thousand. In addition to subscriptions, some also provide traditional rental (hires as short as a week) and leasing agreements (large advance payment, agreement fixed for several years).
Insurance may be included or optional. Some offer subscriptions which start from one month but they all say that the average length of time somebody has a vehicle is longer, sometimes over 12 months.
Depending on the provider, subscribers can choose to have a one month rolling contract or commit to longer periods. All our partners say that the majority of their subscribers are private individuals rather than companies. The cars supplied are either new or up to three years old (sometimes older in the case of prestige cars).
What about the car makers themselves? Depending on the country, manufacturers have blown hot and cold on the idea. For example, in the US, Mercedes-Benz closed its service because customers tired of the novelty of swapping cars (and all their stuff from one to the other). But this scenario was more about having a convertible for the summer, an estate for the holidays. The usual reason people like subscriptions is because they want an easy short-term, no commitment set of wheels.
Car subscriptions are more popular in mainland Europe than the UK. For example, in Germany, Volkswagen offers ID.3 and ID.4 subscriptions, but not here.
“There are 20 or 30 subscription companies in Germany today,” says Drive Fuze chairman, Nick Rothwell. “The biggest difference is usership versus ownership. Most people don’t own their property and rent. We tend to own our property in this country. And there’s less of a leasing market – subscriptions have a significant opportunity.”
In the UK only a few manufacturers offer car subscriptions. Volvo, Jaguar Land Rover and Genesis have been long-term players (although currently Land Rover and Range Rover choice outnumber available Jaguars).
Looking at less luxurious brands, Mocean is Hyundai’s subscription service (currently with a limited offer) and Cupra is a recent entrant, as are Renault and Nissan.
In 2021 Renault Group acquired Bipi, a multi-brand car subscription platform for used vehicles, which operates in Spain, France, Italy and now the UK. Subscription Renaults come through Bipi.
Over the last few years there have been new car subscription providers enter the arena and some departures. Overall, The Car Expert’s partners predict a growing market. We asked them for their thoughts on the current issues.
How is the car subscription market doing?
“We doubled all of our numbers last year and we’re seeing vehicle volumes grow and better availability coming back into the market, but there’s oversupply of EVs, a disconnect between demand for EV’s and the supply. And that’s a market wide issue.” Toby Kernon, chief executive officer.
“The market is quite stable, cars are coming through but they seem to be back towards ICE models and the enquiries regarding EVs have dropped.” Rhys Adams, company director.
“In terms of people visiting our website, enquiries and the level of interest from customers is increasing month on month. To me this is the first sign that more people are becoming aware of what a subscription is, which is a positive trend.” Duncan Chumley, chief executive officer.
How’s the future shaping up?
“All the independent research talks about this being a significant channel. Another channel for various distribution models to work their way into the marketplace.” Nick Rothwell, company chairman.
“Subscription offers people a flexible model that they understand, because as consumers we are becoming very used to using subscription models in all other parts of our daily life. We think there’s a big future for subscriptions and there’s a lot of industry research out there which suggests the same.”
“I don’t see subscription replacing everything within the marketplace. I just see it enhancing what’s available to give the consumer a choice. I believe this is right for a lot of people, where their lifestyles are maybe changing and don’t want a financial commitment for three or four years at this point in their lives.”
What should we think about high profile failures such as Cazoo subscriptions, and the electric-only Onto and Elmo?
“With the EV providers there was the price war caused by Tesla and the heavy reduction in EV values. But they were also giving free charging and electricity prices went through the roof. It seemed a perfect storm of problems that challenged their business model.”
“As a bank, I wouldn’t want to have concentration of risk and if I’m a subscription company, I don’t want to put all my eggs in one basket. So if I went into hybrids in isolation, or another powertrain in isolation, I’m restricting my target audience.”
“In my view, you never really saw Cazoo promote their subscription business. It was all about their online used car platform and I think subscription was just an additional add-on service.”
Why do we not yet see very many subscription services run by carmakers?
“Manufacturer subscriptions are very important and we watch these closely, as everyone is aware many have dipped their toes in the water. But even a certain Swedish car manufacturer has pushed the subscription model behind other forms of finance for one reason or another.”
“There are other challenges in the automotive industry at the moment and often at a strategic level they need to take precedent over innovation. The OEMs who are offering subscriptions are doing well and see it as a way to have the customer for longer over the lifecycle of the vehicle and subscription also has the potential to attract a new type of customer.”
“I think the challenge that a manufacturer has is how they manage it. They obviously want to provide additional services to clients, but their main aim is to sell new cars. I think it’s how they would manage a large fleet of cars in-life and the logistics and infrastructure behind that. This is why we are working with manufacturers in order that we can provide the infrastructure to be able a subscription offer to their customers.”
How do you find the general awareness of car subscriptions?
“Our consumer research found that for those who have heard of car subscriptions, they were still unclear on what exactly it meant and how it’s different. There’s still quite a lot of confusion about the different ways that people can finance their cars, even with established models like PCP and HP, where we’re still finding that consumers are confused, we’re trying to educate consumers however we can.”
“I don’t think this is a Netflix product per se. But I think that the awareness that you can use rather than buy is very important and that’s an increasing consumer trend.”
“Awareness of Car Subscriptions is still very low, but we’re working hard to try and raise awareness of these in the press and advertising. We’re currently running a campaign called “Subscribe to your next car?” with a QR code and the Cocoon logo.”
“I think it’s still quite niche in terms of awareness but growing, and people are looking at it as an option. We’re trying to educate the consumer that we have all these different options now available. So, if they feel subscription isn’t quite right for them then we do offer leasing and if they want really short term, we offer rental.”
Any there any trends regarding electric car subscriptions?
“There’s a massive debate and two polarised views. One is that there’s a conspiracy theory and the other one is, ‘you’ve just got to take it up because it’s coming’. But my view is very simply from customer feedback on our electric vehicles. When we put them on our site, they go out reasonably quickly.”
“I’ve been driving electric cars for the last two years and I love it. We have seen a steady increase in demand for EV’s on subscription, however there is still customer confusion in the EV arena and there’s been a lot of negative press, maybe unfairly in some cases around electric cars. That obviously impacts what consumers want to take.”
What’s your position on whether to include insurance or not?
“When you look at the price increases that went through the insurance market, people suddenly said ‘I can’t afford my insurance’ – it came as a shock. Most people don’t budget in their head for a surprise. So, it’s about reassurance. It’s about the ability for them to budget with confidence that there are no surprises coming.”
“It’s something for consumers and for suppliers to decide. We have always focused on having an embedded product sitting in the customer journey to give a bespoke price per location per vehicle, per their driving history. And we’ve partnered with Admiral Group to have their pricing sitting within that journey.”
“Our customers don’t want the all-inclusive insurance option, which is why they use us over other companies. They say that policies can be quite restrictive or complicated when it comes to claim.”
“We prefer giving the customer the choice and continue to work with a number of insurance providers to provide both options. We’ve been slightly different. We offer a lease contract rather than a rental contract, which is regulated [by the FCA], which allows the customer to use their own insurance policy if they wish and continue to benefit from their No Claims Discount.”
The Peugeot E-208 is a fully-electric version of the regular Peugeot 208 supermini hatchback. It was launched alongside the petrol and diesel versions in late 2019, with the first cars hitting UK roads in early 2020.
The 208 family shares most of its components with the Vauxhall Corsa, so the E-208 runs the same electric motor and battery as the Corsa Electric.
The Peugeot E-208 received very positive reviews from most of the UK motoring media when it was launched, although these have tempered over the last six years. As with the regular 208, there has been considerable praise for its design and interior quality, and less enthusiasm for its driving dynamics.
A facelifted version of the Peugeot 208 range, including the E-208, arrived in the UK in late 2023. This consisted of lightly revised styling and some interior technology upgrades, as well as range and charging improvements.
As of September 2025, the Peugeot E-208 holds a New Car Expert Rating of A, with a score of 70%. It scores top marks for its very low running costs and zero tailpipe emissions. However, its safety score is only average, with average grades also achieved for its media reviews and Peugeot’s new EV warranty offering.
Body style: Small five-door hatch Engines: electric, battery-powered Price: From £30,150 on-road
Launched: Winter 2019 Last updated: Winter 2023/24 Next update due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“Cosmetic upgrades and a new 51kWh battery have given the Peugeot E-208 fresh appeal, but the small EV market has moved faster than this car’s development. It’s sound enough to drive, has a funky (if cramped) cabin, and the extra range will be handy for anyone who regularly drives out of town. But it’s tough to overlook pricing that seems to start where several capable rivals top out.”
“The Peugeot e-208 looks just as fantastic inside and out as petrol and diesel 208s and is good fun to drive. It’s pricey in comparison, though, and still tight in the back.”
Model reviewed: e-208 Allure “The Peugeot e-208 is a fantastic supermini, offering style and a fun driving experience in equal measure. With its 217-mile range and well-mannered motorway character, it’s genuinely capable of being used on longer journeys. Its size means it’s not the most practical car in the world, but if you’re looking for a car in this segment, the e-208 should be high on your shopping list.” Read review
Auto Trader
Model reviewed: 2023 facelift range Score: 8 / 10 “Peugeot updates the e-208 and makes an already excellent small electric car a little better.” Read review
Business Car
Score: 7 / 10 “The Peugeot e-208 comes with a strident battery, which is located evenly under the floor rather than behind the rear seats to help achieve a balanced weight distribution and ensure interior space isn’t compromised.” Read review
Car
Score: 8 / 10 “It’s all so serene. The pillow-soft ride on 16-inch wheels intensifies this feeling of wellbeing, and there’s plenty of grip in corners, but the steering feels a little too light and at times inconsistently weighted as you push through a turn.” Read review
Score: 8 / 10 “With its compact package, peppy take-off from traffic lights and zero-emissions capability, the Peugeot e-208 should feel is at home in the city. But with its comfy, civilised air at motorway speeds and 200-odd miles of range, it won’t be stuck there.” Read review
Car Keys
Score: 8 / 10 “The e-208 is not perfect, but it’s a superb first effort for Peugeot’s first true EV, with an impressive powertrain and glamourous looks helping to cement its place as one of the more appealing electric cars available.” Read review
Carbuyer
Model reviewed: Score: 8 / 10 “The Peugeot e-208 is a mainstream electric car that offers 211 miles of range while looking just as stylish as the conventionally powered 208 models.” (Andy Goodwin) Read review
Company Car Today
Model reviewed: e-208 GT Score: 8.1 / 10 “Peugeot’s first in a new generation of EVs is a great start for the next wave of tech; smart, practical, efficient and with limited drawbacks, apart from price.” Read review
Daily Mail
“The Peugeot e-208 is a little electric pocket rocket, very nippy and would be perfect for commuting.” Read review
Discover EV
Model reviewed: GT Score: 7 / 10 “The Peugeot e-208 looks just as stylish inside and out as its conventional powered siblings, and is good fun to drive but its niggling frustrations put it on a par with its very close cousin – the Corsa-e.” Read review
Driving Electric
Model reviewed: Range overview Score: 7 / 10 “The electric Peugeot 208 is a smart, grown-up package that’s fun to drive and has both a useful range and rapid-charging capability.” Read review
Eurekar
Model reviewed: Allure “The Peugeot e-208 looks good, drives like a warm hatch and feels as well built as cars with posher badges and bigger bottom lines.” Read review
Fleetworld
“The Peugeot e-208 feels torquey and quick off the mark and can be charged from zero to 80% capacity in just eight hours.” Read review
Green Car Guide
Model reviewed: Allure Score: 10 / 10 “The Peugeot e-208 looks great on the outside, it has a stylish interior, it’s excellent to drive, and it has zero tailpipe emissions. What’s not to like?” Read review
Heycar
Model reviewed: 2024 facelift range Score: 7 / 10 “The Peugeot e-208 is like a terraced house that has been decked out with a high-speed data connection, ground pump heating system and smart electronics: it looks like everything else on the street, but it’s actually a bit different beneath the skin.” Author: Phil Hall Read review
Honest John
Score: 8 / 10 “Easy to drive, smartly styled and capable of covering over 200 miles on a single charge, the Peugeot e-208 is an impressive and likeable EV.” Read review
The Independent
Model reviewed: Range overview Score: 7 / 10 “The Peugeot e-208 compact electric hatchback looks sharp and offers a longer range after a recent update. A strong all-rounder that’s been around since 2019 but is still competitive in its class.” Author: Leo Wilkinson Read review
The Sunday Times
“With its nippy performance, snappy charging and sharp design, Peugeot’s charming electric supermini could soon become top dog in the compact EV market.” Read review
The Telegraph
Score: 10 / 10 “The Peugeot e-208 is one of my favourite all-time cars. Comfy, cute, practical and affordable, it’s everything it needs to be and nothing more. That authenticity is a rare quality in a market all too easily swayed by pretense.” Read review
Top Gear
Score: 7 / 10 “The Peugeot e-208’s combination of range, easy personality, value and surprising desirability make it a strong contender.” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The Peugeot E-208 shares its safety rating with the petrol-powered Peugeot 208, which was tested in late 2019. (This is not always the case with electric versions of petrol cars, as there are often significant differences that affect the test results).
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of January 2025, the Peugeot E-208 has not been lab tested by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the E-208 is likely to score very highly in Green NCAP testing if and when it ever takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
236 miles
B
Electrical efficiency
Average
Score
Variation
Score
EV models
4.6 m/KWh
A
Insurance group
Average
Score
Variation
Score
All models
29
C
Service and maintenance
Cost
Score
Year 1
£121
A
Year 2
£305
A
Year 3
£470
A
Year 4
£634
A
Year 5
£872
A
Overall
£2,402
A
Running costs for the Peugeot E-208 are excellent, according to whole-life cost data provided exclusively to The Car Expert by our technical partner, Clear Vehicle Data.
Electrical efficiency (the equivalent of miles per gallon for a petrol or diesel car) is very good, which means that overall driving range (model range average of 236 miles) is good despite a relatively small battery.
Scheduled servicing costs for the first five years are excellent, although insurance premiums are probably not going to be as good based on a middling group rating.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of September 2025, we don’t have enough reliability data on the Peugeot E-208 to generate a rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the E-208, we’ll publish the score here.
Warranty rating
New car warranty information for the Peugeot E-208
Overall rating
C
56%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Peugeot’s new car warranty is pretty much the bare minimum offered in the UK, with a duration of three years and a limit of 60,000 miles. Other rivals in the price bracket do better (and in some cases, much better).
In addition to the standard new car warranty, the E-208 has an eight-year/100,000-mile warranty for the battery components.
Warranty on a used Peugeot E-208
If you are purchasing an ‘Approved Used’ E-208 from an official Peugeot dealership, you will get a minimum six-month warranty included.
If you are buying a used E-208 from an independent dealership, any warranty offered will vary and will probably be managed by a third-party warranty company.
If you are buying a used E-208 from a private seller, there are no warranty protections beyond any remaining portion of the original new car warranty.
If you’re looking to buy a used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Date: January 2023 Recall number: R/2023/009 Model types: E-208 Build dates: 07/2022 to 12/2022 Number of vehicles affected: 1,610 Defect: There is an error in the software calibration of the traction battery control unit, which could result in a loss of propulsion when driving. Remedy: Update the software of the traction battery control unit.
Date: January 2022 Recall number: R/2022/012 Model types: E-208 Build dates: 07/2019 to 09/2020 Number of vehicles affected: 1,100 Defect: There is a possibility that the open circuit detection system could be over-sensitive, causing a number of operational issues, including sudden power loss. Remedy: Download the latest software configuration, check some electronic units and replace them if necessary.
Date: March 2020 Recall number: R/2020/097 Model types: All Build dates: 10/2019 to 12/2019 Number of vehicles affected: 137 Defect: The rear lower shock absorber mounting bolt might not be tightened to the correct torque setting. Remedy: The campaign requires the bolt to be loosened and re-torqued to the correct setting.
As of September 2024 (our most recent data point), there have been three DVSA vehicle safety recalls on the Peugeot E-208 to address different issues.
Not all vehicles are affected by recalls. You can check to see if your car is included in any of the above recalls by visiting the DVLA website or contacting your local Peugeot dealer.
If your car is affected by a recall, the vehicle must be repaired and you should not be charged for any work required. If you are buying a used Peugeot E-208, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
The Peugeot E-208 shares its electric motor and battery pack, as well as most of its other key components, with the Vauxhall Corsa Electric and Citroën ë-C3.
If you’re looking to buy a new or used Peugeot E-208, The Car Expert’s partners can help you find the right car
Search less, live more. We make finding the right car simple. Find out more
Find your next new or used car with Auto Trader. Find out more
Find your next new or used car with Carwow. Find out more
Lease a Peugeot E-208
If you’re looking to lease a new Peugeot E-208, The Car Expert’s partners can help you find a competitive deal
Personal contract hire deals from Carparison Leasing. Find out more
Personal contract hire deals from Leasing.com. Find out more
Personal contract hire deals from Carwow. Find out more
Subscribe to a Peugeot E-208
Subscriptions are becoming a very popular way for consumers to try an electric car for a few weeks or months to help decide whether it’s a suitable alternative to a petrol car. If you’re interested in a car subscription, The Car Expert’s partners can help. (PS: What’s a car subscription?)
Over the last 20 years, the profile of Korean car manufacturer Hyundai has steadily risen to prominence. That has only accelerated in recent years, as a result of the company placed a lot of early emphasis on offering electric vehicles (EVs). Today, Hyundai is an established name on any motor retail park.
What the average car buyer might not realise, however, is just how big Hyundai is. Many buyers now seeking a new car are drawn to a choice between Hyundai or Kia – both are Korean brands with very strong reputations but Kia’s growth is thanks to Hyundai buying its almost bankrupt rival in 1997 and developing it since as a sister company.
Hyundai is now the third-largest automotive manufacturer in the world, beaten only by Toyota and Volkswagen, but the story goes a lot bigger than that – the car maker is a mere part of an enormous conglomerate called Hyundai Heavy Industries, which among other things is the world’s largest shipbuilder.
In terms of car manufacturers Hyundai is quite young. The Hyundai Engineering and Construction Company was founded in 1947, but the Hyundai Motor Company did not follow for another 20 years. Its first car was called the Cortina, thanks to a deal struck with Ford.
By the mid-1970s, Hyundai had decided to develop its own models and turned to the UK, snapping up key British automotive professionals including the former managing director of Austin Morris.
The first bespoke Hyundai was a small car called the Pony, with a Mitsubishi engine and styling by famous Italian designer Giorgio Giugiaro – the same man who designed the original Volkswagen Golf. In 1982, the Pony led Hyundai’s entry into the UK car market. The Stellar, based loosely on the Ford Cortina, followed in 1984.
As Hyundai steadily grew, its model range it also expanded around the world, with the company making its one millionth car in 1985. Further core models included the Excel and then in 1988 the Sonata, the first car to be built with technology developed in-house rather than bought in from other manufacturers. Meanwhile the 1996-launched Coupe found many fans in the UK.
As the new millennium dawned, Hyundai took over its almost bankrupt Korean rival, Kia, and began a major overhaul of its image in a bid to establish itself as a world-class brand. Big investment was poured into the design and development of new models and technology, with cars sold on the US market even including 100,000-mile warranties. This resulted in both Hyundai’s and Kia’s image being transformed from budget buys to mainstream car brands.
The next step in Hyundai’s relentless march towards market leadership took place in the 2010s, with the company focusing on improving the handling of its vehicles and declaring that it wanted to “become a technical leader in ride and handling”. It hired the head of engineering at BMW’s M performance division. Another former BMW man had been leading Hyundai’s German design centre for almost a decade, having previously styled the fourth-generation BMW 3 Series and the 6 Series.
There was significant investment in technology too, which has continued to today. As well as being an early adopter of EVs, Hyundai became the first brand to mass-produce a hydrogen-powered vehicle, the ix35 Fuel Cell launched in 2014. The technology remains under development, although has taken a back seat to battery EV development.
The only potential chink in the ongoing Hyundai success story came with the launch of Genesis, an upmarket sub-brand, in 2015. Soon spun off into a separate company, Genesis did not quite set the world alight as its creators intended and was brought back under direct Hyundai control in 2023, although it still sells cars under its own name.
Hyundai has continued to grow – it sold its millionth car in the UK in 2015, and in 2021 global profits jumped by a remarkable 187%. Another 60% rise in 2023 saw record profits of $9.7 billion and today the company is rated as one of the 100 most valuable brands in the world.
What models does Hyundai have and what else is coming?
Like sister brand Kia, Hyundai offers two distinct ranges of combustion-engined and electric cars. In the former, the company has had particular success with its SUVs, today boasting a three-strong core line-up going up in size from the Kona through the Tucson to the seven-seat Santa Fe. A facelifted Tucson and an all-new Santa Fe with a plug-in hybrid powertrain are going on sale in 2024.
There is also a core ‘i’ range of traditional cars, the smallest being the i10 city car which sits alongside the i20 supermini and the i30 family car – competing against the likes of the Ford Focus and Vauxhall Astra. Both the i20 and i30 are also offered as ‘N’ performance models, while the i20 is also available in crossover form as the Bayon.
The current Kona was designed first as an electric car, the petrol version pitched as an alternative, but Hyundai’s main electric range goes under the name of Ioniq, the first model appearing in 2016. Currently there are two options – the Ioniq 5 was launched to great acclaim in 2021, and it has a larger four-door saloon sister, the Ioniq 6. There is also an N variant of the Ioniq 5.
Also coming is the Ioniq 7, a relative and rival, to the Kia EV9 large seven-seat electric SUV, though Hyundai would probably prefer buyers to be choosing its Ioniq 7 over the likes of the BMW iX.
Hyundai’s continual growth has resulted in the brand now having a significant presence on the UK market – there are currently around 165 showrooms in the UK with plans to add more.
These showrooms are almost entirely traditional outlets but Hyundai is one of the brands that has tried to redefine the way it sells its cars – it opened a ‘Store’ in the Bluewater shopping centre in Kent in 2014 which it dubbed the “world’s first digital automotive retail experience.” However a traditional dealer group took over the centre in 2019.
What makes Hyundai different to the rest?
In many ways Hyundai’s growth has mirrored that of Kia, its cars solidly built, attractive and reliable with long warranties – though Kia’s seven years outdoes the five of its sister brand. Under the skin the two makers use effectively the same hardware, though Hyundai cars are generally more conservatively styled than those of Kia.
With so many of its cars now on the road, and the vast majority of their owners being very happy with their buys, Hyundai enjoys a reputation that many much longer-established European manufacturers envy.
A Hyundai fact to impress your friends
You might think the Hyundai logo is simply an H for ‘Hyundai’ in an oval. In fact it is styled to represent two people shaking hands – a dealer and a satisfied customer. The oval represents the brand’s global presence.
The word Hyundai (pronounced ‘Hyun-day’ rather than ‘High-un-Die’) means ‘modern’ in Korean.
Summary
Hyundai is an automotive success story. Huge investment in technology and quality, combined with snapping up the very best of the industry’s design and engineering talent in Europe, has elevated Hyundai to direct competition with the best-known European and Japanese manufacturers, with most of them left in the Korean brand’s wake.
Renault has announced that its new Rafale hybrid is now on sale, which the brand says has been designed to offer “optimal driving pleasure”.
Slightly larger than the Renault Arkana coupé-SUV and the recently-launched Austral SUV – which are also offered as hybrids – the Rafale is set to join a very competitive medium crossover class, rivalling the likes of the Citroën C5 X and Peugeot 408.
Built on the same foundations as the popular Nissan Qashqai, this new Renault is said to usher in a new era of exterior design for the French manufacturer, giving us an idea of what the brand’s future models might look like.
The car’s muscular design features a new-look grille with a diamond pattern that forms blue chevrons, framing the Renault branding in the centre. Chunky bumper cladding features front to back, sitting above 20-inch alloy wheels. The car sports a sloping rear roofline that Renault says does not impede rear headroom, and has no need for rear wipers.
Compared with the Austral, the Rafale has slightly wider tracks and some extra suspension and anti-roll bar upgrades, which Renault is hoping will give the model more appeal as a driver’s car.
Stepping inside, the Rafale comes with a 12-inch portrait-oriented infotainment screen with a graphics upgrade, a nine-inch head-up display that projects driving information on the windscreen, the square steering wheel that also features in the Mégane E-Tech and Austral, and a “high-tech” rear armrest with two foldout screen stands for smartphones and tablets.
The SUV’s headline interior feature can be found above – a large panoramic glass roof that the brand calls the ‘Solarbay’. It is designed to provide protection from the sun by darkening automatically, or manually by use of four different light settings. Renault asserts that only luxury car manufacturers have offered this technology so far, and says it will be the first mainstream marque to do so.
The seats are trimmed in Alcantara leather – which is reportedly 61% recycled. Ambient lighting features across the cabin, including the seats, which Renault says light up and flash in sync with a beating human heart.
Available to order in the new year, the Rafale will be powered by the same front-wheel drive ‘E-Tech’ 1.2-litre petrol engine and electric motor setup as the new Austral, providing 200hp and up to a reported 683 miles of travel on a full tank.
A four-wheel drive 300hp version is also in the works and scheduled to arrive later in 2024, which will reportedly be a plug-in hybrid model with a much larger battery. This model will also come with a chassis upgrade, offering more comfort in high-speed corners.
Like other model’s in Renault’s current line-up, the range is topped by a ‘esprit Alpine’ trim, which adds a unique stitching pattern to the seats. We are sure to learn more about the Rafale’s trims and UK pricing in the coming months. Currently in its last phase of testing, the coupé-SUV will be manufactured in Spain.
The Rafale is now available to order in the UK with pricing starting at just over £38k. The first customer deliveries are scheduled to arrive in July.
You’re never going to mistake a Jeep Wrangler for anything else. Along with the Porsche 911, it’s probably one of the most recognisable shapes in the car market. In a sea of almost-identical family SUVs, the Wrangler stands out like a beacon. There have been some subtle updates for 2024, but you’ll struggle to spot most of the differences.
Those Tonka-toy looks are matched by the Wrangler’s very essence – this is a tough, capable, no-nonsense vehicle rather than a soft family wagon that’s been dressed up to look like a 4×4. That’s both good and bad, depending on your needs…
What is it?
The Jeep Wrangler is a large-ish, five-seat, petrol 4×4. We say large-ish because the fat wheel arch flares, bulky bumpers, side steps and tailgate-mounted spare wheel all add extra bulk without increasing interior space, so it’s not as roomy inside as you might expect if you’re just looking at the dimensions on a specification sheet.
There’s only engine, one gearbox and two trim levels. That certainly keeps things straightforward. As befits its hardcore nature, there are manual controls to adjust the 4×4 system for your off-roading needs, whereas most soft-roader SUVs let the on-board computers sort it out rather than allowing the driver to meddle with the settings.
Who is this car aimed at?
Wrangler customers tend to buy into the car’s off-road abilities and reputation. There’s a huge aftermarket industry dedicated to making your Wrangler even more extreme as a rock-climbing, river-crossing, desert-smashing adventure vehicle.
If you like the idea of a 4×4 where you can remove the roof, rear windows and doors, the Wrangler will let you do that. If you love being able to manually engage and disconnect the centre differential, and shift between two-wheel drive and four-wheel drive, the Wrangler can do that. If you want a car that can take you anywhere, the Wrangler can probably get you more places than almost any other new car.
If you prefer camping and hiking holidays to five-star resorts, the Wrangler’s probably your kind of car.
Who won’t like it?
All that off-roading adventure capability comes at a cost. If you want a smooth, quiet, comfortable family car that’s never going to go further off-road than a gravel lane, this is almost certainly not the car for you. There are many better options available for the money.
First impressions
From the moment you approach the Jeep Wrangler, you know you’re in for a different experience to other, run-of-the-mill SUVs. The classic Jeep styling, honed over 80-odd years since the original Willys Jeep (short for general purpose) army vehicles of the second world war, promises adventure. If you’re a dedicated Wrangler enthusiast, you may notice that the famous seven-bar grille has been subtly revised for 2024, although most people would need to see it side-by-side with the 2018-2023 version to tell the difference.
Step inside and that feeling continues. The cabin is squared off and utilitarian, rather than soft and luxurious. New for 2024 is a big touchscreen in the centre of the dash, which is a big improvement on earlier models and pulls the Wrangler into the modern era – but not too much.
What do you get for your money?
Jeep keeps your choices simple with the Wrangler. There’s only one engine and gearbox (a 2.0-litre petrol engine driving all four wheels through an eight-speed automatic), and a choice of two trim levels. We’re reviewing the ‘Sahara’ spec here, which is slighhtly more on-road oriented, while the ‘Rubicon’ is a bit more extreme. The Sahara starts at just over £61K, while the Rubicon is £2K dearer.
Sahara gives you 18-inch alloy wheels with more road-focused tyres, and colour coding for the wheel arch flares and three-piece removable hard top. Rubicon has smaller 17-inch wheels with hardcore off-road tyres, while the flares and roof sections are black. Off-roading enthusiasts should also note that the Rubicon also allows you to disconnect the sway bars in the suspension for better off-road articulation.
Inside, the trim levels are pretty similar. They both have part-leather seats, with the Rubicon getting softer Nappa leather. The front seats are electrically adjustable and heated, while rest of the specification is much as you’d expect for a £60K-ish SUV. The new-for-2024 widescreen central touchscreen is decent, although most owners will tend to mainly use it as a display for Apple CarPlay or Android Auto.
There have been some badly-needed safety updates as well. We’ll come to this later, as you’ll want to read about that before heading down to your local Jeep dealer to place an order.
The simple pricing and trim structure makes more sense when you consider that more Wrangler owners will modify their vehicles than pretty much any other new car on the market. Usually, that consists of more hardcore off-roading equipment – raised suspension, winch, tow bar, roof racks, spotlights and so on. So what you get from the factory is really just a starting point.
We like: Simple trim and specification structure, leaving most customisation to aftermarket suppliers We don’t like: Safety still lags behind almost every other SUV around
What’s the Jeep Wrangler like inside?
Despite the £60K price tag, the Wrangler’s cabin has a distinctly utilitarian feel. That’s deliberate, of course, and it still has most of the creature comforts you’d expect to see for the money. But everything has a hard, flat, squared-off look and feel that’s a world away from the rounded, soft interiors you get in other cars.
You step up quite high to climb aboard the Wrangler. The driving position is comfortable enough and the visibility is quite good, helped by the very upright windscreen (which can be folded down or removed). But your head is quite close to the railing over the door – on all the off-roading sections we did on our trip, I bumped my head against it several times as both a driver and passenger. For those rock-and-rolling occasions, there are plenty of grab handles for passengers to hang onto.
The cabin and boot are not as spacious as you might expect. They’re roomy enough, but if you look at the pictures on this page you’ll see how the body shell of the car is quite a bit narrower than the dimensions suggest. The fat wheel arch flares and chunky bumpers are traditional Wrangler fare, but the don’t make the cabin any bigger.
Due to the removable roof design, the boot is a two-piece affair. The lower section also carries the spare wheel, so you have to swing that out (and the wheel makes it fairly heavy) before you can lift the rear window to load your luggage.
The new 12-inch widescreen in the top centre of the dashboard is a big improvement. Like most of these systems, its main role is to serve as a display for Apple CarPlay or Android Auto, rather than using Jeep’s own navigation and radio offerings. The very good news is that the heating and air-conditioning controls are all handled by proper physical dials and buttons, rather than having to swipe through the touchscreen to adjust the cabin temperature on the move.
As usual on modern cars, there are plenty of controls on the steering wheel for cruise control, phone, volume and adjusting various settings. Also as usual on modern cars, many of the controls are not well explained or logically arranged. The volume and station/track controls for the stereo are hidden away on the back of the steering wheel, for example, so you only work out how they work by guessing.
We didn’t get to try the Wrangler with the windscreen, roof and doors removed, but it’s certainly a feature that no other new car on the market offers. Of course, you’ll have to have somewhere to store them all, and you’ll want to be confident that you can back home before it starts raining…
We like: Equipment levels are decent for the price We don’t like: Interior quality falls short of similarly priced rivals
What’s the Jeep Wrangler like to drive?
Unlike most cars, the driving experience of the Jeep Wrangler very much depends on whether you’re on or off the tarmac.
If you’re looking for a family car that’s going to spend all its time on the tarmac, the Wrangler is fairly disappointing. Performance from the 2.0-litre petrol engine isn’t particularly impressive, although the eight-speed automatic is generally pretty good. The ride and comfort levels are very average and the steering feels completely disconnected from the front wheels. It’s also noisy, with plenty of road and wind noise inside the cabin.
However, once you get off the beaten track, the Wrangler really comes into its own. The route we took was arduous, with river crossings, narrow rock-strewn pathways and more. To give you an idea of how rough the terrain was, we were bouncing around inside the cabin so much that my Apple Watch thought I was exercising for nearly an hour and had walked more than 5,000 steps.
Suddenly, the steering felt perfectly suited to the circumstances, ensuring the car stayed on course without the wheel constantly jiggling around in my hands. The roly-poly handling that causes the Wrangler to lean over going around corners now meant that there was plenty of suspension travel for huge dips and troughs in the tracks that we were climbing.
With selectable four-wheel drive, and both high and low range modes, you can control when the car runs as a two-wheel drive vehicle (for bitumen roads and higher speeds) or four-wheel drive vehicle, for precarious goat tracks and river crossings that you traverse at lower speeds.
We like: Supreme off-roading capability We don’t like: … which inevitably compromises on-road comfort
How safe is the Jeep Wrangler?
This is where things get rather awkward for the Wrangler. When the current model was launched six years ago, Euro NCAP tested the Wrangler and awarded it a frankly terrible one-star safety rating. For what was then a brand-new car, it was not a good outcome and the safety body was scathing in its assessment.
Part of the reason that the Wrangler struggled in the Euro NCAP tests was its largely detachable body, which also sits on top of a frame rather than being an integral part of the car’s structural. The removable roof is not a load-bearing part of the car (although there are roll bars) so you inevitably lose stiffness. The same applies to the fold-down and detachable windscreen, which is not as rigid as a fixed windscreen. The very features that make the Wrangler so distinctive and enjoyable also compromise its crash-test results.
It’s also worth pointing out that a lot of the accessories that owners so enjoy fitting to their Wranglers (bumper-mounted winches, jacked-up suspension and so on) are likely to detract from its safety performance rather than improve it.
To be clear, the Wrangler passes all legal tests and complies with all mandatory safety equipment requirements. Euro NCAP tests go above and beyond the bare minimum legal requirements, although they have become the de facto standard for most car manufacturers.
For 2024, Jeep has improved the Wrangler’s safety kit, with additional airbags as well as some accident avoidance technology (which is now required by law anyway). But the company has no plans to re-submit the updated Wrangler for a fresh round of Euro NCAP testing, and you can safely assume that the updates would be unlikely to improve the car’s score beyond the existing one-star rating.
This alone is likely to cause many car buyers to strike the Wrangler off their shortlists, and that’s entirely fair enough.
We like: Belated 2024 improvements to standard safety equipment We don’t like: Still not good enough
Verdict
There’s almost nothing in the new car market like the Jeep Wrangler, which is certainly part of its attraction. The idea of removing the roof, and doors and windscreen, and bouncing across the most challenging tracks you can find is something that only a Wrangler can offer. It’s almost impossible to dislike the Wrangler, and we spent most of our drive time beaming and giggling at the absurd ease with which it dealt with tracks that would have stopped most SUVs dead.
When measured by conventional metrics, however, the Wrangler is fundamentally flawed. It’s impossible to recommend it as a family car when you compare it to dozens of alternatives of similar size and/or price. The poor safety rating alone will disqualify it for many, and its high running costs and poor environmental performance also weigh against it.
In our unique Expert Rating Index, which analyses millions of data points to rank every new car on these sort of issues, the Wrangler scores an overall rating of E, with category scores of E for safety and D for running costs and CO2 emissions.
To spend more than £60K on this sort of vehicle (before you start customising it) is only going to be appealing or viable to a small number of car buyers, however, which is absolutely fine by Jeep. The Wrangler is a niche car for a niche audience, and that audience will love it. For everyone else, there are better alternatives available.
Skoda has given its mid-size Octavia saloon and estate range several minor tweaks, including small exterior design revisions, a new infotainment system and a “simplified” engine line-up.
Starting with the car’s looks, the Octavia now has a chrome strip that runs across the front bumper on lead-in ‘SE’ and ‘SE L’ models, which is installed above lower air intakes. Also available is the brand’s second-generation Matrix LED headlights with ‘crystalline elements’, and the LED tail lights have been revised too, and now feature ‘dynamic direction indicators’ which flash in a sweeping motion.
The Octavia is just under a centimetre longer than the pre-facelift model but rear storage remains the same, with a boot capacity of 600 litres for the saloon and 640 litres for the estate.
Stepping inside, all models now come with a new 13-inch infotainment screen and digital instrument cluster pairing. This infotainment system is wireless compatible with both Android Auto and Apple CarPlay, and comes with Skoda’s satellite navigation software.
A wireless smartphone charging pad, heated seats and traffic sign recognition tech now also come as standard. The entry-level ‘SE’ now includes folding and heated door mirrors too, as well as keyless start and entry and a new ‘turn assist’ sensor.
The entry-level ‘SE’ sits on 16-inch alloy wheels as standard, but larger 17- and 18-inch alloys are available with more expensive trim grades.
Five engine options – three petrols and two diesels – form the revised powertrain line-up, starting with the 116hp 1.5-litre petrol with a six-speed manual gearbox or seven-speed automatic gearbox (the latter coming with a mild-hybrid boost). Available with the ‘SE L’ and up is a 150hp 1.5-litre petrol with the same gearbox options.
Both diesels are powered by a 2.0-litre unit – the first offers 116hp and the second musters up to 150hp. The range-topper is the 265hp 2.0-litre petrol reserved for the Octavia vRS, which is also paired with a seven-speed automatic transmission.
With prices now starting at just under £27k, Skoda says customer orders of the refreshed Octavia will start to arrive on British roads this Summer.
The Skoda Octavia currently holds an Expert Rating of A, with a score of 77%. That’s a fairly impressive score, and the highest for any petrol-powered Skoda in our Expert Rating Index.
At 2,586 sq km, Luxembourg is one of the smallest countries in Europe. But that doesn’t mean is has nothing to offer.
Steeped in history that dates back to 963 AD this western European state – full name the Grand Duchy of Luxembourg – has architecture in abundance: fortified castles, medieval roads, museums, churches and ‘old towns’.
A founding member of the European Union (EU) and with its capital, Luxembourg City, a central hub for countless financial and legal institutions, the country might be small, but it’s an important part of the European continent.
The Court of Justice of the European Union (ECJ), the European Parliament, the European Court of Auditors (ECA) and the European Investment Bank (EIB) are all headquartered in Luxembourg and the country is also home to several UNESCO World Heritage sites, so it’s certainly not a backwater.
Away from city life there’s plenty to explore on the open road. Surrounded by France, Germany and Belgium at its borders, it can’t offer beaches and coastal roads, but the country makes up for that with some of the most stunning forestry in the world.
The Ardennes Forest runs through the Duchy before running into neighbouring France and Germany. Beautiful country roads wander through scenic and quaint villages that connect larger and interesting towns such as Differdange, Dudelange and Ettelbruck.
While Luxembourg isn’t necessarily the first country on a touring holidaymaker’s list, it is certainly worth considering visiting, and thousands of tourists from the UK and Europe take to the roads and drive there every year.
But if you are one of the UK motorists who does choose Luxembourgish roads when it comes to planning a vacation, you’ll need some careful organisation before going there.
To get there you’ll have to motor through France or Belgium, but both of these countries offer wonderful roads on which to take your time, before arriving at your destination. Flying in and hiring a vehicle is another option and you’ll find a selection of car rental companies operating at Luxembourg Airport, 6km outside of Luxembourg City.
Driving in Luxembourg is a completely different experience from doing so in the UK. And that isn’t just because the Luxembourgers drive on a different side of the road from us.
It’s much more than that and planning a driving holiday or taking your car to the Grand Duchy on business, requires careful planning and a good understanding of what you can, and can’t do behind the wheel while there.
This isn’t just for your safety and convenience. Getting on the wrong side of the local traffic police can mean on-the-spot fines, wheel-clamping or even confiscation of your car and its contents. So, it’s well worth spending some time planning your trip, and making sure you have everything in place for your Continental excursion.
Here The Car Expert looks at the most important elements to consider when planning to drive in Luxembourg, and we’ve included a handy checklist. As each journey is unique, always check that you have everything covered for your particular visit.
Basic rules
You must be 18 years or over to drive in Luxembourg and you should hold a full UK driving licence. Just the licence card will do, as the paper counterpart is no longer a requirement. International Driving Permits are also recognised.
You’ll need to prove that you have minimum third party car insurance cover for your vehicle so take your certificate with you (but you don’t need a European ‘green card’). You should always also carry with you documents that show the identity of your car, such as a V5C ‘logbook’. And always carry your personal ID or passport with you too – it can be easy to stray out of Luxembourg’s borders and into a neighbouring state.
Your vehicle’s ‘home country’ must be shown on it. A ‘UK’ sticker on the rear is one way to do this but you can also show a small UK badge on both number plates if you wish. The ‘GB’ badge is no longer allowed, even within European ‘golden stars’ and the same goes for country signs such as the English, Scottish or Welsh flags.
Speed limits
Speed limits are shown in kilometres (km/h) rather than miles (mph). In built-up areas the speed limit is 50 km/h (31 mph) while on more open roads the limit rises to 90 km/h (56 mph). Motorways have a 130 km/h (81 mph) limit, but this drops to 110 km/h (68 mph) if it is raining or snowing.
You are not allowed any kind of speed camera detection devices or equipment that could interfere with police cameras when driving on Luxembourg’s roads. The police take a dim view of these and confiscate them. You could also be handed a fine of up to 5000 Euro (£4000).
If you are stopped for speeding in Luxembourg, you will likely get an on-the-spot fine. These range depending on the severity of your transgression. Exceed the maximum speed limit by less than 15 km/h in built-up areas or by less than 25 km/h on a motorway and you’ll get a 49 Euro (£40) fine.
More serious speeding could bring a fine of 145 Euro (£125) but drive faster than that and the authorities will also start thinking about adding points to your licence. The best way is to watch for speed signs and stick to their limits.
Don’t ever use a mobile phone while driving unless it is ‘hands-free’.
Blood alcohol limits
We don’t recommend any drinking of alcohol if you are going to drive but it’s worth knowing the limits. The drink drive limit is 0.5 g/l (also shown as 0.5 milligrams) but for new drivers with less than two years’ experience, it’s even lower at 0.2 g/l. By comparison, it’s 0.8 g/l (0.8 milligrams) in England and Wales. Van drivers are also governed by the 0.2 g/l rule.
If there is any suspicion of drinking and driving by the police, you’ll probably be asked to take a breath test. There are fines for recording a positive test but if it’s more than 0.8 g/l you can be arrested and the fine will be increased.
What to carry in the car
You must have a warning triangle in your car in case of breakdown and the authorities expect you to have headlamp converters for your headlights (or have manually adjusted lamps) so you don’t dazzle on-coming drivers. It’s recommended to use dipped beams during the day.
It’s also a good idea to have a first aid kit, spare bulbs, a fire extinguisher, and a Hi-Viz reflective jacket in case you have to leave your car at the roadside. None of these is compulsory though.
Specialist suppliers, such as motoring organisations, sell ‘European driving kits’ for around £25, which contain everything you are likely to need for a Continental road trip, and it’s well worth investing in one.
Seatbelt rules
Seatbelt rules are the same as in the UK: if your car has them, they must be worn. It’s the driver’s responsibility to make sure everyone is buckled up – there’s a 145 Euro (£125) fine for not using one.
Children under 3 years old must be an appropriate child carrier. Those under 12 years old and less than 150 cm in height must be in an approved child seat in the front or back of the car. Minors who are over 150 cm tall may use adult seat belts.
Driving
Keep to the right-hand lane as much as possible but if you are overtaking do so on the left. If you come across a vehicle on a hill, the car coming up has priority.
You will usually give way to vehicles on the ‘main’ road unless signs state otherwise. Stop or Give Way junctions are rarer than in some European countries; Luxembourg prefers the use of roundabouts. Buses have the right of way when they want to pull out and always give way to emergency vehicles as soon as you can safely.
Horns should be used sparingly – indeed they are prohibited in major towns and built-up areas, unless in an emergency.
It can get cold and wintry in Luxembourg and if it snows, you will be expected to have the appropriate winter tyres fitted to your vehicle.
If you are towing a trailer or caravan ensure that your car and the rig don’t exceed 18.75 metres in length, 4 metres in height and 2.55 metres in width. Make sure you can see clearly behind you with the use of two wide rear-view mirrors.
Traffic signs
Traffic lights are red, amber and green and follow a similar pattern to the UK. There are spot fines for ignoring a red light. Road signs usually have pictures which are self-explanatory, except the stop sign which has the word ‘Stop’ in English.
Mandatory instructions are usually blue circles with pictures, prohibiting signs are white circles with a red outline while warning signs are white triangles with the
red outline. Directional signs are generally blue or yellow with the town name written in Luxembourgish or French and the distance shown in kilometres.
Fuel availability
Super Plus 98 octane petrol (essence), Euro Super 95 octane (essence), Diesel (gazoil) and LPG liquefied petroleum gas (also shown as GPL) are all widely available on Luxembourg’s six motorways and main roads. There are also hundreds of EV (electric vehicle) charging points, most of them listed on mobile Apps.
Motorways in Luxembourg are toll free to use.
Parking
As Luxembourg has a free public transport system in its towns and cities it’s no surprise that parking for cars that do enter the built-up areas will be expensive. There are some free parking arrangements available, but these will be on the outskirts of cities, encouraging visitors to take a bus into the centre.
The capital Luxembourg City is divided into different parking zones each with their own colour scheme. The colours represent the time allowed and therefore the price. Parking might be on-street or off-street (underground car parks) but make sure you read the signs carefully so that you understand how long you are allowed to stay, and pay accordingly.
If you do park on the street make sure you are facing the direction of traffic. Don’t park less than 5 metres from a pedestrian crossing or cycle crossing, 5 metres from an intersection, 12 metres from a bus or tram stop, or anywhere that the police are likely to consider an ‘obstruction’.
Illegally parked cars can be clamped by the highly vigilant authorities unless they are obstructing traffic – in which case they will be towed away. There will be a fine to pay for a vehicle’s release plus costs for the towing.
Emergency number
In Luxembourg, as with most of Europe, you can dial 112 and make contact with emergency services such as fire, ambulance or police, 24 hours a day. Operators will speak English, French other European languages.
BMW has unveiled another limited edition version of its high-performance M4 coupé with a small power boost over the standard M4 Competition model, a few other engine improvements and a unique exterior design and livery.
With similar exterior looks to that of the limited-run M4 CSL coupé that went on sale in Spring 2022 – including the yellow LED headlights, exposed carbon fibre, enormous kidney grilles with fewer internal vanes and three-tone colour scheme – the car comes in a metallic green (blue also available) as standard with a gold option for the alloy wheels (19-inch at the front axle and 20-inch at the rear) which are wrapped in Michelin Pilot Sport tyres.
The coupé is powered by the same 3.0-litre twin-turbocharged six-cylinder petrol engine as the M4 Competition, but with an added 20hp – 550hp in total – and a revised engine mount and lighter crankshaft to improve throttle response when you put your foot down. The car is four-wheel drive, and drive comes through an eight-speed automatic gearbox.
The M4 CS is 20kg lighter too, and combined with engine tweaks this makes the special edition coupé a tenth of a second faster than the M4 Competition. 0-62mph takes a reported 3.4 seconds, and its top speed is electronically limited at 188mph.
The CS also has lowered and stiffened suspension with model-specific tweaks for the adaptive dampers, springs and anti-roll bars. Inside, the coupé comes with a 12-inch digital instrument cluster and 15-inch infotainment touchscreen in one curved display. This package includes a voice assistant, as well as a lap timer and drift analyser.
This supercar-baiting high-performance coupé should become available to order in the UK in the next few weeks, with pricing beginning at just over £117k.
The BMW M4 currently holds a New Car Expert Rating of B, with a score of 69%. Although it gets fantastic media reviews and has an excellent safety rating, its CO2 emissions and reliability data are only average, and its running costs are inevitably very high.
