estate car – Pulpaddict

Mercedes-Benz E-Class Estate review

We rack up some serious miles in the best all-round luxury estate car on the market…

I’ve driven 100 or so new cars this year. Most have been 100% electric and petrol-hybrid SUVs – leaving just a few pure petrol and diesel cars.

The subject of this week’s road test, the Mercedes-Benz E 220 d, is one of the “few”. It’s also the only new estate car I’ve driven in 2024, such is the domination of high-riding crossovers.

Thanks to the demonisation of diesels, UK sales have plummeted from a 38% share in 2016-19, to less than 10% now.

What’s more, that could fall to as little as 3% in the next four years due to the “legislative direction” around zero-emissions vehicles, warns industry analyst Cox Automotive.

So, diesels are a dying breed, but there’s no doubt that if you’re a high mileage driver, they still make complete sense.

A round-trip of some 600 miles up to the north-east over a long weekend resulted in fuel economy of around 55mpg, which was even more impressive given that I had four adult passengers and luggage. And with a massive tank capacity, it meant that the whole journey could be achieved without a fuel stop.

Spacious and comfortable inside the cabin, there was also ample room in the boot for the various cases and bags (615 litres, or 1,830 litres with the back seats flipped), while the car itself is a handsome beast. Priced from £57,780, it’s not ridiculously expensive either.

Of course, the Mercedes-Benz E-Class Estate is not just available as a diesel. There’s also a choice of petrol and diesel mild hybrids, plus a plug-in hybrid (PHEV).

My test car was a 220 d, which has a 2.0-litre diesel engine producing 194bhp, though if you’re after more power and a silky six-cylinder, then a 450 d with 362bhp will you tick your box.

The 220 d has ample pulling power (440Nm of torque), and can hit 62mph from standstill in 7.6 seconds, while CO2 emissions are 136g/km. The 450 d gets all-wheel drive and has mild hybrid technology to provide some electrical assistance. It’s capable of completing the 0-62mph sprint in just 4.8 seconds, torque is 750Nm and CO2 emissions are as low as 164g/km.

For me, the 220 d is the sweet spot in the range because it offers value for money, and it’s the best balance between power and economy.

For the record, claimed combined WLTP fuel economy for the 220 d is as high as 56.5mpg, while the 450 d manages 44.9mpg.

At nearly five metres long, you might expect the Mercedes-Benz E-Class Estate to handle like a barge.

Well, it’s fair to say that it’s at its best effortlessly cruising motorways. It’s fine on twisty roads too, though there is some body lean in more challenging corners. In other words, this is a load-lugger set up more for comfort than outright driving engagement.

It floats over bumps, partly down to the rear axle air suspension, and it rarely becomes unsettled. The steering is on the numb side, but is light and quick.

Obviously, it feels substantial in urban environments and there isn’t the high driving position you get in an SUV, but all-round visibility is surprisingly good, and there are cameras and sensors to help out with manoeuvres.

The Mercedes-Benz E 220 d is refined for the most part with low wind and road noise, and the four-cylinder engine only becomes vocal under hard acceleration.

Drive is to the rear wheels and overall grip is excellent, while the sometimes lethargic nine-speed automatic gearbox makes for low cruising revs.

Overall, it’s a lovely place to be, and with the low driving position, far more involving to drive than an SUV.

Mercedes-Benz interiors are always impressive, and the E-Class estate is no exception.

Classy and faultlessly finished, there’s plenty of leather and soft-touch surfaces, while the technology is a treat.

My car came with a 14.5-inch central infotainment display in the centre, which also incorporates simple climate controls, plus a physical shortcuts strip below for adjusting drive modes, for instance.

Then there’s a 12.3-inch driver’s display and an optional 12.3-inch touchscreen for the front-seat passenger – ideal for surfing or watching videos – and invisible to the driver.

The infotainment screens are slick and clear, but the touch-sensitive pads on the steering wheel are a tad frustrating.

Priced from £57,780, the Mercedes-Benz E-Class Estate range is also loaded with safety and driver assistance tech, which helped it gain a maximum five-star Euro NCAP score.

Verdict: Elegant, frugal, safe, spacious, packed with tech and beautifully finished, the Mercedes-Benz E 220 d is a class act. If you travel long distances and you’re looking for a luxury load-lugger, look no further.

Mercedes-Benz Cars UK

MG5 EV review

We road test the facelifted MG5 – currently the only fully electric estate car on sale in the UK…

Cards on table time – I’m a big fan of the MG5 EV. When I reviewed the original version in 2021, I concluded that it “may not be the sexiest estate car on the market today, but it does offer honest, practical, electric motoring at an affordable price”.

I stand by that, and I’m pleased to say that MG has worked wonders with the new version, so it’s better than ever.

The ‘5’ has been a big success, helping to deliver record-breaking sales for the “UK’s fastest-growing mainstream car brand”. It’s also won several prestigious awards.

So, what’s new about the 2022 MG5? Well, an extensive exterior makeover has transformed the car from dowdy to attractive.

It now has a sleeker appearance and features an updated interior complete with a new 10.25-inch infotainment system, capable of supporting iSMART connected car functionality through MG’s dedicated smartphone app.

The new MG5 EV can now tow up to 500Kg and is also equipped with Vehicle-To-Load (V2L) capability, meaning it can power other electric devices such as camping equipment using the energy stored in the battery.

Priced from £30,995, it’s offered in two specs – SE Long Range or Trophy Long Range.

Both are identical mechanically – the latter simply comes with more goodies, such as 17-inch alloy wheels, heated front seats and rear privacy glass.

That’s not to say the that the SE isn’t well equipped – a 10.25-inch centre touchscreen, 7.0-inch digital driver’s display, MG Pilot (an extensive suite of safety and driver assistance features), plus automatic LED headlights and tail-lights, roof rails, rear parking camera and Apple CarPlay/Android Auto are all standard.

And if safety is a priority, then you’re in for a treat. The MG Pilot suite includes AEB (autonomous emergency braking), adaptive cruise control, lane-keep assist and automatic headlights.

Featuring a 61.1kWh battery which powers a 154bhp electric motor on the front axle, it has an official range of 250 miles. Top speed is 115mph and it can sprint from 0-62mph in just 7.7 seconds.

More importantly for some, it’s incredibly practical. There’s plenty of room inside for up to five passengers, with two ISOFIX child-seat mounting points in the back.

The large boot, accessed via a wide tailgate opening, delivers a maximum 578 litres of capacity (loaded to the roof), rising to 1,367 litres with the 60:40 rear seats folded down.

Compared to the outgoing model, the cabin now feels more modern, and it’s well put together, but there is still a fair amount of hard black plastic up high.

Slip inside and it’s immediately obvious that the MG5 sits much lower than most EVs, which tend to be SUVs or taller hatchbacks.

It’s also a doddle to drive with an intuitively laid out dashboard and controls. Just select ‘D’ on the dial in the centre console and you’re off.

Light steering and good visibility help in town, while longer journeys are effortless, relaxing and refined.

There’s a choice of Eco, Normal and Sport, but I found that Eco was just fine for everyday driving. There are also three levels of regenerative braking to choose from, so adding the odd mile when coasting, braking or on downhill stretches is very possible.

Feeling faster than the official acceleration figure suggests, it’s more than capable of surprising other drivers off the line.

However, it’s no match for a conventionally powered estate like a Ford Focus in the handling department. Thanks to its soft suspension, there’s some body lean in faster corners, and it can become a little unsettled if pushed hard on more challenging roads.

But then, the MG5 isn’t meant to compete with established performance estates – it’s all about value for money and zero emissions.

The MG5 can be fully charged overnight at home or to 80% at a 50kW fast charger in 50 minutes (or in 40 minutes via a 100kW rapid charger).

As with all EVs, real world range drops by around 20%, so I’d say close on 200 miles is realistic, which is more than enough for most drivers.

And like all MG models, there’s peace of mind too because it comes with a seven-year/80,000-mile warranty.

Verdict: The new, improved MG5 electric estate is better than ever. A stylish, facelifted exterior and new infotainment system inside make it even more appealing than before. Add practicality, comfort, a decent range and a generous warranty, and there’s no reason why it shouldn’t be on everyone’s affordable family car shortlist.

MG Motor UK

Genesis G70 Shooting Brake review

We drive the latest model from Genesis – the new prestige brand from South Korea.

Genesis would probably rather we didn’t mention the ‘H’ or ‘K’ words, but it would be odd not to add some context to the arrival of Genesis in Europe.

Already well known in its home market, as well as the US, Canada, Russia, the Middle East and Australia, Genesis is the luxury arm of the Hyundai Motor Group, meaning its other sister brand is Kia. Think Lexus/Hyundai and Infiniti/Nissan.

Of course, in Europe it faces a tough task, especially when it comes to stealing sales from the German big three – BMW, Audi and Mercedes-Benz.

However, it does have a few tricks up its sleeve to entice buyers, most notably a unique buying experience, generous warranty and VIP aftercare package.

There are no dealerships. Instead, you visit a studio where you can interact with a Genesis Personal Assistant (GPA), who’s under no pressure to make a sale and is employed on a commission-free basis.

It’s hoped the GPA will remain a direct point of contact throughout your ownership experience, delivering cars for test drives and purchases, and collecting your car for servicing (providing a like-for-like Genesis while your car is away).

What’s more, the 5-Year Care Plan includes servicing, roadside assistance, courtesy car, mapping and over-the-air software updates.

Anyway, enough about the Genesis concept, what about the all-new G70 Shooting Brake? Well, not only is its name steeped in history, but it’s also one of the most elegant estate cars on the market.

Only available in Europe, it competes with the Audi A4 Avant, BMW 3 Series Touring, Mercedes C-Class Estate, plus the Volvo V60.

Just like the Genesis G70/G80 saloons and GV70/GV80s SUVs launched in 2021, the G70 Shooting Brake is offered with a choice of conventional petrol and diesel engines. Yes, strangely for a new brand, there’s no hybrid assistance, let alone a pure electric version.

All that will change later in 2022 when Genesis launches its first fully electric cars, then from 2025 it will only roll out EVs.

The engine choice for the G70 Shooting Brake is between a 2.0-litre petrol (194bhp or 241bhp outputs), or a 197bhp 2.2-litre diesel.

All the units have four cylinders and a turbo, feeding their power to the rear wheels via an eight-speed automatic gearbox.

We tested G70 Shooting Brakes fitted with the diesel unit and the most powerful petrol engine.

Competitively priced from £35,250 to £41,880 (the 5-Year Care Plan is included), there are three generously equipped trim levels on offer – Premium Line, Luxury Line and Sport.

It’s packed with the latest safety kit too, including autonomous emergency braking (AEB), adaptive cruise control, lane-keeping assist and blind-spot collision avoidance tech.

Inside, it oozes quality and it’s been well put together. There’s plenty of space up front, but it’s slightly cosier in the back, especially for an adult passenger sitting behind a taller driver. In fact, if the driver sits low in the car there’s no room for the rear seat passenger to place their feet under the front seat.

With that caveat, the cabin is a comfortable, plush place to be and there’s a decent 465 litres of luggage capacity (expanding to 1,535 litres with the rear seats flipped).

There’s a conventional layout for the driver, so thankfully there are still a few dials and knobs alongside the 10.25-inch touchscreen, while the seating position is superb.

Overall, the G70 Shooting Brake handles well. The combination of supple ride, sharp steering, balanced suspension setup, grip and body control are impressive.

The petrol’s 0-62mph time of 6.9 seconds is quicker than the diesel (7.7 seconds) and respectable, rather than smile-on-your-face territory.

There are four driving modes (Eco, Comfort, Sport and Sport ). We spent most of our time in Comfort (perfect for cruising).

Sport adds a little more urgency, especially in the torquey diesel, which also benefits from a piped in engine growl when you put your foot down.

The eight-speed auto is fine, but it will frustrate more spirited drivers because it has a tendency to hold onto lower gears, especially with the petrol.

If the lack of any form of electrification is a surprise, then the economy offered by both the petrol and diesel engines is positively old school.

On paper the diesel can manage up to 41.8mpg, but we couldn’t get higher than mid-30s, while the petrol has a claimed high of 30.2mpg (real world early/mid 20s, unless driven like a saint). CO2 emissions are up to 182.1g/km and 217.4g/km respectively.

Verdict: The sleek, elegant Genesis G70 Shooting Brake combines plush materials and excellent build quality with a sporty yet comfortable drive. Go for it if you want a VIP owning experience and you like standing out from the crowd.

Genesis UK

MG5 EV review

We test the affordable electric estate that’s proving to be a surprise sales success

MG may not be the iconic British sports car maker that it once was, but it’s thriving as a bargain brand under Chinese ownership.

In September 2021 MG Motor UK achieved its highest ever monthly sales in the UK, passing 5,000 registrations for the first time ever with sales up 61.2% year-on-year.

Much of the success was driven by MG’s pure electric models, the ZS and MG5. And even though it was only launched in late 2020, the MG5 was the seventh best-selling pure EV in the UK in September.

As an all-electric estate, the MG5 currently occupies a unique niche in the zero emissions market.

It may not be the most handsome load-lugger on the market, but just like its crossover-styled sibling, the ZS, it’s a spacious, seriously affordable family car.

Priced from £25,095 (after the Government’s £2,500 plug-in grant) it’s available with two battery sizes (52.5kWh and 61.1kWh), giving a claimed range of 214 and 250 miles respectively. Both have a 115kW (154bhp) electric motor.

And while the MG5’s range isn’t nudging the 300-mile range mark, it’s way ahead of many similarly priced cars, some of which are unable to reach 150 miles on a single charge (eg MINI Electric, Honda E and Mazda MX-30).

The MG5 sits much lower than most EVs, with the water-cooled battery pack integrated into the car’s chassis, giving it a surprisingly sleek profile..

Some may find it slightly nondescript from the front, but plenty of buyers have no problem with its styling judging by the amount I’ve seen on the roads in and around London.

It’s perfectly acceptable inside too, if slightly dated, but there’s no debate over the space on offer. The large boot, accessed via a wide tailgate opening, delivers 464 litres of capacity with the rear seats up and load cover in place, expanding to an impressive 578 litres with the load cover retracted. Fold the 60:40 rear seat and the load capacity increases to a mighty 1,456 litres.

Additionally, there’s also plenty of room inside for up to five passengers, with two ISOFIX child-seat mounting points in the back.

The interior design isn’t flash and there’s no shortage of hard plastic surfaces, but it’s well equipped with an 8.0-inch infotainment touchscreen (inc Apple CarPlay and Android Auto) as standard, plus automatic headlights, cruise control, 16-inch alloy wheels and air-conditioning. Move up a grade and you get leather-style upholstery, heated front seats, keyless entry, navigation and electrically folding and heated door mirrors.

The flagship ‘long range’ version (starting at just £26,495) gets MG Pilot as standard, featuring a selection of safety and driver assistance goodies, including Active Emergency Braking, Lane Keep Assist, Adaptive Cruise Control, Traffic Jam Assist, Intelligent High Beam Assist and Intelligent Speed Limit Assist.

I tested the entry-level 214-mile range MG5 EV. And with a 0-60mph time of 7.3 seconds, it’s no slouch, so you’ll surprise many a hot hatch driver on the road.

It can be fully charged overnight at home or to 80% at a 50kW fast charger in 50 minutes, or in 40 minutes via a 100kW rapid charger.

Needless to say, there’s no engine noise, and the MG5 does a good job of keeping the outside world outside with little tyre, traffic and wind noise penetrating the cabin.

However, it’s no match for a conventionally-powered estate like a Ford Focus in the handling department. Thanks to its soft suspension, it will lean in fast corners and even become a little unsettled if pushed hard on challenging country roads.

But then, it isn’t meant to compete with the Tourings and Avants of this world – the MG5 is all about value for money.

It’s also easy to drive and comfortable – just select ‘D’ on the dinky dial in the centre console and away you go. The steering is light too, making town driving a doddle, while long journeys are effortless and relaxing.

There’s a choice of Eco, Normal and Sport, but I found that Eco was just fine. There are also three levels of regenerative braking to choose from, so adding the odd mile when coasting, braking or on downhill stretches is very possible.

I didn’t quite manage the claimed range, but I’d say 180-190 is realistic, which is more than enough for most drivers.

As with all MG models, there’s peace of mind too because it comes with a generous seven-year/80,000-mile warranty.

Verdict: The MG5 EV may not be the sexiest estate car on the market today, but it does offer honest, practical, electric motoring at an affordable price.

MG Motor UK