Car Reviews – Pulpaddict

Toyota C-HR review

We drive the latest version of Toyota’s popular C-HR family crossover – and it’s a big, bold step-up…

If a car could be judged purely on its styling, the second-generation Toyota C-HR would be best-in-class.

And when you consider that its biggest rivals include the Nissan Qashqai, Kia Sportage, Skoda Karoq, Seat Ateca and Hyundai Tucson, that’s no mean feat.

But before we weigh up the new C-HR’s pros and cons, let’s go back to 2017 when the first generation ‘Coupe-High Rider’ was launched in the UK.

With its radical looks, it was something of a departure for Toyota which was still selling the conservative Auris and Avensis at the time.

The funky C-HR was a chunky crossover with a low-slung roofline like a coupe. Distinctively styled with a big roof spoiler and sloping rear window, it was well-equipped, but it also wasn’t without its issues.

Fast forward to 2023 and the all-new Toyota C-HR is a looker. A more grown-up version of the outgoing model, it boasts a wider stance and the original’s curves have been replaced by sharper lines and solid surfacing.

Once again there’s a heavily raked tailgate, though this time it features a dual-element rear spoiler and a full-width LED light bar below with an illuminated ‘C-HR’.

At the front, it features the new ‘hammerhead’ face of Toyota SUVs, while the ‘hidden’ raised rear door handles are no more (they’ve been replaced by retractable ones, front and rear). Overall build quality, interior materials and technology have also been upgraded.

Priced from £31,290, the new model launches initially with 1.8 and 2.0-litre engines paired with Toyota’s latest fifth-generation full hybrid technology that ups both power and efficiency. A 2.0-litre plug-in hybrid will arrive in 2024.

The 1.8-litre delivers 138bhp and the 2.0-litre ups power to 194bhp. Official figures put fuel economy at 60.1mpg and 57.6mpg respectively, while CO2 emissions are from 105g/km and 110g/km.

Both engines are front-wheel drive (there’s no AWD option) and a 2.0-litre plug-in hybrid (with an EV range of up to 41 miles) will join the C-HR line-up in 2024.

First impressions count, and the second-gen Toyota C-HR certainly oozes kerb appeal, especially if you choose a two-tone paint-job.

In terms of size, its dimensions are almost identical to the Suzuki S-Cross, which makes it a tad smaller than its main competitors (including the Nissan Qashqai), but bigger than the class below (eg Nissan Juke).

The driving position is on the high side for me, but you soon get used to it because it’s comfortable with a decent amount of support.

There are roomier cabins, not just because the C-HR isn’t as wide as some rivals, but the driver focused set-up with high centre console makes it snug, especially on the passenger side.

The good news is that the 12.3-inch infotainment touchscreen (on all but entry trims) combined with the driver’s digital display looks the part and works well enough. And mercifully, the C-HR has some physical controls for essentials such as air-conditioning – unlike some new cars.

There’s reasonable space for passengers at the back, while the cabin as a whole has a classier feel, with more soft-touch surfaces.

Toyota’s also ticked the sustainability box because the seat fabrics are made from recycled plastic bottles and there’s animal-free ‘leather’ on the steering wheel.

Load capacity varies between the two engines – 388 litres (1.8) and 364 litres for the 2.0. Again, not class-leading, but adequate. All models come with 60/40 split-folding rear seats.

Visibility is good ahead, but slightly more challenging behind thanks to those chunky rear pillars and small rear windows. Thankfully, all versions have a reversing camera.

The C-HR has a fairly supple suspension and it handles lumps and bumps well. So, it’s one of the more comfortable SUVs on the market.

Light steering suits its natural urban habitat well, but the C-HR is also a pleasant cruiser. It would be an exaggeration to call it dynamic on twistier roads, but there are good levels of body control and decent grip.

We tested both engines (not the GR Sport grade), and both balance performance with economy, delivering 10.2sec and 8.1sec respectively for the 0-62mph sprint.

The issue with both is that there’s a CVT automatic gearbox which causes the revs to rise and stay high until you’ve reached your desired speed. The din in the cabin soon settles down, but it puts you off driving anything but smoothly.

Interestingly, the more powerful 2.0-litre hybrid engine is a little more refined, so manages to iron out the worst of the CVT better.

The C-HR slips between electric and engine modes seamlessly, and can be driven along for short distances using the electric motor alone, so all in all, the claimed economy figures are very achievable.

Finally, it’s always worth remembering that the C-HR comes with a three-year warranty that extends up to 10 years/100,000 miles so long as your car is serviced annually at an authorised Toyota workshop.

Verdict: The cool new Toyota C-HR is a real step-up from the first-generation model. Easy to drive, economical, well equipped and classy, it certainly stands out from the crowd.

Toyota UK

Mercedes-AMG A45 S review

We take the Mercedes-AMG A45 S – the most powerful hot hatch on the market – for a spin…

It could be argued that the concept of the ‘hot hatch’ – in the traditional sense – is now in its dying days.

After all, we live in an era where a family EV is often quicker off the mark than many a performance ICE (Internal Combustion Engine) car.

There are only a few genuine ‘hot’ hatches left, including the Audi RS3, Volkswagen Golf R, Honda Civic Type R and the Mercedes-AMG A45 S – the subject of this week’s road test.

Just to recap, the fourth-generation Mercedes-Benz A-Class hatchback was launched in 2018 and facelifted at the end of 2022.

Topping the range are a pair of performance models (the Mercedes-AMG A 35 and the even-faster Mercedes-AMG A 45 S), which have now also received a makeover.

The A 45 S is the most powerful hot hatch on the market (415bhp and 369lb ft of torque) and it features the world’s most potent series-production four-cylinder engine.

The key stats say it all, because that turbocharged 2.0-litre engine means it’s capable of 0–62mph in a blistering 3.9 seconds and a top speed of 168mph.

Oh, and all that power is directed to the road via an eight-speed dual-clutch gearbox and AMG’s 4Matic all-wheel drive system.

For what it’s worth, fuel economy is a claimed 30.8mpg. And frankly, unless you possess superhuman levels of restraint, the reality is closer to 25mpg.

First impressions count and the Mercedes-AMG A45 S is a statement car.

Apart from new front and rear lights and an AMG badge on the bonnet, the update hasn’t made much of a difference to the car externally – which is no bad thing.

With its aggressive stance, lower lip spoiler, quad-exhaust pipes, front bumper canards and a massive rear wing, it oozes performance.

Inside, the first thing you notice is the driving position, which is a tad high, while the seats are on the firm side. The dashboard is shared with standard A-Class models, so there’s an impressive dual-screen set-up and a head-up display.

If you prefer things minimalist, the Mercedes-AMG A45 S may not be for you. There’s a complex twin-spoke steering wheel incorporating two mode buttons, five circular air vents and a line of climate-control switches.

There’s plenty of room up front, but those bucket seats eat into the rear passenger space, so best to try the space for size.

The 370-litre boot is about average for a family hatchback and there’s a useful 40/20/40-split rear bench.

Of course, premium materials are used throughout the interior and it’s hard to fault the overall build quality, inside and out.

Naturally, the Mercedes-AMG A45 S is a little more vocal on start-up than your average hatchback, but it’s not anti-social.

In fact, it’s really easy-going, happy pootling around town and cruising on the motorway. Put your foot down and it’s a car transformed. The exhaust note is angrier, it pumps through the gears and before you know it, you’re up to the legal limit.

Traction is prodigious, but hot hatches aren’t just about straight-line speed – it’s how they cope on more challenging roads.

And it’s here that the Mercedes-AMG A 45 S is in another league. There are a bewildering amount of drive mode settings (there’s even a drift mode), and you can tweak the steering, suspension and exhaust, but ultimately, the sportier you get the more astonishing it becomes.

With sharp, responsive steering, phenomenal cornering ability, powerful brakes and a glorious rear bias, it’s remarkably forgiving and remains unbelievably composed.

I can’t pretend to understand all the clever, technical stuff going on behind the scenes. All I know if that it works superbly. Not only does it put a smile on your face, but it leaves you yearning for more. This could be an entertaining track day weapon.

My only criticism is that the ride is firm, even in comfort mode, but it’s certainly not a deal-breaker. Sadly, the starting price of £63,285 will be for many.

Verdict: Quite simply, the Mercedes-AMG A45 S is one of the best hot hatches ever – a heady mix of power, superb driving engagement, top build quality and practicality.

Mercedes-Benz UK

Lexus RX 500h review

We get behind the wheel of the sporty RX 500h – the first-ever turbocharged Lexus hybrid…

The three Cs (‘confidence, control and comfort’) are the cornerstones of the Lexus driving experience.

There’s no mention of ‘sport’, yet the latest version of the big RX SUV we’ve been testing seems to embrace performance and driver engagement as much as the three Cs.

What’s more, efficiency takes a back seat too, along with another Lexus fixture – the much-maligned CVT transmission.

So. the RX 500h (marketed as a ‘performance hybrid’) is a genuine curiosity and marks something of a departure for Toyota’s upmarket sister brand.

Just to recap, the original RX 450h was the world’s first luxury hybrid SUV when it was launched in 2005.

The RX is now in its fifth generation and buyers can choose from a 350h hybrid or 450h plug-in hybrid, plus the new range-topping 500h.

All offer four-wheel drive, but the 500h is the first-ever Lexus turbocharged hybrid.

The 500h mates a 2.4-litre petrol engine with two electric motors (front and rear) and a conventional six-speed automatic gearbox.

For the record, the engine develops 366bhp and 550Nm torque, translating into a brisk 0-62mph acceleration time of 6.2 seconds.

There’s also a new ‘Direct4’ torque-vectoring electric rear axle and four-wheel steering.

Priced from a hefty £77,195 and available in F Sport or Takumi trim, the 500h looks much the same as its siblings (the 350h and 450h ) which is no bad thing, and it’s a tad smaller than a BMW X5.

The RX’s design has subtly evolved from the previous generation. It’s retained much the same shape and athletic presence, but the styling is sharper and more refined, while its new pointy nose (complete with trademark Lexus spindle grille) is the biggest change.

Inside, the RX is luxurious, comfortable and beautifully built. The cabin is light and spacious, and there’s ample leg and headroom in the back.

You can then add 461 litres of luggage capacity (seats up) or 621-litre (seats up, loaded to the roof), expanding to 1,678 litres with the rear seats folded.

On the tech front, the latest RX has ditched the previous model’s fiddly touchpad infotainment control and there’s now a more conventional 14-inch central touchscreen, alongside a digital driver’s display. The system is on the quirky side and takes some getting used to, but it’s an improvement on RXs of old.

However, it’s on the road that the Lexus RX 500h (we tested it in F-Sport trim) comes into its own.

Firstly, the old-school auto gearbox has transformed the RX 500h. Gone are the days of easing the accelerator in order to avoid the temporary din of high engine revs (a CVT gearbox foible). Instead, the six-speed shifts smoothly with just the right hint of aggression.

It’s a big 4×4 and weighs 2.1 tonnes, so it’s never going to be the kind of car that can barrel up to fast corners and get away with it, but thanks to some clever tech, it’s more capable and fun than you might think.

Body lean is better controlled than lesser RXs, and there’s plenty of grunt, especially in the mid-range.

The steering is responsive and there’s a powerful engine note, while the hybrid system works imperceptibly in the background.

The ride is in on the firm side, but on A-roads and motorways, it’s the composed and confident cruiser you’d expect from a Lexus.

Of course, no car is perfect, and the Lexus RX 500h is no exception. Lexus claims it can return 34.0-35.3 mpg, yet we managed closer to 25mpg. With a bit of restraint 30-ish mpg is possible, but considering Lexus’s pioneering hybrid history, we expected more.

Verdict: The Lexus RX 500h is something of a revelation. The addition of a conventional automatic gearbox, a turbocharged petrol hybrid powertrain and other clever tech delivers performance and attitude to an already accomplished big SUV.

Lexus UK

Jeep Avenger review

We get behind the wheel of the Avenger compact SUV – Jeep’s first battery-powered vehicle

Sharing an EV platform with its Stellantis group cousins – the Peugeot e-2008, Vauxhall Mokka Electric and DS 3 E-Tense – the all-new Jeep Avenger has caused quite a stir.

Not only is it the first Jeep to be created outside of America (designed in Italy, built in Poland), but it also marks the return of the Avenger name, which was once familiar to British buyers.

Older readers might remember that it once ‘graced’ the Hillman Avenger family car (later Chrysler Avenger and Talbot Avenger), which was manufactured in the UK between 1970-81.

So, this all-new, all-electric baby Jeep is a talking point. It’s also an award-winner, because it’s already been crowned European Car of the Year 2023. So, no pressure there then…

Starting at £35,700, it’s pitched right in the midst of a competitive sector. As well as its aforementioned in-house rivals, others include the Hyundai Kona Electric, Kia Niro EV, MG ZS EV and Honda e:Ny1.

There’s no doubt that the chunky and cute Jeep Avenger is one of the best lookers of the bunch with its classic crossover shape.

Sporting short overhangs and extra ground clearance, there’s plenty of Jeep DNA with the signature seven-slot grille, trapezoidal wheel arches, protective cladding and ‘X’ tail-lights.

Initially available as just a single-motor front-wheel drive (a dual-motor 4×4 version is also planned) with 154bhp and 260Nm of torque, its 54kWh battery is good for up to 249 miles of range (342 miles in city driving), while a 0-62mph sprint takes 9.6 seconds.

The Avenger’s 100kW maximum charging speed means a 10-80% top-up should take just under 30 minutes. Naturally, it will also charge fully overnight if you have a home wallbox.

Inside, there’s ample headroom front and rear, but it’s cosy in the back for passengers with longer legs. The Avenger’s 355-litre boot expands to 1,053 litres with the back seats folded, while accessibility is good.

The cabin itself looks pretty tough, but there are too many black plastic and hard surfaces, while the leather seats in our test car weren’t very forgiving.

It’s fairly minimalist up front, though thankfully there are shortcut buttons under the 10.25-inch central touchscreen for necessities such as climate control. There’s also Apple CarPlay and Android Auto functionality, plus a built-in TomTom sat-nav.

The driving position is on the high side, and it would be nice to have the option to sit lower, but you soon adjust.

On the road it feels a bit quicker than the official acceleration figure suggests, thanks to the instant torque. Wind and road noise is well suppressed, even on poorer surfaces, which is a feat in itself, because EVs run so quietly and the slightest sound is noticeable.

Overall, the ride is firm, but it’s nimble and handles well. Body lean is kept in check on more challenging roads, while the steering is nicely weighted. Unfortunately, there’s a lot of pedal travel before the brakes bite, denting your confidence to push on.

You can’t adjust the brake regeneration level via paddles behind the steering wheel either – instead you have to select ‘B’ mode on the gear selector or drive in Eco mode.

Without spending a week or so with the car, it’s hard to estimate the Avenger’s real-world range, but we’d say around 200 miles is possible and this should increase in an urban environment.

And as you’d expect from a cool compact crossover, the Avenger is probably in its element in built-up areas. Easy to drive with a fairly tight turning circle of 10.5 metres, visibility isn’t bad either. And where it’s not perfect, there’s a good selection of cameras and sensors.

What’s more, generous cladding around the car should help to cushion most car park dings, while the headlights and rear light clusters are slightly recessed, so that there’s less chance of damage there too.

In all, there are six driving modes: Eco, Normal, Sport, Sand, Mud and Snow. As ever, Normal is just fine, while Eco and Sport dull and boost throttle response respectively.

We tried some gentle off-roading and traction is improved slightly with Sand and Mud modes selected, which means it could be a next best after 4x4s in the snow.

However, the forthcoming four-wheel drive model will be the one to go for if you have to tackle muddy fields and more extreme conditions on a regular basis.

With hill descent control, short overhangs and raised ride height, plus 20 degrees of approach angle and 32 degrees of departure angle, it certainly has off-road potential.

Finally, there are three well equipped trim levels (Longitude, Altitude and Summit) and there’s plenty of scope for personalisation thanks to various decals, body paints, contrasting ‘floating’ roof colours and accessories.

Verdict: We really rate the Jeep Avenger – an impressive debut EV from the iconic American brand. Compact, cool and competitively-priced, it has a useful range, good charging speed and is more rugged than most of its rivals.

Jeep UK

Lexus LM review

We experience the epic Lexus LM luxury people carrier – from the driver’s seat, and as a pampered passenger…

Lexus appears to have pulled off a masterstroke with its LM (luxury mover). An exclusive niche market has been identified and LMs will soon be seen shuttling the wealthy between airports and plush hotels, depositing celebs on red carpets, and generally ferrying movers and shakers around the country.

The ubiquitous Mercedes-Benz V-Class isn’t for everyone and limousines are a little ostentatious, so Lexus is on to a winner with the LM. What’s more, the price range of £89,995 to £112,995 doesn’t appear to have put off buyers. Orders are already way above expectations.

Lexus LM review — *Lexus LM four-seater*

The secret of the LM is that it’s not too flash and it offers a flexible space that can be used as a sumptuous people mover, spacious mobile office, or somewhere to simply relax in abject luxury on the move.

Two versions are offered, with four or seven seats. The flagship four-seater features two “captain’s chair’ rear seats (inspired by those found in first class airline cabins) which can also be fully reclined.

The seven-seat model has two seats with massage functionality, plus a third row of flip-up seats which can be folded away when more load space is required.

The standard Lexus LM is front-wheel drive (AWD is optional) and comes with a 14.0-inch screen in the rear, dual sunroof, a 21-speaker Mark Levinson sound system, and a goodies list as long as your arm.

The top-of-the-range Takumi gets the wow factor with a partition between the front and rear cabin housing a 48-inch screen, plus a fridge and 23-speaker 3D surround Mark Levinson sound system.

First impressions count, and it’s fair to say that the Lexus LM is more of a statement than a looker. The designers have done their best to make it special, and not just another slab-sided MPV.

The combination of clever contours, bold creases, massive signature ‘spindle’ grille with slim LED headlights, plus the illusion of a floating roof, result in a people mover with serious road presence.

And at 5.1m long, 1.9m tall and 1.89m wide, it’s no shrinking violet. Though weirdly, behind the wheel it’s far more manageable than you might think, as long as you steer clear of narrow country lanes.

Built on the GA-K platform shared with the NX and RX SUVs, Lexus is keen to emphasise that the LM has more in common with a car than its rivals, which tend to be van-based.

Lexus LM - Gareth Herincx — *Lexus LM seven-seater*

The driving experience proves the point. The front cabin and seating position have the feel of a big crossover.

We suspect most LM buyers and users are unlikely to get behind the wheel themselves, but for the record, here goes…

From a driving point of view, all-round visibility is best in the seven-seater without the partition and widescreen (a rear-view digital mirror helps), but otherwise it’s a comfortable, spacious and well-equipped place to be, with a car-like dashboard layout.

There’s no shortage of power, thanks to the same 247bhp self-charging hybrid system you’ll find in the NX 350h and RX 350h models, combining a 2.5-litre four-cylinder petrol engine with electric assistance.

Acceleration from rest to 62mph can be accomplished in 8.7 seconds (9.1s for the FWD model) and maximum speed for both models is 118mph. CO2 emissions are in the 152-163g/km range, while fuel economy is as high as 42.1mpg.

Like the NX and RX 350h models, the LM uses a CVT gearbox which spoils the ambience of the cabin if progress is anything but stately. You see, the revs shoot up if you’re anything but soft with the right pedal, producing a temporary din.

It may not be possible, but I’d suggest fitting the hybrid powertrain from the RX 500h F Sport which uses a six-speed automatic gearbox and is far more relaxed.

That said, chauffeuring is all about smoothness, so the LM is still a delight to be driven in by a professional, even with the CVT.

At nearly three tonnes (gross weight), it’s a substantial vehicle, yet it’s easy to drive and surprisingly manoeuvrable. It would be an exaggeration to call it agile, but it floats around nicely, switching seamlessly between petrol and electric modes at lower speeds.

I can’t help feeling that a plug-in hybrid or 100% electric version might further boost sales where regular journeys take in ultra-low emissions zones, but maybe that’s one for the future.

However, the Lexus LM is all about the rear compartment. Both the four-seater and three-row options are a treat to travel in, though being able to fully recline in the former is particularly relaxing.

Each of the main two seats in both versions get individual digital handsets to control everything from the audio to the window blinds (they all close), while the seats are super comfy. There’s also an overhead console with some storage and controls for features such as the power-sliding doors.

Overall, as you’d expect from Lexus, the materials used in the cabin are top notch and the quality is faultless.

A special mention for the panoramic screen in the top spec version which can also be split so that one passenger could be watching a movie, while the other is scrolling through a presentation.

A ‘Rear Comfort’ drive mode has also been developed to further refine the passenger experience with new braking and body control systems. There’s also tech to counter cabin noise and vibration, which worked particularly well.

I’m very sensitive to travel nausea and I managed perfectly well as a back-seat passenger while in a normal sitting position, but not so much when I was lying down on anything other than smooth, straight roads.

The two versions have their plus and minus points. As a passenger I prefer seeing out front, so the seven-seater without the partition works best, but nothing can quite match the opulence of the widescreen, two seats and extra space of the top-of-the-range Takumi model.

Verdict: The bold new Lexus LM luxury people carrier recaptures the feeling of flying on a private jet, offering a winning combination of superb comfort, quality, practicality and privacy.

Lexus UK