estate – Pulpaddict

Skoda Superb review

We get behind the wheel of the fourth-generation Skoda Superb – and the good news is that it’s better than ever…

Skoda has a reputation for building spacious, safe, well-built, dependable cars that are great value for money, and if ever a car ticked those boxes, it’s the latest Superb.

Available as a hatchback (just ‘hatch’ in Skoda speak) or cavernous estate, it’s a fantastic family choice – especially if SUVs don’t rock your boat.

Various engine options are on offer too, including a diesel, mild-hybrid petrol, regular turbo petrol, and a plug-in hybrid that delivers an all-electric driving range of more than 70 miles.

The first thing you notice about the latest iteration of the Superb is its size. The hatch is 43mm longer and 12mm taller than its hardly small predecessor.

The estate version is 40mm longer than the outgoing model, and at 4.9 metres long, it is very big. Just to put that into context, its footprint is about the same as a Mercedes-Benz E-Class estate.

Of course, the benefit of those bigger dimensions is more interior space. Passengers have always been able to stretch out in the back – now there’s even more room.

Then there’s luggage capacity. The estate’s 690-litre boot (expanding to 1,920 litres with the rear seats down) is one of the largest of any car on sale today. The hatch’s 645/1,795 litres dimensions are pretty impressive too.

But it’s not just the fact that the Superb has grown. It’s also sleeker and various tweaks have been made to improve the aerodynamics, which improves fuel efficiency.

It’s the Superb hatch that’s the subject of this week’s review. My test car was the 1.5 TSI e-Tec 150 PS DSG in SE L trim, which means it’s one up from the entry-level SE Technology trim and it’s fitted with a 1.5-litre mild hybrid petrol engine.

Capable of up to 51.8mpg, CO2 emissions are a low 124 g/km, and it’s paired with a seven-speed automatic gearbox, while drive is via the front wheels. Packing 148bhp and 184lb ft of torque, it’s not blisteringly fast (0-62mph in 9.2 seconds), but it seems brisk enough off the mark.

The clever bit about this engine is that it’s super-efficient, and I found up to 55mpg economy is possible on long runs, which is very impressive.

Without getting too technical, the mild hybrid system consists of a 48-volt belt-driven starter-generator and a 48-volt lithium-ion battery (located under the front passenger seat).

Energy recovered during braking gives the engine an electrical boost or allows the car to coast with the engine completely switched off.

There’s also Active Cylinder Technology which enables the 1.5 TSI to switch off two cylinders when their power is not needed in order to reduce fuel consumption.

A walk through the four trim levels demonstrates how well-equipped the Superb is. Priced from £36,995, entry-level SE Technology comes with 17-inch alloy wheels, a 13-inch central infotainment display with integrated Sat Nav as well as a 10.25-inch Virtual Cockpit.

Technology includes a rear-view camera (with washer), adaptive cruise control, lane assist, traffic sign recognition, keyless start/stop, plus wireless mobile charging with an in-built cooling function.

Superb SE L adds larger 18-inch alloy wheels, rear LED lights and LED matrix beam headlights. It also has electric folding and driver side auto-dimming door mirrors with memory function.

SportLine gets extensive gloss black detailing, including 19-inch polished alloy wheels, massage function for the front seats, a lower ride height, Progressive Steering (it delivers a more agile, dynamic feel at speed) and Dynamic chassis control plus, which allows drivers to customise vehicle handling to personal preferences.

Range-topping Laurin & Klement (L&K) features a dark chrome grille surround and rib elements as well as a rear diffuser strip in the same dark chrome material. Inside, there’s a choice of either L&K Suite Black with black leather interior or the lush L&K Suite Cognac Design Selection.

There’s also a Canton sound system and ‘Progressive Dynamic Steering’, which changes the steering ratio depending on how far the wheel is turned, improving handling and agility, especially in curves and at low speeds.

A special mention for those LED matrix beam headlights which allow you to have a high beam on at all times without dazzling other road users.

The intelligent technology uses the camera on the windscreen to detect oncoming traffic, vehicles, people and objects, and shapes the beam around them. Very clever.

The multi-function push-button ‘Smart Dials’ below the infotainment screen work well too, allowing quick access to essentials such as cabin temperature, seat heating, seat ventilation, infotainment volume, fan speed, air direction, smart air conditioning and drive modes.

Inside, there’s more space than ever before, though if I’m honest, I would have preferred the option of a lower driving position.

Other than that, it’s comfortable, visibility is good and the materials (many of them are sustainable) have a quality look and feel.

On the road, the Superb continues to impress. It would be wrong to call it sporty, but it can more than hold its own. My only gripe is the gearbox which has a tendency to hold on to lower gears going downhill.

For the most part, it rides well, absorbing the worst of the lumps and bumps, though the suspension set-up might be on the stiff side for some.

It’s in its element cruising on motorways and A roads, and it’s easy to drive in town too, thanks to light, accurate steering, a tight turning circle and driver assistance gizmos.

The Superb is composed on more challenging roads. It stays flat in faster corners and there’s plenty of grip, but ultimately, it is a substantial car with an accent on economy. Think of it that way and expectations are managed.

It’s refined too, with engine and road noise only seeping into the cabin when the car is pushed.

Disappointingly, there are no drive modes on the entry-level model – instead there’s just the option to switch the gear selector stalk to ‘S’.

If you want more power, or you tow a caravan, then maybe upgrade to a Superb with a 2.0-litre petrol or diesel engine.

Finally, Euro NCAP awarded the Skoda Superb a maximum five stars in its safety tests. Named Best Family Car 2025 in the annual UK Car of the Year Awards, its competitors include the Volkswagen Passat, Peugeot 508 and BMW 3 Series.

Verdict: Hugely practical, clever, well-built and safe, the latest Skoda Superb is a remarkable all-rounder. Whether you want a load-lugger, executive express or large family car, it ticks all the right boxes.

Skoda UK

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

Vauxhall Astra Electric review

We get behind the wheel of the much-anticipated 100% electric version of the Vauxhall Astra…

The family favourite that is the Vauxhall Astra was originally launched way back in 1980.

Available as a hatchback or rakish Sports Tourer (estate), the eighth-generation model was introduced in 2022.

Initially offered as a petrol or plug-in hybrid (PHEV), it’s arguably the new pure electric version that’s the most intriguing.

One thing is for sure, it has to be good because it’s up against some stiff EV opposition from the likes of the MG4, Volkswagen ID.4, Renault Megane E-Tech Electric, Cupra Born and quirky Ora Funky Cat (GWM Ora 03).

Low-slung and sleek, it features Vauxhall’s modern new ‘Vizor’ front end which houses LED headlights, sensors for the driver aids and safety technologies, plus the bold new Griffin logo.

Based on the same platform as its Stellantis cousin (the Peugeot e-308), it’s the best-looking Astra ever.

I particularly approve of the long bonnet complete with crease running down the middle – a nod to classic Vauxhalls.

The Astra Electric has a 54kWh battery paired with a 154bhp electric motor powering the front wheels. It can sprint from 0-62mph in 9.2 seconds and has a claimed range of 258 miles (256 miles for the Sports Tourer).

Frankly, it feels quicker off the mark than the official figures suggest. Either way, it’s more than enough performance for everyday driving.

There are three drive modes (Eco, Normal and Sport). Eco dulls the throttle response which helps to maximise range, Sport ramps up the power, while Normal offers the best of both worlds.

Vauxhall says the Astra Electric’s heat pump means the electric motor can operate at maximum efficiency in hot or cold weather, and I got pretty close to the claimed 4.2 miles per kWh during my spell behind the wheel.

I’d have to spend a week or so with the car to work out how efficient it really is, but I’d estimate the Astra Electric has a real-world range of around 200 miles – more in city driving.

If you have a home wallbox, the battery will charge to 100% overnight. Hook it up to a 100kW public rapid charger and it will boost the battery from 20-80% in just 26 minutes.

Sadly there are no paddles on the steering wheel to adjust brake regeneration, but you can flick the gear selector to B-mode for more aggressive brake regen.

Priced from £37,445, there are three trim levels – Design, GS and Ultimate.

The cabin of the Astra Electric has a more conventional look than many of its EV-only competitors, but it’s attractive, if a little dark.

It’s also well put together, but there are very few soft-touch surfaces and the materials used are by no means plush.

That said, it’s comfortable, uncluttered and space is OK, while the slick new infotainment set-up, with its 10-inch driver’s digital instrument cluster and a 10-inch central display, is intuitive and works well.

It’s fairly minimalist, but thankfully there are some short-cut buttons below the centre touchscreen, so accessing the heating, for instance, doesn’t involve tapping the touchscreen.

Additionally, there’s ‘Hey Vauxhall’ voice recognition, Apple CarPlay and Android Auto connectivity, plus an impressive list of safety and driver assistance features.

If I had one quibble, it would be that I’d prefer a lower seating position – a common problem in EVs.

It’s also tighter for space in the back for adult-sized passengers, while boot capacity is an average 352 litres in the hatch (516 litres for the Sports Tourer), expanding to 1,268 litres (1,553 litres) with the rear seats folded.

The Astra Electric is easy to drive and handles well, offering a composed, if slightly firm ride.

There’s a little bit of road and wind noise on motorways, but for the most part it’s refined and comfortable on all but the poorest surfaces. Naturally, the Sports Tourer feels more substantial than the hatch, but it’s still agile and nicely balanced – despite weighing nearly 50kg more.

There’s some fun to be had in the Astra Electric, but it would be an exaggeration to call it dynamic and engaging. When pushed in Sport mode on more challenging roads, body roll is kept in check and there’s good grip, partly down to the balanced weight distribution and the positioning of the battery in the vehicle’s underbody.

Additionally, the steering is light, making it a doddle in town, but just like the Corsa Electric, the brakes aren’t very progressive.

Ultimately, the Astra Electric is a sensible family-sized introduction to electric motoring.

Verdict: The Vauxhall Astra Electric is stylish, straightforward, practical and easy to drive. However, some rivals offer a longer range for less money.

Vauxhall UK

2023 Suzuki Swace review

Suzuki’s hybrid estate has been updated for 2023, and it’s better than ever…

When the Swace was launched in 2021, it was the second fruit of a collaboration between Suzuki and Toyota. The first was the Across (a badge engineered Toyota RAV4 plug-in hybrid).

As you can see from the pictures, the Swace is a Suzuki-branded Toyota Corolla Touring Sports, and the pair are both manufactured at the Japanese giant’s plant at Burnaston, Derbyshire.

Fast forward two years and the Corolla and Swace have been treated to a mild makeover and technical upgrade.

The Swace’s refresh is subtle, to say the least. The front end has a slightly tweaked grille, lower bumper and headlight design, while there are new LED tail lights and a revised lower rear bumper which creates the illusion of twin exhausts.

The more significant changes are under the bonnet and technological.

As before, the Swace shares a 1.8-litre petrol hybrid engine with the Corolla. The updates, however, improve power by 15% from 118bhp to 138bhp, bringing the 0-62mph sprint down to 9.4 seconds, yet maintaining the car’s high fuel and emissions efficiency.

More importantly, it seems to have extended the Swace’s capacity for electric-only running (ie shutting down the petrol engine when coasting, braking and during low speed driving).

The green EV icon was lit up in the driver’s display much more than I expected, and once you get used to the hybrid system, you find yourself making a real effort to charge it up as much as possible via regenerative braking.

Officially, the Swace is capable of an impressive 62.7mpg, yet I managed a best of 71.5mpg and achieved an average of 54.5mpg without trying, while CO2 emissions are as low as 102g/km.

The extra power is noticeable and delivers a more rewarding drive. However, the Swace is still fitted with a CVT gearbox which puts you off more spirited jaunts because the revs soar if you’re heavy with your right foot, creating a temporary din in the cabin.

But don’t let that put you off. Best suited to a relaxed driving style, but it’s still a very clever and efficient full hybrid system which switches seamlessly between engine and electric power.

The Swace handles well too, with a smooth ride and controlled body roll in faster corners. There’s good overall grip, while the steering is light and precise.

There are also three drive modes – Eco, Normal and Sport. Normal provides the best balance between economy and performance, Eco is best for urban trips, while Sport sharpens up the throttle response for more adventurous runs.

Inside, the Swace offers space for five with enough head and legroom for six-footers in the back. What’s more, there’s 596 litres of boot space (expandable to 1,232 litres if you drop the back seats).

The interior’s only downside is that the Swace is fitted with Suzuki’s own 8.0-inch infotainment system in the centre console. Unless you hook it up to Apple CarPlay or Android Auto via your smartphone, it’s really only a radio/audio player, plus very limited vehicle info (ie trip/economy data) and no built-in sat nav.

More information and functionality can be found in the 7.0-inch digital driver’s display via the multi-function steering wheel, but it was a tad disappointing.

Elsewhere, materials and build quality are good, but nothing special.

Starting at £28,999, there are now just two well-equipped trim levels – Motion and Ultra.

Entry-level Motion includes heated front seats, heated steering wheel, a rear parking camera and Dynamic Radar Cruise control.

The new Ultra grade adds updated Bi-LED projector headlights, Safe Exit Assist, Smart Door locking, Front and Rear Park distance sensors, Blind Spot Monitor, Rear Cross traffic Alert, interior ambient lighting, and a centre console tray with wireless charger.

Ultimately, it’s a close-run thing between the Swace and Corolla Touring Sports. The Suzuki’s a little cheaper, but the Toyota edges it on infotainment tech.

Both have a standard three-year/60,000 miles manufacturer warranty, but the Toyota’s can be extended to up to 10 years/100,000 miles if the car is serviced at a Toyota dealer. That said, Suzuki dealers have a superb reputation when it comes to customer service. So, swings and roundabouts.

Verdict: Sleek, safe, spacious, economical and easy to live with, the refreshed Suzuki Swace should definitely be on your shortlist if you’re in the market for an affordable family estate.

Suzuki Cars UK

Dacia Jogger Hybrid review

We drive the new full hybrid version of the Jogger – Dacia’s fantastic family car…

If ever a model epitomised Dacia’s value for money philosophy, then the Jogger is it.

In fact, it’s hard to believe that the Renault-owned Romanian budget brand only entered the UK market 10 years ago.

Launched just as the cost of living crisis began to bite in 2022, the basic petrol-powered Jogger couldn’t have been better timed.

Starting at just £17,295 it’s the cheapest seven-seater on the market by far and has wowed the critics.

Its trophies include Best Large Family Car at the 2023 UK Car of the Year Awards and Best Family Car at the Autocar Awards 2023.

Now the petrol-engined Jogger has been joined by a hybrid version – a first for Dacia.

Priced from £22,595, the Dacia Jogger Hybrid 140 pairs a 1.6-litre petrol engine with a couple of electric motors and a 1.2kWh battery.

Delivering up to 56.5mpg with CO2 emissions of 112g/km, it’s able to travel at speeds of up to 43mph on electric power alone.

In fact, Dacia claims it will run in silent all-electric mode up to 80% of the time on city roads, saving up to 40% on fuel compared to an equivalent petrol-only model.

And because it’s a full (or self-charging) hybrid, there’s no need to plug it in because it charges the small battery as it drives.

Just like the rest of the Dacia range, it’s been treated to the company’s bold new brand identity – a reflection of the company’s confidence.

Some 250,000 vehicles have been sold in the UK since 2013 and Dacia’s growth shows no sign of slowing with sales up 55% in 2022.

At first sight, the Dacia Jogger Hybrid 140 is much the same as its entry-level sibling, which is no bad thing.

It’s hard to categorise though, because it’s the length of an estate car, has the ground clearance of some crossovers, and yet boasts the interior versality of a people carrier, or even a LAV (Leisure Activity Vehicle).

It shares its attractive front end, complete with straked LED headlights, with the Sandero and Sandero Stepway, while its profile is distinctive and clever.

The rear gently rises up, allowing stacks of headroom and visibility inside for passengers in the stadium-style second row of seats, where there’s already impressive legroom.

The huge tailgate opens to reveal just 212 litres of cargo space with the third row of seats in place. However, as a five-seater, you get a massive 699 litres of space. Fold these down and remove the third row of seats (easily done) and there’s a van-like 2,085-litre load bay.

What’s more, the battery is positioned under the boot (where the spare wheel goes in the regular Jogger), so there’s no loss of interior space.

Remarkably, the Jogger can genuinely seat seven people (I’m just under 6ft and I can fit in the third row), which is more than you can say for some other supposed seven-seaters for more than twice the price.

The Jogger also features Dacia’s clever roof rails, which swivel around to create a roof rack.

And a special mention for the new Sleep Pack accessory. Simple, removable and affordable, it turns the Jogger’s spacious interior into a bedroom for two in a matter of minutes!

The front cabin will be familiar to Sandero drivers, which means that it’s pretty basic and there’s no shortage of scratchy plastic, but it does the job. My only gripe is that the Jogger’s driving position is a little on the high side for my liking.

Apart from the obvious economy boost (I achieved 50mpg without even trying over a mixed driving route), the big difference is that the potent hybrid powertrain makes the Jogger experience a more relaxed affair.

The basic 108bhp 1.0-litre turbo petrol version is a punchy performer, but runs out of puff at higher speeds and probably struggles with a full complement of passengers.

The Hybrid 140 (138bhp) is a second faster to 62mph (10.1 seconds), more refined and easy-going. It also gets a clutchless automatic gearbox (the entry-level petrol makes do with a less than slick manual gearbox).

Always starting in pure electric mode, it can cover a brief distance at lower speeds before the combustion engine kicks in.

Switching between the petrol and electric motors is reasonably smooth and it’s satisfying watching EV mode flash up regularly in the driver’s instrument display, particularly when coasting along or going downhill.

Overall, it’s easy to drive with light steering and good visibility, while body lean is surprisingly well controlled when it’s hustled on twistier roads. Keep it sensible and the lightweight Jogger is nimble and good fun to drive.

There are no drive modes as such, but you can press an Eco button for extra efficiency, It dulls the driving experience, but probably makes sense in town or on motorway runs.

The automatic gearbox performs better than the CVT (continuously variable transmission) systems fitted to most hybrids, only occasionally getting caught out on hills.

If you want extra brake regeneration (useful downhill or coming up to junctions), simply slip the gear lever to ‘B’ and watch the battery charge indicator creep up.

The Dacia Jogger Hybrid 140 is available in two trims – Expression and Extreme SE. Expression includes front and rear parking sensors, reversing camera, blind spot warning, keyless entry, heated and electrically adjustable door mirrors, automatic wipers and automatic air conditioning as standard. It also gets an 8.0-inch media display, with the benefits of DAB radio, smartphone replication, Bluetooth, four speakers, Apple CarPlay and Android Auto.

The range-topping Extreme SE version adds 16-inch black alloy wheels, sliding tray tables, heated front seats and an 8.0-inch infotainment system with integrated navigation.

The only fly in the ointment for the Jogger at launch was its low Euro NCAP safety score. It was marked down for lacking some safety kit and driver assistance technology.

For the record, all Jogger models feature six airbags, autonomous emergency braking (AEB), anti-lock brakes (ABS), ESC (Electronic Stability Control) with ASR (Traction control) and Hill Start Assist (HSA) and a blind spot warning system. In other words, it’s still far safer than millions of older cars on the roads today.

It’s a shame to end on a negative note, because the Jogger is a superb all-round package, especially when every penny counts.

Verdict: The all-new Dacia Jogger Hybrid 140 doesn’t just offer fantastic value for money, it’s economical, easy to drive and a genuine seven-seater.

Dacia UK