hybrid – Pulpaddict

Honda Prelude review

The much-loved Honda Prelude is back on sale after 24 years – we get behind the wheel of the sporty two-door, now with hybrid power, at the press launch in the south of France

If you’re under 40, the significance of the return of the Honda Prelude might pass you by.

For the rest of us, the reborn coupe is an intriguing prospect, for a few reasons – not least its sleek look.

With a hint of the latest Toyota Prius up front, a rear that could grace a Porsche, and a purposeful stance, the stunning sixth-generation Prelude oozes kerb appeal.

Borrowing the tried and tested e:HEV full hybrid system from the Civic, plus the Type R’s suspension, it has classy genes.

Then there’s Honda’s new S shift system which aims to simulate a regular eight-speed transmission with wheel-mounted paddles.

Sporty coupes account for just 1% of UK sales in an automotive scene dominated by SUVs and small hatchbacks, so Honda isn’t looking to shift tens of thousands, but now there’s no Audi TT or Toyota GR86, the Prelude’s only real rival is the BMW 2 Series Coupe, so there is a business opportunity.

Priced from £40,995, the 2025 Prelude pairs a 2.0-litre petrol engine with a small 1.1kWh battery and two electric motors making a total of 181bhp and 315Nm of torque.

The engine (sadly not the turbo used in the Type R) rarely drives the wheels itself. For the most part, it’s used a generator, sending energy to the e-motors.

The result is a combination of decent performance and economy. In fact, the 0-62mph sprint time of 8.3 seconds feels faster, thanks to the electric motors’ instant torque.

Most of the time you’re likely to just select D for Drive and head off with the default “dual electric motor automatic transmission”, though the Prelude doesn’t have a mechanical gearbox as such.

If you want to enhance your involvement, Honda has developed what it calls S Shift, which is meant to emulate a regular automatic gearbox in sound and feel.

Simply press the S Shift button on the steering wheel and use the paddle shifters to change between the simulated gears.

It’s a clever system, not unlike the virtual shifts available on the Hyundai Ioniq N EV.

However, Hyundai’s version turns up the volume with more active engine noise and better-judged gear ratios, resulting in a more rewarding and involving sporty drive.

While the S Shift is a little underwhelming, it is entertaining to have the option, and it’s at its most effective in Sport mode (the others are default GT, and Comfort).

Nevertheless, the new Prelude is still one of the most entertaining hybrids on the market.

Brake hard into a corner and the system will shift down and blip the throttle for you, but don’t expect the pops and crackles of the Ioniq N.

Honda has been more successful when it comes to the front-wheel drive Prelude’s handling.

Borrowing the dual-axis struts and adaptive damping setup from the potent Civic Type R, the Prelude delivers an engaging drive, though with more of an accent on ride comfort and refinement than outright performance.

Shod with quality Continental tyres, there’s plenty of grip through more challenging corners, while the Brembo brakes are progressive (rarely the case in a hybrid) and offer serious stopping power.

The suspension may be a little stiff for some, but at least the Prelude is agile and composed with little body lean.

Owners of the regular Civic will instantly feel at home inside the Prelude, which has much the same look and feel up front.

In other words, it’s a driver-focused cockpit which includes a 10.2-inch digital instrument display, plus a 9.0-inch central touchscreen with wireless Apple CarPlay and Android Auto connectivity.

Wireless smartphone charging, an eight-speaker Bose sound system, a full suite of driver assistance and safety technology, a flat-bottomed steering wheel and supportive sports seats are also part of the package.

The driving position is suitably low and sporty, forward visibility is good, while the overall fit and finish is impressive, even if it lacks a wow factor.

As with most coupes, there’s a compromise when it comes to practicality. The truth is that the rear seats are only suitable for children. Lift the giant rear hatch and there’s a useful 264-litre load space, rising to 663 litres with the rear seats folded down.

Honda’s reputation for reliability may also be another plus point for the Prelude, along with low running costs. A claimed 54.3mpg is not be sniffed at – nor are C02 emissions of just 117g/km.

Ultimately, the new Prelude doesn’t quite live up to expectations, but it’s still a stunning, well-engineered coupe that handles well.

Verdict: The 2025 Honda Prelude has been reborn as an intriguing hybrid sports coupe. Elegant, economical, innovative and intriguing, it’s definitely worth a test drive – just don’t expect a two-door Civic Type R.

Honda UK

Toyota Prius review

I recently spent a week road testing the revelation that is the fifth-generation Toyota Prius…

When it was launched in 1997, the pioneering Prius may not have been the most attractive of cars, but it was the first mass-produced petrol-electric hybrid, and several million have been produced.

Now in its fifth iteration, it’s better than ever – and it has finally emerged as a swan.

Available only as a plug-in hybrid, the new Prius turns heads, for all the right reasons.

Once a favourite of Uber drivers, the latest version – with its futuristic, aerodynamic styling, low roofline, cool C-shaped headlights and stretched wheelbase – has a much broader appeal.

Athletic and desirable, it’s up against a variety of family hatchback PHEVs, including the Audi A3, Volkswagen Golf, Peugeot 308, Skoda Octavia and Vauxhall Astra.

Priced from £37,895, the Prius pairs a 150bhp 2.0-litre four-cylinder engine with an electric motor and 13.6kWh lithium-ion battery, giving a healthy total output of 220bhp and a claimed EV range of up to 53 miles.

All that power translates into a 0-62mph time of just 6.8 seconds and a top speed of 110mph, while CO2 emissions are as low as 12g/km.

On paper, it’s capable of as much as 564.9mpg if your journeys are modest and you keep your battery charged up. However, as with all PHEVs, on longer trips it’s simply running as a regular hybrid.

The difference with the Prius is that rather than fuel economy dropping down to the late 30s/early 40s mpg (like some rivals), this car is super-efficient.

Without much effort, I achieved 60mpg on a long run and 50mpg in everyday driving.

If I’m honest, part of the reason for that is down to the CVT auto gearbox, which revs uncomfortably high if you accelerate hard, then settles down again. In other words, a sensible, smoother driving style is the only way to avoid the engine din.

That said, the CVT is much improved, but it does dent the driving fun, which is a shame because the chassis is more than up to the job.

If you do press on, the car is agile, stays flat in more challenging corners and delivers a decent turn of speed. And because the driving position is low, you feel more involved with the car.

Grip levels are good for a front-wheel drive car, while the steering is light and, overall, the Prius feels planted.

You can choose between HEV (default) and EV modes, plus Normal, Eco and Sport drive modes too. There’s also a ‘B’ on the gear shifter, which increases the intensity of the regenerative braking, slowing the car down more effectively and charging the battery on downhill stretches of road.

Inside, there’s plenty of space up front, but taller passengers won’t be so happy in the back, where the low roofline means that headroom is compromised and getting in and out can be a struggle.

It’s not perfect up front though for taller drivers either, because in order to see the driver’s display, the steering wheel has to be lowered so it’s nearly on our lap. Peugeot drivers may be fine with that, but it’s not ideal.

Visibility is another casualty of that rakish design. It can be challenging to see round those sharply-angled A pillars. Oh, and there’s no rear wiper on that slim, tailgate window.

The infotainment system is OK and does the job, but it is pretty basic. On the plus side, it’s nice to have physical buttons for climate control, and the heated/cooling seats.

Uber drivers won’t be happy with the luggage space on offer. A shallow 284-litre boot is modest for a family hatchback-sized car.

Overall, the build quality is good, but there’s a bit too much hard, black plastic inside the cabin.

The seats are comfy though and the ride is good, ironing out all but the worst imperfections our roads have to offer.

Finally, the Prius offers peace of mind. Toyota has long been associated with reliability. Now the brand offers a market-leading warranty to back that up.

If you service your car at a Toyota dealer every year, the warranty (initially three years) continues for up to 10 years or 100,000 miles.

Verdict: If you’re looking for a super-economical family hatchback with serious kerb appeal and relaxed long-distance cruising, then the latest Toyota Prius should top your shortlist. Just remember to try before you buy because it is not without a few compromises.

Toyota UK

Renault Symbioz E-Tech review

We savour the Symbioz E-Tech – the latest addition to Renault’s growing SUV line-up…

Slotting between the Captur and Austral crossovers in the Renault range, the full hybrid Symbioz effectively replaces the Kadjar.

Competitively-priced from £29,295, it has its work cut out because it’s up against some of the UK’s most popular family cars, including the Nissan Qashqai, Kia Sportage. Hyundai Tucson and Skoda Karoq.

The attractive Symbioz is about the same size as a Qashqai and shares styling cues with the latest Captur.

Inside, it certainly has a Renault look and feel with a portrait-orientated 10.4-inch infotainment display in the middle of the dashboard, a 10.3-inch driver’s digital display and a large steering wheel. Under the touchscreen, there’s a row of climate control buttons and space to store your phone.

The infotainment system uses Google software, so Google Maps, Google Assistant and Google Play are all available. If you prefer Apple CarPlay or Android Auto, both connect wirelessly.

Overall, the dash is well laid out and intuitive, but maybe lacks the wow factor of some rivals.

The cabin as a whole is nicely put together and the quality of the materials used is good, with plenty of soft-touch surfaces higher up.

There’s an impressive amount of space too, so adults can sit comfortably in the rear seats. It also has a sliding rear bench to help maximise boot space, so it’s possible to free up 624 litres (492 litres normally), rising to a useful 1,582 litres with the 60:40 rear seats folded down.

Renault also says it has 24.7 litres of storage space inside the cabin, including seven litres in the glovebox alone.

Under the bonnet, the Symbioz uses the same ‘145’ hybrid set-up as its SUV siblings – the Captur and Arkana.

In other words, there’s a 94bhp 1.6-litre petrol engine working in conjunction with two electric motors, a small 1.2kWh battery and a six-speed automatic transmission (actually a four-speed gearbox and additional ratios courtesy of the dual electric motors).

In total, the full hybrid system (no plugging in) produces a decent 143bhp and power is sent to the front wheels (there’s no all-wheel drive option).

Renault claims a 0-62mph time of 10.6 seconds, economy of up to 60.1mpg, low CO2 emissions of 107g/km and a potential range of 630 miles on a full tank.

Interestingly, it uses a predictive hybrid driving function, which maximises use of electric boost over combustion power for lower fuel consumption

As you’d expect, the seating position is on the commanding side and there’s plenty of adjustment. Front and side visibility is good, but it’s a bit more restricted to the year. That said, a rear-view camera is standard, upgraded to 360-degree view camera on the top trim level – Iconic Esprit Alpine (the two others are Techno and Techno Esprit Alpine).

The Symbioz always starts in electric mode and it will toddle along like this for a short while before the petrol engine kicks in fairly seamlessly. It will also briefly drop into EV mode at lower speeds.

Push on, especially in Sport mode, and the engine will make itself known. What’s more, the gearing is long and it has a tendency to hold a gear for longer than necessary, and sometimes there’s a hesitancy on kickdown.

On the whole, it works well and it is an improvement on CVT hybrids where uncomfortably high revs are triggered if you do anything other than potter about.

The Symbioz feels a little faster than the official figures suggest, especially off the line, while the steering is light and precise, and the brakes are unusually progressive for a hybrid.

It also scores well when it comes to handling. The suspension is on the hard side, yet it deals with the lumps and ruts well, the tyres offer plenty of grip and it delivers tidy body control.

So, there is some fun to be had, but it is at its best cruising along on faster roads, and nipping around town.

Ultimately, the well-equipped Symbioz has a lot going for it – even if the lines are blurred between it and the its similar-sized SUV hybrid siblings.

Verdict: If you’re looking for a cool, frugal full hybrid that’s easy to drive, practical and can deliver a real-world 60mpg on long runs, plus value for money, the Renault Symbioz should definitely be on your shortlist.

Renault UK

Vauxhall Grandland review

We get to grips with the all-electric and mild hybrid versions of Vauxhall’s stylish next-generation Grandland family SUV…

If ever there was a case of a model that’s evolved for the best over the years, it’s the Vauxhall Grandland.

Originally launched in 2017 as the Grandland X, it was facelifted in 2021 (and the ‘X’ was dropped from the name), but it’s fair to say that it was never the most scintillating SUV on the market that.

The all-new second-generation Grandland is still more sensible than scintillating, but it is a more impressive proposition and deserves to be on every family SUV shortlist.

At launch, it’s available as a 100% electric (for the first time) and mild hybrid, with a plug-in hybrid to follow.

Built on the same platform as its Stellantis cousin, the Peugeot 3008, the Grandland is a good-looking, if fairly generic SUV, featuring the latest 3D iteration of Vauxhall’s signature ‘Vizor’ front end, which now houses an illuminated griffin badge and headlight bar.

There’s a central spine running down the bonnet (a nod to Vauxhalls of old) and there’s plenty of lower body cladding right across the car, while the rear gets a full-width light bar separated by lit-up Vauxhall lettering, plus a meaty upper spoiler.

Three trim levels are offered (Design, GS and Ultimate), and if you choose one of the higher specs (GS is expected to be the most popular), you’ll be able to opt for a contrasting roof, which looks much cooler.

It’s also worth mentioning that those cutting-edge headlights are what’s known as Intelli-Lux Pixel Matrix HDs, no less, and they have more than 50,000 elements. They really do bathe the road ahead in light, and the auto high beam function worked efficiently, so I didn’t get flashed once.

Inside, it’s attractive, spacious and well put together, but like most Vauxhalls, it lacks the wow factor of some competitors. The good news is that Vauxhall claims that 85% of the materials use are recyclable.

The size of the infotainment system depends on the trim chosen, so entry-level Design only gets you a 10.0-inch touchscreen, while the GS and Ultimate upgrade to a more impressive 16 inches. Thankfully, Vauxhall has kept some physical short-cut buttons below the screen and the head-up display adjustment toggle is on the door panel in front of the window switches.

The touchscreen is nothing flash in terms of colour and details, but the screen is clear, easy to use and responsive, and naturally there’s DAB radio, sat nav and Bluetooth, plus Android Auto and Apple CarPlay smartphone mirroring.

There are a lot of blacks and greys in the cabin, so it’s a tad dull, and the surfaces are a mix of soft-touch higher up, and scratchy-hard down below.

The seats are comfortable with plenty of adjustment, and there’s more than enough head and leg room in the back for taller adults.

Unlike many of its rivals, the Grandland has the same boot capacity on the mild-hybrid and 100% electric models, with 550 litres on offer (expanding to 1,645 litres with the 40:20:40 split rear bench folded down).

Visibility is mostly good, but the shallow rear window doesn’t offer the best view, which is where the reversing camera and sensors come in.

I tested the Grandland Electric and Grandland Hybrid versions on a mix of roads in Norfolk and Suffolk.

The Grandland Electric is the most impressive of the two. It gets a 73kWh battery mated to a 210bhp electric motor on the front wheels for an impressive WLTP range of up to 325 miles. Rapid charging at speeds of up to 160kW deliver a 10-80% charge in 26 minutes.

It’s also worth noting that it comes with a heat pump, for greater efficiency, as standard, yet it’s an optional extra on some rivals.

A 98kWh battery option will arrive soon, offering a superb official range of 435 miles. The 73kWh Grandland Electric’s performance is fairly sedate by EV standards, but more than enough for everyday driving with a 0-62mph time of nine seconds.

On the road, it feels more substantial than the outgoing model, and there’s a reason for that, because it’s 173mm longer, 64mm wider and 19mm taller – and its lugging around a heavy battery.

It’s fair to say that it’s not the most sophisticated ride, which is on the firm side. That said, while it doesn’t glide over bumps in the road and it’s fidgety at times, there’s decent body control in more challenging corners.

I suspect the big 20-inch wheels on my test car might not have helped with the ride quality, but overall it’s handles decently – it’s just not an engaging driving experience that will put a smile on your face.

On the plus side, its light steering is perfectly suited to urban driving and it’s refined with a whisper quiet e-motor and very little wind noise.

Three drive modes are on offer (Normal, Sport and Eco), but as ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Normal for the best blend of performance and efficiency.

Thankfully, there are steering wheel paddles, which offer three levels of brake regeneration, so there’s no need to access the touchscreen, but like so many EVs, the brake pedal lacks feel and is spongy.

Officially, energy consumption is 3.6 miles per kWh, and I got pretty close to that, so a real-world range of around 250 miles should be possible – more in city driving and warmer temperatures.

The Grandland Hybrid pairs a 1.2-litre petrol turbo with a 48V hybrid system, giving a total of 134bhp and a 0-62mph sprint of 10.2 seconds.

CO2 emissions are a low 124g/km and Vauxhall claims it can do 51mpg, though we managed around 45mpg.

As mild hybrids go, it works well. It will even run on electric-only power for short periods at slow speeds, which isn’t always the case. Apparently, the electric motor can work up to 84mph and cover 50% of town and city driving.

It seems brisker than the official acceleration figure suggests, and the six-speed dual-clutch transmission and hybrid integration work smoothly. It’s only when pushed that the little three-cylinder makes itself known.

So, the Grandland Hybrid is well suited to urban areas and cruises well enough on faster roads.

But just like its 100% electric sibling, the ride is firm, there’s a fair amount of brake pedal travel and the steering is light, again resulting in a drive that lacks involvement.

Ultimately, it’s unfair to judge the new Grandland too harshly on its driving dynamics because it’s great value compared to some of its rivals and it’s a car that’s more about practicality than performance.

The Grandland Electric is up against the likes of the Tesla Model Y, Skoda Enyaq, Renault Scenic E-Tech, Ford Explorer and Volkswagen ID.4, while the Grandland Hybrid’s competitors include the Peugeot 3008, Hyundai Tucson, Kia Sportage and Nissan Qashqai.

And starting at £34,700 (for the Hybrid) and £40,995 (Electric), the Grandland range is competitively priced.

Finally, even though it’s yet to be tested by Euro NCAP for safety, it does come with a comprehensive suite of driver assistance and safety technology as standard.

Verdict: Whether you go for the mild hybrid or 100% electric version, the stylish next-generation Vauxhall Grandland is an honest, sensible, well-equipped family SUV that delivers value for money, space, safety and practicality.

Vauxhall Motors

Subaru Crosstrek review

We spend some quality time with the all-wheel drive Crosstrek SUV – Subaru’s entry-level model…

At first glance, the all-new Subaru Crosstrek looks very much like the Subaru XV – the car it replaces.

There’s a good reason for that, because the Crosstrek is, in effect, the third generation XV. And as it’s already known in North America as the Crosstrek, so the name-change makes sense.

A rugged, raised version of the Impreza five-door hatchback, the Crosstrek has big shoes to fill, because the XV was the left-field brand’s best-selling model.

Frankly, it’s hard to pigeonhole because it is slightly smaller than some family-sized rivals (Kia Sportage) and yet bigger than most compact crossovers (Kia XCeed). Ultimately, it’s the Nissan Qashqai that’s its closest competitor in terms of size.

However, it’s the Crosstrek’s off-road capability that sets it apart. That 220mm of ground clearance is a clue, but hidden from view is Subaru’s signature ‘symmetrical’ four-wheel drive system – one of the best in the business.

Subarus are in their element off-road. Engage ‘X-Mode’ – a drive setting that takes command of the engine, transmission, AWD, brakes and other components to help you navigate challenging terrain – and you’re away.

Despite its sporty looks and regular road tyres, it’s remarkably capable, making mincemeat of deep mud tracks and slippery hills. It should also cope with flooding because of I once drove an XV through a shallow river on an off-roading day.

Priced from a reasonable £34,995, the Crosstrek comes with a 2.0-litre petrol engine that uses Subaru’s trademark ‘Boxer’ flat-four cylinder layout.

It also gets mild hybrid assistance in the form of a small 0.6kWh lithium ion battery and 16bhp electric motor, taking the e-Boxer’s total power output to 134bhp with 184Nm of torque.

Power is sent to all four wheels via Subaru’s Lineartronic CVT automatic gearbox, which is still my biggest bugbear.

Despite the simulated ‘steps’, if you push on, the engine revs uncomfortably high making for noisy progress.

It’s fine at lower speeds and will even run in electric mode for short periods in traffic, but it doesn’t take much provocation for the engine to kick in.

There are paddles behind the steering wheel if you prefer to change gear yourself, but this solution is not hugely effective in practice, so it’s just easier to drive gently.

On paper, the Crosstrek has a 0-62mph acceleration time of 10.8 seconds and a top speed of 123mph, while fuel economy is just 36.8mpg and CO2 emissions are a disappointing 174g/km. On the plus side, I managed around 40mpg in mixed driving.

On the road, the Crosstrek feels substantial and the ride is firm, but thankfully it still manages to soak up most of the lumps and bumps.

The steering is nicely weighted and accurate and there’s surprisingly little body roll in more challenging corners.

Overall, it not as nimble as a standard family hatchback, but it does feel more agile than most SUVs. Crucially though – it won’t put a smile on your face because the CVT neuters the car.

If you prefer a high driving position, then you’ll like the Crosstrek. It’s a tad too commanding for me, but I suspect I’m in the minority.

That said, the seats are comfortable with plenty of adjustment, while the top spec ‘Touring’ trim (the entry-level is ‘Limited’) gets classy leather upholstery which looks like it will be particularly hard-wearing.

There’s an 11.6-inch portrait infotainment screen in the centre console, which does the job, but it’s not exactly cutting edge. What’s more, the ‘Limited’ trim level doesn’t even get integrated sat nav.

Thankfully, some physical buttons have been retained, while the analogue dials for the instruments ahead of the driver look old school.

Overall, the build quality of the interior is good, but it looks a little dated and there are far too many scratchy black surfaces.

There’s a decent amount of space in the back, though taller passengers may struggle for headroom, while the boot is a modest 315 litres (well down on its rivals), expanding to 922 litres with the 60:40-split rear seats flipped down. For the record, the towing capacity is a reasonable 1,270kg.

It’s also worth mentioning that the Crosstrek was awarded a maximum five stars by Euro NCAP and it’s full loaded with safety and driver assistance tech.

So, the Crosstrek 4×4 is a mixed bag, but if you can live with the CVT automatic gearbox, then you’re unlikely to find a more reasonably-priced, trustworthy, go-anywhere automotive companion.

Verdict: The Subaru Crosstrek deserves to be on your SUV shortlist if you want to stand out from the crowd and drive a car that’s safe, dependable and extremely capable when the going gets tough.

Subaru UK