Crossover – Page 9

Honda HR-V review

If you’re looking for a new compact SUV, you’re already spoilt for choice – so is there room for the latest Honda HR-V?

Well, Honda is on a roll. The futuristic all-electric Honda e city car is a revelation, and the new Jazz is a supermini transformed.

Now magic dust has been sprinkled on the HR-V. The third-generation model is a bold, hybrid-only “coupe-crossover” up against formidable rivals including the Renault Captur, Nissan Juke and Toyota Yaris Cross.

Priced from £27,960, it combines a 1.5-litre four-cylinder engine with two electric motors, producing 129bhp. Uniquely, at low speeds the battery pack and main electric motor drive the front wheels directly. At higher speeds the petrol motor kicks in.

Unlike its dowdy predecessor, the new self-charging hybrid HR-V has real kerb appeal.

A pair of slim headlights and an impressive body-coloured grille form the new HR-Vs face. It also looks more purposeful thanks to big wheels, an extra 10mm of ground clearance than before, rugged plastic cladding and roof rails. It even comes equipped with hill descent control.

There’s a high seating position inside the HR-V, which is generally spacious and comfortable. It also has a quality feel thanks to the soft-touch surfaces used, while the doors close with a satisfying clunk.

Unlike some of its rivals, there’s plenty of space in the back for passengers. However, the boot is a slightly disappointing 319 litres (expanding to 1,305 litres with the rear seats flipped), but there is a nice wide opening.

Of course, the HR-V also benefits from Honda “magic seats” which can fold flat or flip up like a cinema seat, enabling large items (like bikes) to be stored centrally in the car without compromising boot space.

Up front there’s a 7.0-inch digital driver display behind the steering wheel and a 9.0-inch central touchscreen for the infotainment system, which has Apple CarPlay and Android Auto smartphone mirroring as standard.

The modern dashboard is less cluttered cabin than before, and mercifully hasn’t dispensed with too many buttons, switched and dials.

The ‘e:HEV’ (Honda-speak for the self-charging hybrid engine) starts off in electric mode and you get a choice of three driving modes: Econ, Normal and Sport.

Econ is fine for cruising, but a little gutless on flowing country roads, so you’ll probably spend most of your time in Normal with the occasional “blast” in Sport.

The HR-V is generally refined and the transition between combustion and electric power is pretty seamless, but if you’re too heavy with your right foot, the downside of its CVT automatic transmission rears its ugly head and the revs sky-rocket.

To Honda’s credit, it doesn’t take long for the din to settle down again, but it’s a reminder that you should drive smoothly for an enjoyable HR-V driving experience.

Even with that proviso, the HR-V does feel swifter than the official figures suggest. For the record, it can “sprint” to 62mph in 10.6 seconds before maxing out at 107mph.

On the road there’s a little body lean in more challenging corners, but overall it handles well. It feels substantial, safe and secure. Add excellent visibility and light steering and it’s a doddle to drive in town.

Grip is surprisingly good too, while the brakes are more progressive than many hybrids. Sadly, there’s no four-wheel drive version available.

Honda claims CO2 emission levels are as low as 122g/km, while fuel economy of up to 52mpg is possible. In fact, we found 50-60mpg is very realistic when the HR-V is driven sensibly.

All three trim levels come with Honda’s impressive ‘Sensing’ suite of safety technology as standard, featuring road departure mitigation, traffic sign recognition, lane-keep assist, adaptive cruise control, automatic headlights and autonomous emergency braking (AEB).

Regenerative braking (which returns much of the energy otherwise lost from braking and coasting back into the battery while you’re driving) is also on offer. Simply select ‘B’ mode on the transmission or use the paddles behind the steering wheel. The system is especially satisfying on downhill stretches of road.

Verdict: The all-new Honda HR-V e:HEV is a welcome addition to the busy compact SUV sector, offering a winning blend of style, safety, comfort, economy and practicality combined with generous equipment levels and the brand’s reputation for reliability.

Honda UK

Suzuki SX4 S-Cross review

We road test the stylish new Suzuki SX4 S-Cross – an SUV transformed…

Where the outgoing Suzuki S-Cross lost out in kerb appeal, it gained in practicality, off-road capability, comfort, equipment and value for money.

This third-generation model builds on its predecessor’s plus points, adding style and a comprehensive safety and tech upgrade.

And let’s face it, it has to good because it’s battling it out with the likes of the Nissan Qashqai, Kia Sportage, Hyundai Tucson, Mazda CX-30 and Seat Ateca in the highly competitive family crossover sector.

The new S-Cross has a couple of aces up its sleeve. Unlike most of its rivals, not only is it also available with four-wheel drive (AllGrip in Suzuki speak), but it offers more equipment as standard, better fuel economy and lower emissions.

Add Suzuki’s hard-won reputation for reliability and top customer service and it becomes a serious contender.

So let’s start with the obvious. While the S-Cross retains much the same profile as the Mk 2, it now has a bolder, more rugged SUV appearance and it looks especially good from the front.

Priced from £24,999, at launch it’s only available with a lively 1.4-litre ‘Boosterjet’ turbo engine, which features a 48V mild hybrid system (there’s a 0.3kWh lithium-ion battery under the driver’s seat) developing 129bhp in total.

Delivering a 0-62mph acceleration time of 9.5 seconds (2WD models) for both manual and automatic transmissions and a top speed of 118mph, it is capable of up to 53.2mmpg, while CO2 emissions are as low as 120g/km. And those last two stats are class-leading.

To make life less complicated, the S-Cross comes in two trim levels – Motion and Ultra.

Entry-level Motion comes with a 7.0-inch centre touchscreen (including Apple CarPlay and Android Auto), blind-spot monitoring, lane-departure warning, traffic sign recognition, adaptive cruise control, keyless entry and heated front seats.

Ultra adds a 9.0-inch touchscreen with built-in sat-nav, 360-degree camera, leather upholstery, a sliding panoramic roof and the option of four-wheel drive.

There’s a step-up inside too. While it’s not state-of-the-art, it’s spacious, comfortable and logically laid out.

It’s well built too, though we’d prefer some soft-touch surfaces. It’s also refreshing to find some buttons and dials in addition to the touchscreen (a big improvement on its predecessor, though still not the slickest system ever).

There’s plenty of space for passengers, but the panoramic sunroof does eat into the headroom, so don’t forget to sit in the back on a test drive.

Boot capacity is a useful 430 litres, rising to 875 litres with the rear seats folded down. There are also useful storage spaces around the cabin.

Our only gripe is that the driver’s seating position is a little on the high side, but it won’t be a deal breaker for most potential buyers.

On the road the new Suzuki S-Cross is easy and fun to drive. The engine is eager, and thanks to the car’s lightweight construction and that boost from the battery, it feels lively and only becomes vocal if pushed hard.

Like most SUVs, there’s a little body roll in faster corners, but overall it feels composed and surprisingly agile, while both the automatic or manual six-speed gearboxes are a pleasure to use.

It’s ideal for the city, with light steering and good visibility, plus all-round parking sensors and a rear camera.

What’s more, if you’re no stranger to extreme weather conditions or you simply want extra peace of mind, then four-wheel drive is fitted as standard if you opt for the Ultra trim.

It has four drive modes – Auto, Sport, Snow and Lock. Auto is the default. It uses two-wheel drive, switching to four wheels if it detects wheel spin. Sport makes the S-Cross more dynamic, maximising grip when necessary, altering engine response and cornering performance.

Use Snow for the obvious and other slippery conditions, while Lock is for controlling the car in snow, mud, or sand.

Verdict: The new Suzuki SX4 S-Cross is something of a revelation. An affordable, no-nonsense family SUV that handles well and offers impressive off-road capability. Generously equipped, spacious and boasting low running costs, it’s packed with safety kit and the latest infotainment technology.

Suzuki Cars

Toyota Yaris Cross review

We test the chunky crossover version of Toyota’s fuel-efficient Yaris…

Since childhood, we have been told that practice makes perfect. We have learned that nothing is achieved or improved without hard work and repetition. As the great golfer, Gary Player, once said: “The harder I practice, the luckier I get.”

All manufacturing and technical companies focus on one aspect of their general operations so that they become expert and gain a certain reputation that attracts clients who have confidence in their products and services.

Car companies are no different. For example, Porsche’s cars are dynamic to drive with supreme build quality, while Skodas are spacious and deliver great value for money.

Toyota is known for many things – and hybrid technology is right up there. The Japanese giant was the first to launch a mainstream model that combined petrol and electric drive with the Prius in 2000 (UK debut). What’s more, it’s been able to use that knowledge and expertise gained over the years to constantly improve the system and apply it to a broader range of models.

The highly successful Yaris supermini has become a hybrid-only car since its last major update in 2020 and combines a 1.5-litre three-cylinder petrol engine with a small battery and electric motor.

Now, to compete in the currently popular small SUV sector, Toyota has launched the Yaris Cross, which has the same chassis and powertrain, but rides higher and has an off-roader look.

The electric motor produces up to 79bhp and the maximum output for petrol and electric combined is 116bhp. The gearbox is an automatic continuously variable transmission (CVT) and drive is through the front wheels.

There will be a four-wheel drive option in due course but you will pay an extra £2,360 for the benefit. The range offers five levels of trim and equipment – Icon, Design, Excel, Dynamic and Premiere edition.

However, even the base Icon has keyless entry, Apple CarPlay, 16-inch alloy wheels, a rear camera, climate control and adaptive cruise control.

My test car came in Design trim with a ticket price of £24,140 and added LED lighting, 20:40:20 folding seats and 17-inch alloys, though the slightly bigger 9.0-inch infotainment screen (usually 8.0-inch) was an extra £500.

The Yaris Cross looks smart and the bodywork boasts the usual rugged black plastic wheel-arch extensions and raised ride height shared with other small SUVs. If anything it’s more baby RAV4 than big Yaris.

The interior is basically the same as the new Yaris hatchback, which means that it’s clear, functional, modern and features the latest technology.

Rear space is pretty good for two with average knee room, but would be a push for three adults. The boot is roomy at 397 litres (expanding to 1,097 litres with the rear seats flipped down). A raised and flat false floor is available on higher trim levels.

So how does all this cutting-edge hybrid technology work on the road? Is it smooth in operation and does it provide decent fuel economy?

Well, the clever electronics ensure that the Yaris runs on pure electric power up to 30mph until the battery runs out or you need extra acceleration. It then transfers to hybrid drive and the change is seamless. Engine noise is suppressed and the CVT transmission works well, as long as you don’t floor the accelerator, at which point the revs shoot up.

A dashboard display tells you how much electric driving you are doing and the state of the battery. I found that this encourages a gentler driving style which can only benefit economy.

In fact, despite an officially quoted fuel consumption of 55-60mpg, I managed to get an indicated 70mpg on a particular varied run without too much trouble. Impressive stuff. The handling is pretty good and the steering is sharp, though some may find the ride is on the firm side.

Overall, it would be wrong to call it a dynamic drive, but then it’s not designed for that. Buy the awesome GR Yaris if you want serious fun.

So, job done for the boldy styled, spacious new Yaris Cross, which works as a good value, fuel-efficient commuter or small family car.

Test Facts

Toyota Yaris Cross 1.5 VVT-i Design
Body: Five door SUV
Engine: 1.0 litre three-cylinder turbo-petrol / electric hybrid
Power: 115 bhp
Torque: 120 Nm
Top Speed: 105 mph
Acceleration: 0-60 mph in 11.2 secs
WLTP combined mpg: 54.3 to 64.1 mpg
CO2 emissions: 102 g/km
Range priced from £22,515

Toyota UK

Nissan Qashqai review

When the original Nissan Qashqai was launched back in 2007, it pioneered the crossover concept with its blend of hatchback compactness and SUV practicality.

The all-new third-generation model is the best yet. Again built in Britain, it’s set to emulate the sales success of its predecessors.

And it’s just as well that it is hugely improved because a lot has happened in 14 years and it’s now up against strong competition from the likes of the Kia Sportage, Volkswagen Tiguan, Hyundai Tucson, Peugeot 3008, Seat Ateca and Skoda Karoq.

Essentially, the new Qashqai is a step up in just about every area compared to the outgoing model which was launched in 2013 and was beginning to show its age by the end of its production run.

Still instantly recognisable as a Qashqai, the new car looks distinctive and modern – and enjoys much greater kerb appeal.

Priced from £23,985, it’s initially only available with the revised 1.3-litre turbo petrol engine from the Mk2. However, it now features 12v mild-hybrid technology and is available with 138bhp and 156bhp outputs.

There is no diesel engine option, but buyers can choose between manual and automatic transmissions, plus all-wheel-drive.

Perhaps most intriguingly, Nissan plans to bring an e-Power version to market in 2022, offering a set-up different to any other currently on sale.

Unlike self-charging hybrids, it will feature a 1.5-litre engine/electric motor/battery combo. The petrol unit is used solely to generate electricity and the wheels are driven by the electric motor.

In other words, it’s a way of bringing the advantages of an EV (ie instant torque, smooth power delivery and near-silent operation) to those who don’t want to make the jump to a fully electric car just yet. Additionally, there’s no range anxiety, better fuel efficiency and lower CO2 emissions.

For now we have to make do with the existing mild hybrid petrol engine, which is fine because it’s a refined unit. I only tested the more powerful version (156bhp) with a manual gearbox and it managed just fine, even if you won’t be troubling any hot hatches.

Nissan claims it can sprint from standstill to 60mph in 9.5 seconds and on to a top speed of 128mph, while fuel economy is 43.6mpg and CO2 emissions as low as 146g/km.

Personally I’d opt for the slick Xtronic automatic gearbox, which seems better suited to the generally relaxed driving style of the car than the six-speed manual transmission.

It’s possible to exceed the claimed fuel economy figure in everyday driving and exceed it on longer, steady runs, but considering there’s hybrid technology on board (recovering energy under deceleration and providing a small torque boost when accelerating), it’s not streets ahead of its rivals, while its emissions are average.

That said, the new Qashqai handles well and feels more agile than before, perhaps thanks to the 60kg overall weight reduction. Push it and there’s a little body lean in corners, but otherwise it offers a comfortable ride with plenty of grip, while the light steering works a treat in town.

The driving position is ideal, and just as you’d expect from a high-rider, visibility is great.

Inside, Nissan has listened to feedback from owners, so the rear doors open wider and there are more soft-touch plastics inside the cabin, for instance. There’s also a fresher, more modern look to the spacious cabin.

In fact, the wheelbase of the car has increased by 20mm, providing extra legroom for rear seat passengers, while the exterior length has grown by 35mm. There’s a slight increase in height (25mm) too, and width has expanded 32mm, making the new model larger overall.

What’s more, there’s also more storage around the cabin, while luggage capacity is a useful 504 litres, expanding to 1,447 with the rear seats folded down.

Not only can the new Qashqai carry five adults in comfort, with space for luggage, but it sports the latest technology.

The infotainment system, featuring Android Auto and Apple CarPlay connectivity, is faster and easier to use. A large digital driver’s instrument cluster is now also available, along with the latest version of Nissan’s ProPILOT semi-autonomous driving system.

All models are equipped with Nissan’s driver assistance and safety package, which includes autonomous emergency braking (AEB), adaptive cruise control, lane keep assist and blind spot monitoring.

Verdict: The competitively priced all-new Qashqai puts Nissan back in the game with its winning blend of sharp new looks, refined driving experience and practicality, plus better build quality, the latest tech and generous equipment levels.

Nissan UK

Volvo C40 Recharge review

Volvo is doing its bit to save the planet, and it has an ambitious plan for a zero emissions future.

By 2025, 50% of its global sales will consist of fully electric cars. By 2030, it aims to sell only EVs before turning “climate neutral” 10 years later.

The Swedish car maker’s latest model, the C40 Recharge, is a case in point. It’s electric-only (there will be no petrol or hybrid variants) and it’s manufactured using a variety of sustainable materials.

For instance, the carpets are made from 71 recycled plastic PET bottles, and thanks to renewable wool fibres, it’s the first Volvo to feature leather-free upholstery.

You could even say the car itself has something of a recycled feel to it because it shares its EV powertrain and much of its body with the XC40 – Volvo’s big-selling SUV.

Unlike its sibling, it’s sleeker with a lower roof line and steeply-raked rear window, while the front end introduces a new face for electric Volvos. Here, the signature Thor’s Hammer headlights are augmented with pixel technology designed to avoid dazzling other road users.

It’s also fitted with the latest version of Volvo’s infotainment system, jointly developed with Google and based on the Android operating system.

So now there’s access to Google Play apps and services like Google Assistant and Google Maps. It’s also capable of over-the-air updates, which means the car is constantly kept up to speed with the latest software.

The voice commands (prompted by “Hey Google”) usefully cut down on the swiping, pinching and scrolling otherwise needed to control the features within 9.0-inch central touchscreen.

C is for Crossover and Volvo claims the C40 Recharge provides buyers with the high seating position that its owners prefer. The reality is that there’s very little difference between the siblings apart from the design.

And I don’t mean that in a bad way because the pure electric XC40 Recharge is a fantastic package, offering the combination of style, practicality, performance and a decent range of up to 259 miles.

The C40’s lower roof line looks smarter and makes it more aerodynamic, resulting in a higher range of 273 miles.

It also differs from other models in the Volvo range because it can only be bought online and it’s also available with a ‘Care by Volvo’ package (monthly subscription from £729) which offers a warranty, servicing and roadside assistance, as well as insurance and home charging options where available.

At launch there’s just one version of the C40 Recharge available with an eye-watering ticket price of £57,400, though in time we can expect other more affordable specs.

Like the XC40 Recharge, the C40 has twin electric motors – one on the front and one on the rear axle – and is powered by a 78kWh battery that can be fast-charged from 10 to 80% in about 40 minutes (via a 150kW rapid charger).

Inside the factory

We were given a quick tour of Volvo’s impressive state-of-the-art plant at Ghent in Belgium, where the C40 is assembled on the same production line as the XC40 and V60 estate.

Volvo C40 Recharge production line in Ghent, Belgium

Volvo is increasing EV capacity at the facility to 135,000 cars per year, and already expects more than half of the plant’s production volume in 2022 to consist of fully electric cars.

On the road, the C40 offers the same combination of blistering performance and polished road manners as the XC40 Recharge.

Developing a combined 402hp, it can sprint from 0-62mph in just 4.7 seconds, which is almost supercar fast. Plant your right foot on an A road and before you know it, you’re travelling at the legal limit.

The ride is smooth and refined, the light steering is sharp and it handles well for a relatively heavy crossover.

There’s surprisingly good body control in faster, more challenging corners and plenty of traction thanks to all-wheel drive.

The brakes are progressive, which is relatively rare in EVs, and the regenerative braking system (which recovers kinetic energy otherwise lost during braking to recharge the battery) works well, especially in one-pedal mode where a simple lift off the accelerator is usually enough to slow the car down without using the brakes.

Ultimately, the C40 is a smoothie, at its best cruising. And as most EV drivers will tell you, the challenge of squeezing as much range as possible out of the battery is irresistible, so apart from the odd burst of instant-torque acceleration, it’s more about economical driving.

I have a few criticisms. I would have liked some drive modes (no Sport or Normal – just one-pedal or not). And even though the C40 Recharge ticks lots of eco-friendly boxes, the lack of leather and Scandi chic wood veneers made the interior less special to me.

The lower roofline also results in a slight headroom penalty for rear passengers six-foot or over, while the rear window itself is more post box than panoramic, so the view behind is on the challenging side.

The C40 has less boot space than the XC40 Recharge, but there’s still a useful 413 litres of luggage capacity (down from 452 litres), or a total of 1,205 litres if you flip the 60/40 split rear bench (1,328 litres). That said, rear passenger legroom is generous.

Up front there’s a 31-litre compartment under the bonnet – ideal for storing charging cables. There are also plenty of storage spaces scattered inside the cabin for phones, water bottles and other clutter.

Needless to say, like all Volvos, the C40 is packed with the latest safety and driver assistance tech as standard, including lane-keeping assist, blind-spot monitoring, rear-cross traffic alert, autonomous emergency braking (AEB) and a 360-degree parking camera which makes it easier to get in and out of tight spaces.

However, at this price the C40 is up against tough EV competition – everything from the Hyundai Kona Electric, Skoda Enyaq and Kia e-Niro up to the Ford Mustang Mach-E, Polestar 2, Audi Q4 Sportback e-tron and Mercedes EQA.

Verdict: The stylish new Volvo C40 Recharge is a class act, blending performance, practicality and refinement with a good EV range and extensive safety features. At launch, the sole top-of-the-range model is on the expensive side, but in time the C40 will become more attainable as other variants are offered.

Volvo Cars UK