AWD – Pulpaddict

Nissan Ariya review

We road test the distinctive Nissan Ariya mid-sized electric SUV…

It’s taken Nissan more than 10 years to follow-up the game-changing Leaf with a brand new EV model. So, is the Ariya as good as it looks?

Let’s start by going back to basics. The Ariya (we think it’s pronounced ‘Arr-Ee-Yah’) is a mid-sized five-door SUV, so its rivals include the Hyundai Ioniq 5, Kia EV6, Skoda Enyaq, Volkswagen ID.4 and Tesla Model Y.

First impressions count and two things stand out. Its futuristic looks are like nothing else on the road, while its plush interior is a real step-up for Nissan.

There’s a choice of two battery sizes- a standard 63kWh unit or the ‘extended range’ 87kWh, which Nissan claims can travel 250 miles and 329 miles respectively from a full charge.

Starting at £46,145, entry-level models use a single electric motor to power the front wheels, producing 214bhp (63kWh) and 239bhp (87kWh).

All-wheel drive versions (marketed as ‘e-4ORCE’) get the larger 87kWh battery and an extra electric motor, delivering a total of 302bhp. However, range takes a hit, resulting in a claimed 285 miles.

The front-wheel drive 63kWh is capable of a 0-62mph sprint in 7.5 seconds and a top speed of 100mph, while the all-wheel-drive 87kWh has a 5.7-second 0-62mph time and can go on to 124mph.

Standard equipment is generous and there are just two trim levels to choose from – Advance and Evolve.

Entry-level Advance is fitted with full LED lighting, a heated windscreen, climate control, electrically adjustable and heated front seats, adaptive cruise control, a navigation system, 360-degree cameras and both Apple CarPlay and Android Auto.

Evolve adds a panoramic sunroof, a video-based rear-view mirror, ventilated seats, heated rear seats and a Bose sound system, among other features.

The extensive list of safety and driver assistance aids standard on all grades includes Intelligent Driver Alertness, Lane Keep Assist, Traffic Jam Pilot, Blind Spot Intervention, Intelligent Cruise Control, Full Auto Park and a 360-degree Around View Monitor. Extra goodies on the Evolve spec include Pro-Pilot Park and a Head-up Display.

The Ariya can be charged at speeds of up to 130kW (slower than some rivals such as the Kia EV6 and Hyundai Ioniq 5), meaning you can top up from 10-80% in around 30 minutes, while an overnight charge from a 7.4kW wallbox will take 10 hours.

Our 63kWh Advance test car looked stunning in Akatsuki Copper with a pearl-black roof. Somewhere between a traditional and coupe-styled SUV, it’s no shrinking violet and is on the tall side.

Up front, the large closed-off grille is flanked by sharp LED daytime running lights and headlights, while the swooping roofline leads to a full-width LED light bar at the rear of the car.

Inside, it’s smart and minimalist. Stylish wood-grained trim spans the width of the dashboard and it has a premium feel.

Touch-sensitive controls with haptic feedback are hidden within the trim, illuminating when the car is switched on. More of these ‘buttons’ are conveniently placed on the sliding centre armrest, which can be moved via the press of a button to provide additional foot space in the front or the rear.

The Ariya’s infotainment system consists of two 12.3-inch screens, mounted side-by-side – a driver’s digital instrument cluster, plus a main infotainment interface complete with sat nav and Apple CarPlay and Android Auto functionality.

The cabin is spacious and light with plenty of room in the back for rear passengers to travel in comfort.

Single motor models get a decent 466-litre boot capacity (1,348 litres with the back seats down), reducing to 408 litres if all-wheel drive is chosen.

The overwhelming sensation on the road is of a relaxing driving experience. Not only is it comfortable and well insulted inside the cabin, it’s been well put together and the delivery of all that instant torque is smooth and quiet.

There are three driving modes (Eco, Sport and Normal), though we found the latter will do just fine. As you’d expect from Nissan, there’s also an e-pedal option, which winds up the regenerative braking and can bring the car to a halt simply by lifting off the accelerator.

It feels planted at high speed and on flowing country roads, but try to hustle in more challenging corners and its weight and height become more obvious. There’s a bit of body lean and 2.2 tonnes to slow down, which tends to blunt the driving engagement.

That said, grip levels are good, though as we found with our front-wheel drive test car, it is possible to spin the front wheels when setting off on loose surfaces and in the wet if you’re too heavy on the accelerator.

Otherwise, the steering feels nicely judged, and the commanding driving position offers good visibility (plus there’s a rear wiper, unlike some rivals!).

We haven’t tried the 87kWh all-wheel drive e-4ORCE model yet, but we suspect the increased grip, power and range (we’d estimate the real-world range in our 63kWh test car is closer to 200 miles) might be worth the extra expense.

Verdict: Safe, spacious and surprisingly classy, the Nissan Ariya family SUV boasts serious kerb appeal. Easy to drive and comfortable, it’s at its best cruising along stylishly and smoothly.

Nissan UK

BMW X1 review

We road test the all-new BMW X1 – the ‘baby’ of the brand’s SUV family is bigger than before, and much better for it…

More than 119,999 BMW X1s have found homes in the UK since the model was launched way back in 2009.

Now it’s time for the third generation, and it’s a much improved proposition in every department.

Size is everything in the modern world and the new X1 is slightly bigger than its popular predecessor (53mm longer, 24mm wider, 44mm higher and 22mm in wheelbase), crucially delivering more space for passengers and their luggage.

So, just as the latest Volkswagen Polo is about the same size as the original Golf, the new X1 isn’t far off the Mk 1 BMW X3.

Sharing the same platform as the BMW 2 Series Active Tourer MPV, the overall shape of the Mk 3 X1 is chunkier with a greater road presence.

Up front, the large kidney grille is flanked by slim LED headlights. The side profile sports meaty wheel arches and fared-in door handles, while the rear boasts a pert tailgate, three-dimensional LED lights and underride protection.

Inside, the X1 features BMW’s impressive eighth generation iDrive operating system, which includes a 10.7-inch touchscreen infotainment system and a 10.25-inch driver’s digital instrument cluster.

The curved screen infotainment system is mainly operated via the touchscreen, voice commands and flush buttons on the steering wheel. There’s no longer a rotary controller next to the gear selector, which may annoy some, along with the general minimalisation of switches, buttons and dials.

Priced from £33,775, the new X1 is available with a range of petrol, diesel and plug-in hybrid engines (with an EV range of up to 57 miles), while a flagship all-electric iX1 variant joins the family in early 2023.

BMW expects 66% of UK sales to be pure electric, 14% PHEV and the final 20% split between petrol and diesel.

We had a brief test drive in a prototype iX1, but spent most of our time in the xDrive23i, which features a 2.0-litre four-cylinder petrol engine with 48V mild hybrid tech that makes 215bhp and is mated to BMW’s seven-speed Steptronic dual clutch transmission.

Taking just 7.1 seconds to cover the 0-62mph dash, it delivers a claimed 42.2mpg with CO2 emissions of 151g/km.

The top-of-the range iX1 EV costs substantially more, has a 64.7kWh battery producing 308bhp, a claimed range of up to 272 miles, and it can polish off the 0-62mph sprint in a swift 5.6 seconds.

We tested the AWD xDrive23i in xLine and M Sport trim levels (there’s an entry-level Sport too), and a posh piece of kit it is too, with BMW’s usual top build quality and classy materials.

There’s a commanding view of the road from up front (I would prefer the option of a lower seating position), visibility is good, though the reversing camera (standard on all models, along with front and rear sensors) comes in handy when manoeuvring thanks to the slim tailgate window.

A special mention for the infotainment system, which is slick and sharp, along with the clear head-up display and augmented satellite navigation system which overlays upcoming directions on the touchscreen via big chevron graphics.

Refinement levels in the cabin are impressive, there’s plenty of grunt from the petrol engine, which is only vocal under heavy acceleration, while the sweet-shifting gearbox cracks on effortlessly.

The M Sport comes with adaptive suspension, and frankly the difference is marginal. Overall, the set-up is on the firm side, which is noticeable on bumpier surfaces, but not uncomfortable.

The pay-off is that the X1 delivers a more dynamic driving experience. With an agile feel, body control and grip levels are good in more challenging corners – whether you’re in Personal, Sport or Efficient drive modes. Meanwhile, the steering is light and direct, making town driving a doddle.

It’s worth noting that the M Sport gets shift paddles and the left one activates the Sport Boost, which delivers an extra 19bhp of power (useful for overtakes).

Of course, the iX1 is the one to go for if you can stretch to £52,255 and you have a home charger. It looks just like its petrol, diesel and PHEV siblings, but BMW’s entry-level electric car is a real smoothie.

Faster than it really needs to be (there’s a Sport Boost function too), it’s whisper quiet (once you switch off the irritating Hans Zimmer ‘IconicSounds’ digital soundtrack) and easy to drive.

Despite the fact that it weighs around 400kg more than its ICE stablemates, the boffins at BMW have done a great job hiding it, because the iX1 is nimble and fun.

The iX1 we tested has two electric motors, one driving the front wheels and one the rears. Needless to say, there’s excellent traction and it feels nicely composed.

Whether you go electric or not, BMW’s baby SUV is a practical proposition with plenty of space inside the cabin and superb leg and headroom in the back.

Boot space varies according to the degree of electrification, but peaks at 540 litres for the petrols and diesels (1,600 litres with the 40/20/40-split seats folded).

Finally, the X1 is safe too. Awarded a maximum five stars by Euro NCAP, it’s packed with safety and driver assistance goodies as standard, including autonomous emergency braking (AEB), lane departure warning and speed limit assist, plus an additional centre airbag between the driver and front passenger seats.

Premium rivals include the Audi Q3, Mercedes-Benz GLA, Lexus UX and Volvo XC40.

Verdict: The latest-gen BMW X1 goes straight to the top of the class with its winning blend of space, technology, driving engagement and quality. If you’re looking for a classy, compact family SUV, the X1 should head your shortlist.

BMW UK

Mazda CX-60 review

We road test the plug-in hybrid version of the classy new Mazda CX-60 mid-sized SUV…

Slotting in above the slightly smaller CX-5, the all-new CX-60 is Mazda’s new flagship SUV.

Not only does it close the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo, but it’s available as Mazda’s first ever plug-in hybrid.

The Japanese company still hasn’t given up on the internal combustion engine and the PHEV version is a natural progression.

What’s more, plug-in hybrids look like they will get a stay of execution for five years after the sales of new petrol and diesel cars are banned in 2030, so there’s life in the technology yet.

The CX-60 PHEV combines a normally aspirated 2.5-litre four-cylinder petrol engine with a 100kW electric motor and a 17.8kWh battery.

The result is a total output of 323bhp and 369lb ft of torque, making it the most powerful road car Mazda has ever produced, capable of sprinting from standstill to 62mph in just 5.8 seconds.

What’s more, on paper, fuel economy could be as high as 188mpg with CO2 emissions as low as 33g/km.

Offering up to 39 miles of pure electric driving from a full charge, your visits to a petrol station could be few and far between if you have a modest daily commute. And if you’re a business user, considerable tax advantages come with that meagre CO2 figure.

Further down the line, Mazda will also be offering the CX-60 with 3.3-litre diesel and 3.0-litre petrol engines – both six-cylinders paired with a 48V mild hybrid system.

Priced from £43,950, there’s a choice of three plush trim levels – Exclusive-Line, Homura and Takumi.

You can also choose from two option packs across all grades (Convenience Pack and Driver Assistance Pack), while a Comfort Pack is available on Exclusive-Line.

Highlights of the £1,000 Convenience Pack include privacy glass, a 360 view monitor and wireless phone charging, while the Driver Assistance Pack adds extra active safety technology for £1,100.

The £1,400 Comfort Pack includes goodies such as 20-inch alloy wheels, electric front seats, front seat ventilation and heated rear seats.

Not only is the CX-60 PHEV well equipped, it’s superbly put together and the quality of the materials used inside the cabin is excellent.

Externally, the CX-60 is very similar to the CX-5, but can be distinguished by its bold nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

And at just 190mm longer, 50mm wider and about the same height, there’s not much between them in size, though the CX-60’s more athletic stance hides its height a little better.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which is no bad thing.

There’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard, while Mazda’s sticking with its rotary controller near the gear selector. It’s not a touchscreen, and much of the car’s functionality is accessed by a twist and click.

If you’re not used to a touchscreen, it works well from the off, and even if you are, it becomes second nature after a few hours.

Thankfully, Mazda has kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

The CX-60’s substantial 570-litre boot is about 50 litres bigger than the CX-5’s, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

If you’ve had your CX-60 on charge (it takes 2hr 20 min via a 7kW home charger), or you have some charge left, it will start off in EV mode.

Unlike some PHEVs, there is a vague whine from the off, but it’s smooth going and, in theory, if you take it easy the petrol engine won’t kick in until you hit 62mph.

The transition from EV to petrol and vice versa is seamless if you’re not in a hurry. However, if you’re heavy with your right foot there’s a little hesitation and the petrol engine becomes more vocal.

There are four drive modes accessed by a selector (Mi-Drive) near the rotary controller – Normal, Sport, Off-Road and EV.

Frankly, Normal is just fine. The driver’s display turns an angry red if you select Sport and the engine can get a little harsh, but it does firm up the throttle response and handling.

Obviously EV will keep you driving in electric mode until the battery runs out, while Off-Road will help you along if the going gets tough.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out on those rare extreme weather occasions.

The petrol engine is mated to a new eight-speed automatic transmission, and for the most part it works perfectly well. However, it can be hesitant on kickdown and hold onto a gear for a little longer on hills. Should that happen, it is possible to manually hurry things along via the steering wheel paddle shifters.

Initially, the CX-60 feels big and heavy, but thanks to that excellent driving position and Mazda’s “Kinetic Posture Control” technology, you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise. As with most hybrids, the brakes aren’t the most progressive, but they are effective, and you soon get used to them.

The ride is on the firm side, and even though there’s plenty of power on tap, it is at its most relaxed and refined best cruising along.

As with any PHEV, fuel economy will depend on whether you keep the battery charged up, journey length, speed and driving style. So, while 100mpg is quite possible on shorter runs where the petrol engine is hardly used, your MPG can dip into the 30s on longer trips when the battery charge is used up and the 2.5-litre petrol engine does the heavy lifting.

It’s also worth noting that the CX-60 is one of the few PHEVs able to pull a caravan or trailer with a decent towing capacity of 2,500kg.

The CX-60 is a welcome addition to the plug-in hybrid club that includes some formidable opposition in the shape of the Toyota RAV4, Volvo XC60, Lexus NX, Audi Q5 and BMW X3.

Verdict: The boldly styled new Mazda CX-60 is a class act. Practical, powerful, engaging to drive, generously equipped and well put together with quality materials, it’s very much a premium SUV.

Mazda UK

Subaru celebration as 20 millionth AWD drive vehicle is manufactured

Home / Auto Blog / Subaru celebration as 20 millionth AWD drive vehicle is manufactured

Gareth Herincx

4 days ago
Auto Blog

Subaru has reached a major milestone with the total production of its All-Wheel Drive (AWD) vehicles surpassing 20 million vehicles.

The feat was achieved in the 49th year since the company introduced the Subaru Leone 4WD Estate Van, Japan’s first mass-produced AWD passenger car, in September 1972.

AWD models currently account for 98% of Subaru’s global sales, and all of those AWD models feature the Subaru Symmetrical AWD system fitted with the horizontally-opposed “Boxer” engine.

The most distinctive feature of Subaru’s Symmetrical AWD is a symmetrically-laid-out drivetrain paired with a longitudinally-mounted Boxer engine positioned in line with it.

Subaru claims the combination of the low centre of gravity provided by the Boxer engine and the superior weight balance of the symmetrical drivetrain maximises stability and traction intrinsic to all-wheel drive, offering superb driving performance in a variety of weather and road conditions.

Read our recent review of the impressive all-new Subaru Forester e-Boxer.

Tags 4×4 AWD Boxer engine Subaru Subaru Leone Subaru Leone 4WD Estate Van Subaru Symmetrical AWD system

Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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