FAMILY SUV – Pulpaddict

Volvo EX30 review

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

Volkswagen Tiguan review

We road test the latest version of VW’s biggest selling car – the Tiguan family crossover…

The Tiguan is a hugely important model for Volkswagen. Since the family crossover was first launched back in 2007, nearly eight million have been sold and it’s the German giant’s best-selling car globally.

However, there’s no time to rest on your laurels in the automotive world, so it’s welcome to the third-generation Tiguan.

It’s got its work cut out too, because its many rivals in the mid-size family SUV sector include the Nissan Qashqai, Kia Sportage, Ford Kuga, MINI Countryman and Hyundai Tucson.

On the engine front, Volkswagen has covered most bases with a choice of petrol (TSI), diesel (TDI) and mild-hybrid petrol engines (eTSI) from launch.

Later in 2024 there will be two plug-in hybrid (eHybrid) models offering offer up to 62 miles of electric range thanks to a large 19.7kWh battery.

All Tiguan models now feature automatic transmission, while 4Motion (four-wheel drive) is only available in the more powerful 2.0-litre petrol turbo (TSI) powered cars.

At 4539mm long, 1639mm tall (minus roof rails) and 1842mm wide, the new Tiguan is 30mm longer, 4mm taller and the same width as its popular predecessor.

Looks-wise, it’s fair to say that it’s more of an evolution of the outgoing model, rather than cutting-edge design.

Overall, the styling is smoother and more curvaceous (the drag coefficient has improved from 0.33 to 0.28) and its front end is not unlike its all-electric ID cousins.

At the back, there’s a full-width horizontal LED strip with classy ‘Tiguan’ lettering on the tailgate.

The biggest changes are inside, where the third-gen Tiguan has been treated to a new cabin sporting a cleaner look, improved technology, higher quality materials and more space than its predecessor.

All versions come with a 10.3-inch driver’s digital instrument panel, plus a central 12.9-inch infotainment touchscreen. A huge 15.0-inch version is also available as part of an upgrade – as is a head-up display.

The touch sliders at the bottom of the infotainment screen work better than some of the original ID models and they are now illuminated so easier to use at night. Thankfully, there are physical buttons on the steering wheel, rather than touch-sensitive controls.

There’s plenty of space for all the family, with ample head and legroom for rear passengers, plus a large 648-litre boot.

Overall, the cabin is comfortable and pleasant (if slightly business-like) place to be with good visibility and clear, intuitive instrumentation and solid build quality.

My test car was a 1.5-litre eTSI mild (48V) hybrid, pushing out 148bhp. As you’d expect, the driving position is suitably high, while the gear selector has been moved up to the right-hand side of the steering column, meaning the left stalk now controls the windscreen wipers and indicators.

Mercedes-Benz already does this, and once you get over the initial wiper/indicator activation mistakes, it kind of works, but my preference would always be for separate stalks. Additionally, there are gear-change paddles behind the steering wheel.

It’s also worth noting that Volkswagen has decided to fit a useful rotary controller down in the centre console which adjusts the radio volume and switches between drive modes (Eco, Comfort, Sport or Individual).

For the record, the Tiguan I drove is capable of 130mph with a respectable 0-62mph time of 9.1 seconds. CO2 emissions and economy are a claimed 141g/km and 45.6mpg respectively, with the latter seemingly very achievable even after a few hours of mixed driving.

On the road, the four-cylinder engine is smooth with plenty of mid-range pulling power. It will become more vocal under heavy acceleration, but for the most part it’s impressively refined.

The slick seven-speed DSG automatic gearbox works well, though it occasionally holds onto gears for a fraction too long.

It would be an exaggeration to say that the Tiguan’s ride and handling are class-leading, but they are well up to the job. The suspension is at the firmer end of the scale, but not uncomfortably so. The steering is easy and light, and the car is generally composed with good body control in faster corners, combined with ample grip.

Choose Sport mode and the throttle and gearbox are a tad more responsive, but then performance and dynamism aren’t the main priorities for the family favourite that is the Tiguan.

At launch, the Volkswagen Tiguan range consists of five trim levels (Tiguan, Life, Match, Elegance and R-Line) with prices starting at £34,075.

Verdict: Volkswagen has played it safe with the much-improved third-generation Tiguan, sticking with a winning formula of understated style, comfort and quality. The good news for families is that it now also boasts more space, it’s equipped with the latest technology and safety kit, and it’s more economical.

Volkswagen UK

Renault Austral E-Tech review

There’s no doubt that the Renault Austral E-Tech has serious kerb appeal, but what’s this classy full hybrid like to drive?

Over the years I’ve driven dozens of electric vehicles. And if you can charge from home and you’re open to a change of mindset, there’s every reason to switch.

However, running an EV is not without its issues, thanks to the patchy public charging infrastructure and high price of electricity at rapid chargers.

Which brings me to this week’s test car – the Renault Austral E-Tech. It’s a full hybrid, so there’s no need to plug it in to charge, and in theory it can travel up to 683 miles between fuel stops. No range anxiety there then!

Don’t get me wrong, I’m an EV evangelist, but for many motorists not ready to make the transition to 100% electric or without off-street parking, a full hybrid is the next best thing.

Sure, they are not as kind to the planet as EVs, but the Renault Austral E-Tech can run in EV mode for reasonable distances, emits as little as 105g/km CO2 and can achieve up to 60.1mpg.

And as full hybrids go (its rivals include the Hyundai Tucson Hybrid, Nissan Qashqai e-Power, Honda ZR-V and Toyota RAV4), it’s definitely one of the best.

About the same size as another of its competitors (the Kia Sportage), Renault’s stylish replacement for the lacklustre Kadjar is a looker.

Priced from £34,695, the range begins with the Techno, which features 19-inch alloy wheels, matrix LED headlights, flush roof bars and parking sensors with rear-view camera, plus a hands-free key card with keyless entry.

The Techno Esprit Alpine adds 20-inch wheels, black carbon fabric and Alcantara upholstery with blue stitching, heated front seats, heated steering wheel, electric power tailgate, electric driver and front passenger seats with massage function for driver, traffic/speed sign recognition, and adaptive cruise control with lane centring.

Top-of-the-range Iconic Esprit Alpine gets 4Control Advanced four-wheel steering, a 12-speaker Harman Kardon audio system, 360-degree Around View camera, panoramic sunroof, and wireless phone charging.

So, as you can see, the Austral is well equipped. Additionally, all versions get a 12-inch infotainment touchscreen, a 12.3-inch digital driver’s display, 9.3-inch head-up display, plus a range of Google services built-in, including Google Maps, Google Assistant (voice control that works), and access to Google Play.

The Austral’s 196bhp hybrid system uses a gutsy new 1.2-litre three-cylinder turbo petrol engine, two electric motors and a small 2kWh battery.

Feeling swifter than the official 0-62mph acceleration time of 8.4 seconds, the Austral can travel in EV mode up to 70mph unless you plant your right foot, in which case the engine kicks in.

And joy of joys, there’s no CVT gearbox, which means the revs don’t go sky high when accelerating. Instead, the Austral E-Tech has a seven-speed automatic transmission (which uses Renault’s Formula 1-derived clutchless technology), driving the front wheels.

Our Techno Esprit Alpine test car also had four-wheel steering, giving the Austral E-Tech a 10.1m turning circle – that’s city car levels of manoeuvrability.

On the move, it allows the rear wheels to turn in the opposite direction to the front wheels at speeds of up to 30mph, helping to increase manoeuvrability. Plus, at speeds above 30mph, the rear wheels turn in the same direction as the front wheels, for improved stability.

In fact, there’s a lot of clever stuff going on, including a suite of 30 advanced driver assistance systems (ADAS).

The Renault Austral E-Tech always starts in EV mode, then zips along smoothly, delivering an impressive blend of electric and petrol power, enhanced by impressive cabin sound deadening. If you’re in hurry, there’s a hesitation while the system decides what it’s going to do, but broadly speaking, it’s a very slick.

The ride is firm, but such is the joy of that punchy electrically-boosted powertrain, all is forgiven.

It’s set up for sporty handling, and works well. The steering is on the light side and the four-wheel steering turns in rather too eagerly initially, but you get used to it and after a while your confidence grows.

There’s also decent grip from those big wheels, and when pushed on more challenging roads, body lean is kept in check and it’s more agile than you might expect for a crossover.

There are four levels of regenerative braking accessible via the steering paddles, and after a while, you learn to charge the battery on long downhill runs or when coasting and braking, ready to deploy when needed. And the good news is that 55mpg is relatively easy to achieve, and in town you can get closer to 60mpg or more.

The Renault Austral E-Tech is dark inside – everywhere from the seats to the headlining and door cards. That said, it has a premium feel and it seems solidly put together.

There’s plenty of space up front, even if the lowest driving position is a tad high for taller drivers. Sliding rear seats allow you to juggle space between rear passengers and boot capacity. At its most generous setting, boot space is a useful 555 litres, rising to 1,455 litres with the rear seats flipped down.

So, the Austral E-Tech isn’t perfect, but after a few days it really grows on you. And let’s face it, 600-odd miles out of a tank of petrol is very welcome.

Verdict: The Renault Austral E-Tech is one of the best full hybrid family SUVs on the market. Good-looking, classy, packed with tech, practical and economical, it should definitely be on any family car shortlist.

Renault UK

Kia Sportage review

Kia ended 2021 on a high with a record UK market share of 5.5% before getting off to a cracking start in 2022.

The South Korean brand finished January as the best-selling brand (9.1% share) – a first in its 30-year history.

This success was led by the Kia Sportage, which was January’s most popular car overall, having ended 2021 as the ninth best-selling popular new car.

It’s remarkable that this family favourite was still flying out of the showrooms in 2021 and early 2022 because these were the last of the fourth generation Sportage (originally launched in 2016) models.

Which brings us to the all-new Mk 5 Sportage – one of the most striking new crossovers on the road.

Rocking a bold, confident new design, hi-tech interior and a range of petrol, diesel and hybrid (mild, self-charging) engines (with a plug-in to follow), the range is priced from £26,745 to £38,445.

There are five trim levels (2, GT-Line, 3, 4 and GT-Line S) and it will do battle the likes of the Volkswagen Tiguan, Hyundai Tucson, Nissan Qashqai and Suzuki S-Cross.

There’s no doubt that the new Sportage has serious road presence, echoing some of the futuristic styling cues of its pure electric big brother, the EV6.

Inside, the change is just as radical with a smart two-screen infotainment set-up. As standard, there’s a an 8.0-inch main touchscreen with Android Auto and Apple CarPlay and additional digital driver’s display on the right. From GT-Line spec up there’s a larger 12.3-inch screen in the centre.

The curved console is clear, bright, responsive and intuitive to use, partly down to the short-cut buttons below the screen.

We tested three variants (all using a 1.6-litre turbocharged petrol engine) – the entry-level with no electrical assistance, followed by the mild hybrid and the self-charging (or full) hybrid.

Four-wheel drive is available with any of the hybridised models, which are only fitted with automatic gearboxes, while the regular 1.6-litre car only comes with a manual box.

Apart from the obvious kerb appeal, the first thing you notice about the new Sportage is that it’s a little longer, wider and taller than the outgoing car and there’s more room inside.

Overall, it has a more mature, sharper look, it’s well put together, has a quality feel and is generously equipped.

In fact, there’s plenty of space for adults front and back, while the luggage capacity is an impressive 587 litres, expanding to a huge 1,780 litres when the 40:20:40 split rear seats are flipped.

On the road, the Sportage is easy to drive with light steering and good all-round visibility. It would be wrong to say it has the most sophisticated ride thanks to its firm suspension settings, but it does the job and remains reasonably flat when pushed in more challenging corners.

The only slight disappointment is the 1.6-litre T-GDi engine which isn’t the most engaging of units and can be vocal when pushed- a shame because the Sportage is a refined cruiser.

For the record, the conventional engine’s 148bhp is good enough for a 0-60mph sprint time of 9.9 seconds, while the mild hybrid (same engine power, but with 48V battery assistance) is slightly faster (9.4 seconds).

What’s more, on paper the claimed fuel consumption of the basic petrol turbo is 41.5mpg, compared to 40.4mpg for the mild hybrid (though in real world driving you won’t get near 40mpg), so I’m not sure that the latter is worth the extra expense.

Puzzlingly, the CO2 emissions for the all-wheel-drive mild hybrid I drove were higher (158g/km) than the regular petrol (154g/km), so where’s the benefit?

The six-speed manual has an easy shift action, while the automatic options (seven-speed dual-clutch and traditional six-speed torque-converter) are suitably smooth for the mild and full hybrids.

Obviously, if money is not the main concern, then the full hybrid is the most tempting model in the range (until the plug-in hybrid version comes along) – especially if your journeys tend to be longer. There’s extra poke, it’s a more relaxed drive generally and EV mode kicks in at low speeds or when manoeuvring.

The front-wheel drive version I tested delivers a combined 226bhp, a 0-60mph time of 7.7 seconds, fuel economy of up to 48.7mpg and emissions as low as 132g/km.

The Sportage is packed with the latest safety and driver assistance kit including autonomous emergency braking (AEB) and, as with all Kia cars, it comes with a generous seven-year warranty.

Verdict: The all-new Kia Sportage goes straight to the top of the family SUV class with its blend of striking looks, hi-tech interior, practicality, top safety features and big bang for your bucks.

Kia 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