Hyundai Tucson – Pulpaddict

Jaecoo 7 SHS review

We drive the eye-catching Jaecoo 7 SUV – the promising first model from a Chinese company new to the UK

For a brand that only launched here at the beginning of the year, Jaecoo’s success has been stellar.

According to data from the Society of Motor Manufacturers and Traders (SMMT), the Jaecoo 7 SHS was the UK’s best-selling plug-in hybrid in August. Of course, time will tell whether it can maintain that kind of sales momentum, but that achievement alone is nothing short of remarkable.

Sister company to Omoda, which debuted in 2024, and ultimately owned by Chinese giant Chery, Jaecoo focuses on SUVs, so it has its work cut out in this fiercely competitive segment.

Aggressive pricing and a seven-year/100,000-mile warranty helps, but joint Jaecoo-Omoda dealerships are also spreading fast, helping to create an awareness and peace of mind which must make them the envy of some other new Chinese brands.

A mid-sized SUV/crossover, the Jaecoo 7 has its sights on everything from the Kia Sportage and MG HS, to the Range Rover Evoque and Audi Q3.

It’s not without kerb appeal either. If you look beyond the huge front grille with chrome-trimmed vertical slats, it bears more than a passing resemblance to the Range Rover Evoque and Velar, while the interior is surprisingly plush at first sight.

Two Jaecoo 7 models are available. A straight petrol with two or four-wheel drive, starting at just £30,115, or a petrol plug-in hybrid (badged SHS, or “Super Hybrid System”), priced from £35,165 (FWD only).

And it was the latter that provided my introduction to the brand.

Pairing a 1.5-litre four-cylinder petrol turbo engine with two electric motors and 18.3kWh battery, it delivers a total of 201bhp to the front wheels.

This results in a 0-62mph dash in 8.5 seconds, and with a full charge, it can achieve an electric-only range of up to 56 miles, according to official WLTP figures.

In theory, the combination of petrol and electric power gives the Jaecoo 7 SHS a long total range of up to 745 miles, while fuel economy of up to 403mpg is possible.

Inside, the cabin is spacious and light, and the driving position is on the high side for my liking. My only other slight gripe is the steering column which could do with a greater telescopic reach adjustment.

Rear seat passengers (up to five) have plenty of space, though the 412-litre boot capacity (expanding to 1,335 litres with the rear seats flipped down) is average for a car of this size.

It’s fairly minimalist up front with a huge reliance on the big 14.8 infotainment touchscreen. Even the climate system is controlled via the touchscreen, rather than physical dial. A cardinal sin in my book.

Prodding and swiping a screen isn’t ideal on the move, and sure enough, the distraction warning is triggered as soon as you take your eyes off the road.

Add that to the other alerts for speed and lane departure, and it makes for a frustrating driving experience. That said, it’s not unusual with new cars these days, and if you look hard enough, it is possible to switch some of them off.

On the plus side, the Jaecoo 7’s tech helped it score a maximum five stars in Euro NACP safety tests.

Other goodies in this high-spec Jaecoo 7 SHS include a head-up display, heated rear seats, tinted windows, and an eight-speaker Sony sound system.

Build quality is good, though on closer inspection, some of the materials used aren’t quite as classy and there are some hard, scratchy plastics down below.

On the road, the big takeaway is that the SHS hybrid system is clever and very slick, delivering an EV driving feel, with ample torque and straight-line speed.

Unlike most other plug-in hybrids, the Jaecoo 7 never lets the battery fall to 0%, so even once you’ve used most of the electric-only range on offer, the engine acts more like a generator.

It’s only at higher speeds or during particularly aggressive acceleration that the engine kicks in to drive the wheels. It’s a tad harsh when it does, but then it’s such a contrast to the otherwise serene cabin.

For most buyers, the general driving experience will be fine, but for those who enjoy more dynamism sophistication, it will disappoint.

From the ultra-light steering to the firm ride and tendency to wallow, it won’t put a smile on your face.

However, it’s a lovely cruiser, and driven sensibly, most buyers will be happy with their purchase.

It’s just a shame this plug-in hybrid doesn’t give you the confidence that all-wheel drive offers, especially in slippery conditions. That said, it still has a ground clearance of 200mm and a wading depth of 600mm, which could come in useful on extreme weather days.

Unusually for an PHEV, the battery can recharge at up to 40kW, and it can be boosted from 30-80% capacity in just 20 minutes at a fast charger. Of course, you can still plug it in at home for a more leisurely 6.5 hours.

So, if you’re not a high miler, keep your battery charged up, and run around in EV mode, your visits to the service station for petrol could become rare events. Even if you use the Jaecoo 7 on longer journeys, 50-55mpg is achievable.

Ultimately, the Jaecoo 7 is a mixed bag and would benefit from a more engaging driving experience, but as a first effort, it’s impressive and deserves its success.

Verdict: If you’re looking for an efficient, generously-equipped family SUV that stands out from the crowd and offers serious value for money, then the Jaecoo 7 SHS should be near the top of your shortlist. Now add the seven-year/100,000-mile warranty, top safety rating and fast-growing dealership network, and it’s definitely worth a test drive.

Jaecoo UK

Subaru Forester review

We get to grips with the very capable Subaru Forester, now in its sixth generation…

Subaru is still something of a hidden gem in the UK. Elsewhere, in countries such as the US and Australia, the Japanese company’s cars are more appreciated and sell in much bigger numbers.

The brand’s capable 4x4s are renowned for their durability and owners are intensely loyal, holding onto their cars for longer than any rivals.

Nevertheless, here in Britain, buying a Subaru is still seen as a left-field choice – and the range-topping Forester is a prime example.

Since it was first launched in 1997, more than five million Foresters have been sold globally and it’s the third biggest-selling Subaru model in Europe.

Now in its sixth generation, the family-sized SUV has been treated to a makeover inside and out, and a technology upgrade.

Only available as a mild-hybrid and permanent all-wheel drive, it’s powered by the same 2.0-litre ‘e-boxer’ petrol engine as before (power reduced from 148bhp to 134bhp), and again is paired with a tiny battery and electric motor.

Subaru claims the engine features “24 technical improvements”. Unfortunately, this hasn’t translated into a much-needed economy boost.

The Mk5 managed just 34.7mpg with CO2 emissions are 185g/km – the 2025 model has an official fuel consumption of 34.9mpg and CO2 emissions of 183g/km.

In other words, it struggles up against its rivals, which include the Toyota RAV4, Honda CR-V, Volkswagen Tiguan, Kia Sportage, Nissan X-Trail or Hyundai Tucson.

Priced from £39,995, Subaru has kept things simple with three trim levels, all featuring the same powertrain.

Entry-level Limited includes 18-inch alloy wheels, heated and electrically adjustable front seats, 360-degree parking cameras, and a wireless phone charger, alongside Subaru’s comprehensive Eyesight safety suite.

Stepping up to Field trim brings extra goodies including a heated steering wheel, powered tailgate, and an integrated sat-nav with What3Words functionality.

The range-topping Touring model I tested (priced at £44,100) adds larger 19-inch wheels, heated rear seats, and a panoramic sunroof.

First impressions are mixed. It’s sharper looking than its predecessor, but it’s more of an evolution of a distinctive, yet conservative design.

Inside it’s much improved and modern with an 11.6-inch central touchscreen, compatible with Apple CarPlay and Android Auto, plus a refreshing mix of physical controls. While the infotainment system isn’t cutting edge, the whole set-up is much better than before.

There’s a marvellously spacious feel, with loads of leg and headroom front and back, plus a 508-litre boot capacity (expanding to 1,720 litres when the rear seats are folded).

Maybe finished more for durability than luxury, the Forester’s cabin boasts solid build quality, comfortable seats and superb visibility.

There’s a commanding view of the road from the driver’s seat, and all in all, it’s a refined driving experience as long as you keep things smooth and leisurely.

Put your foot down and the CVT automatic gearbox does its worst. Despite the artificial, or stepped, gear changes that Subaru has programmed in, the engine revs uncomfortably high making for noisy progress. It soon settles down, but getting anywhere near the claimed 0-62mph acceleration time of around 12 seconds requires serious determination.

That said, the ride is comfortable and the Forester’s suspension soaks up the worst of the bumps – it’s just not the kind of car that will put a smile on your face.

While there’s plenty of traction and it holds on pretty well in corners, the steering is numb and, ultimately, the Forester is at its best cruising along – or off-road.

Select X-Mode, with Snow/Dirt and Deep Snow/Mud options, to optimise the permanent symmetrical all-wheel drive for all conditions.

To say that it’s effortless on the rough stuff would be an understatement – its agility and the degree of traction available is nothing short of remarkable.

So, if you live out in the sticks like me, the Forester really is a go-anywhere vehicle, and it’s also capable of dealing with extreme weather.

For the record, the Forester has a generous 220mm of ground clearance and a confidence-inspiring 500mm wading depth. It also has an impressive towing capacity of 1,870kg.

Ultimately, the sixth-generation Subaru Forester is an improvement, but real-world MPG in the late 20s/early 30s is disappointing given the hybrid technology on tap.

Verdict: The latest Subaru Forester is a solid SUV choice. Safe, spacious, well equipped and hugely impressive off-road, it’s just a shame that it’s uninspiring to drive as an everyday car and not as efficient as some rivals.

Subaru UK

KGM Actyon review

We road test the all-new KGM Actyon, a striking SUV from the company formerly known as SsangYong…

Thanks to the huge success of Hyundai and Kia, it’s often forgotten that South Korea is also the home of KGM.

To cut a long story short, SsangYong Motor UK rebranded to KGM Motors in the UK in 2024 after the acquisition of the SsangYong Motor Company in Korea by the KG Group in 2022.

Even though the company can trace its heritage back to 1954, it’s fair to say that its cars haven’t exactly set the world on fire.

What’s more, its current bestseller isn’t a car at all – it’s the award-winning Musso pick-up – most recently 4×4 Magazine’s Best Value Pick-Up for 2024, no less.

The Actyon (pronounced act-e-yon) is marketed as a “coupe SUV” by KGM, though it doesn’t have a fastback-style sloping rear roofline like others in that category.

The first new KGM model, the Actyon is based on the same platform as the slightly smaller Torres SUV, and it has the big-selling Kia Sportage in its sights.

Other possible rivals include the Toyota RAV4, Vauxhall Grandland, Skoda Kodiaq, MG HS, Honda CR-V, Nissan X-Trail and Hyundai Tucson.

The KGM Actyon certainly has kerb appeal. It has a rakish profile with a chunky C-pillar and big 20-inch wheels, a distinctive front end featuring slim lights and a grille that’s supposed to evoke the lines of the South Korean flag, plus a rear with hints of the Range Rover Velar.

If the exterior is a pleasant surprise, the interior continues to impress. The Actyon is more upmarket than you might have expected, with hand-stitched black Nappa leather seats and classy materials such as suede and wood-effect trim.

There are 12.3-inch dashboard screens side-by-side – a central infotainment featuring TomTom navigation, Apple CarPlay, Android Auto, media and climate controls, plus a driver’s display with the essentials.

Thankfully, KGM hasn’t done a Tesla and gone all minimalist, and there’s a big shortcut button on the almost-hexagonal steering wheel, which can be configured. The infotainment screen graphics are not top-notch, but work well enough. As with all touchscreen-based infotainment, there’s just a tad too much prodding and swiping.

Then there’s the massive sense of space inside the cabin. There’s no seven-seat option, but rear passengers can stretch out and headroom is no issue either. With a large 668-litre boot, which expands to 1,568 litres with the 60:40 rear seats folded down, it ticks lots of boxes.

Priced from just £36,995, it represents a lot of car for your money. KGM have kept it simple too, because there’s just one full-loaded trim level. So, goodies such as a hands-free kick-motion power tailgate, front and rear heated seats, ventilated front seats, heated steering wheel and remote rear-seat heating control are all standard.

The only engine option is a 1.5-litre four-cylinder petrol turbo which develops 161bhp and is paired with a six-speed automatic gearbox, while drive is via the front wheels.

It’s packed with safety and driver assistance tech too, so you’ll find everything from adaptive cruise control to lane-keeping assist and autonomous emergency braking (AEB).

The KGM Actyon is a bit of a revelation on the road. There’s a commanding view over the chunky bonnet thanks to the high driving position and visibility is generally good. Those big rear pillars can result in a bit of blind spot when reversing, but the 360-degree 3D surround view camera system takes care of that.

The Actyon feels substantial and the ride is a tad firm, but not uncomfortably so. On the plus side, when it’s pushed in faster corners it stays remarkably flat.

The steering is nicely weighted and it bowls along nicely with good grip and decent traction for a front-wheel drive SUV.

The engine may seem small for a big car, but it’s gutsy and the Actyon feels faster than its 10.8-second 0-62mph time would suggest. It’s refined too for the most part, only becoming harsh under aggressive acceleration.

In-cabin refinement is helped by a set of Michelin noise-cancelling tyres, laminated front door glass and all-round solid build quality.

There are three driving modes – Normal, Sport and Winter. Normal was just fine, Sport sharpened up the throttle response, while Winter seemed to add a little traction on my wet grass test.

It’s a shame that there isn’t a four-wheel drive option because it has built-in off-road capability thanks to an approach angle of 17.6 degrees and a departure angle of 21.4 degrees, and it has a wading depth of up to 300mm at speeds below 18mph.

For the record, it also has a useful towing capacity of up to 1.5 tonnes braked (750kg unbraked), plus the Actyon comes with a five-year/100,000 mileage warranty and 12-month RAC Roadside Assistance.

Pretty much all good so far, but no car is perfect and the KGM Actyon is no exception.

You see, that petrol engine doesn’t have a whiff of electrification – it’s not even a mild hybrid, which is unusual for a brand-new model these days.

The result is a car with poor official WLTP figures – that’s 33.1mpg and CO2 emissions of 194g/km (thus incurring a hefty first-year VED payment).

What’s more, in the real-world you’ll only get close to that kind of economy on a long, steady run. I only achieved around 27mpg during my road test.

Maybe there will be an EV version, like the Torres EVX, at some stage, but for now it is what it is.

Ultimately, the Actyon is great value for money and a real step-up for KGM in terms of quality, but its poor fuel efficiency is a big, black mark..

Verdict: If you’re looking for a classy, spacious SUV that’s well made, safe, stands out from the crowd and drives well, then the all-new KGM Actyon should be on your shortlist. Just check out the running costs before you sign on the dotted line.

KGM Motors 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

Citroen C5 Aircross Hybrid 136 review

We test the mild hybrid version of Citroen’s comfy family-sized SUV…

How time flies. The first time I drove a Citroen C5 Aircross was way back in 2019, shortly after its UK launch.

At that stage it was available with petrol or diesel power. A plug-in hybrid joined the range in 2022, and now there’s a mild hybrid version – the Aircross ë-series Hybrid 136, to be exact.

The C5 Aircross was also treated to a facelift in 2022 which sharpened up its looks (the front end in particular) and overhauled the dashboard with a new, larger infotainment screen and other tweaks. Ultimately, it’s much the same car, with the focus on comfort above all.

At the heart of the C5 Aircross Hybrid 136 is a heavily revised version of the familiar 1.2-litre three-cylinder PureTech turbo petrol engine (used throughout the Stellantis range, which includes Peugeot, Fiat and Vauxhall) with its power output raised from 130hp to 136hp. The unit is paired with a 48v mild-hybrid electric motor that adds up to 28hp of peak power.

In other words, the small 0.4kWh lithium-ion battery and electric motor assist the petrol engine. It can also be driven on 100% electric power for short distances at low speed (when crawling in traffic or manoeuvring, for instance).

Without getting too technical, the electric motor is integrated into an all-new six-speed dual-clutch transmission, called e-DSC6, which has been designed specifically to work with the hybrid system.

Citroen says it can result in a fuel economy saving of 15% over a regular PureTech 130 petrol (30% in urban areas), with a claimed figure of 53mpg. There’s also a 15% reduction in CO2 emissions (down to 129g/km).

What’s more, Citroen reckons up to 50% of city journeys can be made in electric mode.

In performance terms, all that translates into a 0-62mph sprint time of 10.2 seconds and a 124mph top speed.

Inside it’s very Citroen with an attractive mix of cool design, comfort, space and technology. Equipped with a 12.3-inch digital instrument cluster ahead of the driver and an 10-inch HD touchscreen in the centre console as standard, it’s priced from £27,780.

Standard safety and driver assistance technologies include Autonomous Emergency Braking (AEB) , Active Lane Departure Warning and Active Blind Spot Monitoring, plus three ISOFIX mountings on front passenger and outer rear seats.

Citroen’s ‘Progressive Hydraulic Cushion’ suspension system “for a uniquely smooth and comfortable ride” is fitted across the C5 Aircross range, while the Advanced Comfort seats are well padded and comfy.

It’s practical too with plenty of small storage spaces dotted around the cabin, plus three individual rear seats that slide, fold and recline. There’s also a generous boot volume ranging from 580 litres to 720 litres (depending on the position of the rear seats), expanding to 1,630 litres with the second row seats flipped down.

On the road, the Citroen C5 Aircross Hybrid 136 seems brisker than the stats suggest, thanks to assistance from the electric motor, though the transmission is on the sluggish side at times.

You can hear the thrummy yet willing 1.2-litre engine on start-up, but it soon settles down, and from then on it only becomes vocal under heavy acceleration.

The steering is light and the ride is generally very smooth and comfortable, though it can get a little choppy on really rough surfaces.

At its best cruising along, if you are tempted to push on, there’s surprisingly little body lean in more challenging corners.

Finally, the driving position is on the lofty side, even with the seat at its lowest, while rear seat passengers sit quite high up too, but visibility is good.

The C5 Aircross Hybrid 136’s mild hybrid rivals include the Kia Sportage, Nissan Qashqai and Hyundai Tucson.

Verdict: The Citroen C5 Aircross Hybrid 136 definitely should be on any five-seat family SUV shortlist. Competitively-priced, spacious, economical, packed with safety kit and distinctive, it’s well worth a test drive.

Citroen UK