premium – 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 Touareg R eHybrid review

We get behind the wheel of the big, performance-focused plug-in hybrid SUV from VW…

Volkswagen’s biggest SUV was originally launched in 2002, and is now in its third generation. During that time, well over a million have found homes around the world, including some 60,000 in the UK.

Recently treated to a facelift and updates, it’s the range-topping ‘R’ model that’s the subject of this week’s road test.

To be exact, it’s the Touareg R eHybrid 4MOTION, which means that it’s an all-wheel drive plug-in hybrid.

It’s not short of a few premium-badged rivals either. Take your pick from the likes of the BMW X5, Land Rover Discovery, Audi Q7, Mercedes-Benz GLE and Porsche Cayenne.

The current Touareg model has been around since 2018, so the refresh is welcome.

Externally, there are new bumpers front and rear, new matrix headlights (which use no less than 38,432 micro LEDs), a new rear lightbar, plus new 20, 21 and 22-inch alloy wheel designs to sharpen up the overall look.

Inside, there’s an updated version of VW’s slick Innovision Cockpit including 15-inch touchscreen and 12-inch digital instrument cluster, improved voice control and wireless app integration.

Crucially, there are more soft-touch surfaces in the cabin – an essential when a car is priced from a very premium £80,710.

Touareg customers can choose from three models – Elegance, Black Edition or R.

The R gets 22-inch ‘Estoril Black’ alloy wheels, ‘Puglia’ leather trim with cooling seats up front, plus blue brake calipers with the ‘R’ logo. That logo makes other appearances, including the seats and sill panel mouldings (where it’s illuminated no less).

The R is fitted with air suspension as standard, Park Assist Pro with Area view, and plenty of other goodies. In fact, just about all the gadgets and safety/driver assistance features you’d expect of a car in this price range are included.

The Touareg R develops a mighty 456bhp from its twin-turbo 3.0-litre petrol V6, combined with electric motor and modest 17.9kWh lithium-ion battery.

VW claims it has a 31-mile electric-only range, which is a bit shorter than some rivals, but enough for most short commutes.

There’s a potential 121mpg, while CO2 emissions are a low 53g/km.

The battery takes around 2.5 hours to charge via a 7.2kW charger, or overnight using a 2.3kW connection.

And with a 155mph top speed (limited) and a 0-62mph sprint time of 5.2 seconds, it’s certainly no slouch.

Drive is sent through an eight-speed automatic gearbox with the option of steering wheel-mounted paddles for manual changes.

It’s practical too, with ample space for adults front and rear, and a useful 665 litres luggage capacity, rising to 1,675 litres with the rear seats down. But remember, it’s only available as a five-seater.

The Volkswagen Touareg R is impressive on the road. Yes, it’s substantial and weighs in at nearly 2.5 tonnes, but the engineers have done a pretty good job of disguising that bulk with impressive body control.

Obviously, it’s no Golf R, but it is surprisingly agile for a big SUV. The ride is on the firm side (not helped by the enormous 22-inch wheels), but it’s by no means uncomfortable. In fact, on cruises and in town, it floats over bumps and potholes.

The suspension can be tuned further by selecting Sport mode (in addition to Eco, Comfort, Normal, Individual, Off-Road, and Snow), which will also tweak other settings such as throttle response. Choose Individual and it allows you to customise most of the settings, including steering.

And just to give you a little more confidence, the brakes are progressive (not always the case with a PHEV) and effective.

The auto gearbox feels slick for the most part, only occasionally hesitating or holding a higher gear for a tad longer than necessary.

Sport mode dials up the V6 engine note, but it’s still understated, which is a shame because you’d expect more character.

In petrol mode it feels fast, but not blisteringly so, with electrical assistance for the initial getaway and plenty of mid-range grunt.

Of course, the Touareg R is at its smoothest and most refined when running in EV mode, though the real-world range is closer to 20 than 30 miles. It’s still a bonus, especially when the battery charge has been used up and economy for the petrol engine plummets to well below 30mpg – unless you really behave yourself.

On the plus side, the switch from petrol to EV – and vice versa – is seamless.

Ultimately, it’s a fast SUV with an environmentally-friendly side, set up more for comfort than sporty driving engagement.

We didn’t get to try the Touareg R off-road, but with its drive modes and air suspension, it should be capable of handling the kind of weather extremes we endure in the UK – or even the odd muddy festival car park.

Finally, it has a handy towing capacity of 3.5 tonnes, which is similar to other premium SUVs.

Verdict: The new-look Volkswagen Touareg R eHybrid is a swift, spacious, comfortable and well-equipped sporty SUV with off-road capability. And if most of your driving involves short commutes, the plug-in hybrid technology will slash your running costs.

Volkswagen UK

Lexus RX 500h review

We get behind the wheel of the sporty RX 500h – the first-ever turbocharged Lexus hybrid…

The three Cs (‘confidence, control and comfort’) are the cornerstones of the Lexus driving experience.

There’s no mention of ‘sport’, yet the latest version of the big RX SUV we’ve been testing seems to embrace performance and driver engagement as much as the three Cs.

What’s more, efficiency takes a back seat too, along with another Lexus fixture – the much-maligned CVT transmission.

So. the RX 500h (marketed as a ‘performance hybrid’) is a genuine curiosity and marks something of a departure for Toyota’s upmarket sister brand.

Just to recap, the original RX 450h was the world’s first luxury hybrid SUV when it was launched in 2005.

The RX is now in its fifth generation and buyers can choose from a 350h hybrid or 450h plug-in hybrid, plus the new range-topping 500h.

All offer four-wheel drive, but the 500h is the first-ever Lexus turbocharged hybrid.

The 500h mates a 2.4-litre petrol engine with two electric motors (front and rear) and a conventional six-speed automatic gearbox.

For the record, the engine develops 366bhp and 550Nm torque, translating into a brisk 0-62mph acceleration time of 6.2 seconds.

There’s also a new ‘Direct4’ torque-vectoring electric rear axle and four-wheel steering.

Priced from a hefty £77,195 and available in F Sport or Takumi trim, the 500h looks much the same as its siblings (the 350h and 450h ) which is no bad thing, and it’s a tad smaller than a BMW X5.

The RX’s design has subtly evolved from the previous generation. It’s retained much the same shape and athletic presence, but the styling is sharper and more refined, while its new pointy nose (complete with trademark Lexus spindle grille) is the biggest change.

Inside, the RX is luxurious, comfortable and beautifully built. The cabin is light and spacious, and there’s ample leg and headroom in the back.

You can then add 461 litres of luggage capacity (seats up) or 621-litre (seats up, loaded to the roof), expanding to 1,678 litres with the rear seats folded.

On the tech front, the latest RX has ditched the previous model’s fiddly touchpad infotainment control and there’s now a more conventional 14-inch central touchscreen, alongside a digital driver’s display. The system is on the quirky side and takes some getting used to, but it’s an improvement on RXs of old.

However, it’s on the road that the Lexus RX 500h (we tested it in F-Sport trim) comes into its own.

Firstly, the old-school auto gearbox has transformed the RX 500h. Gone are the days of easing the accelerator in order to avoid the temporary din of high engine revs (a CVT gearbox foible). Instead, the six-speed shifts smoothly with just the right hint of aggression.

It’s a big 4×4 and weighs 2.1 tonnes, so it’s never going to be the kind of car that can barrel up to fast corners and get away with it, but thanks to some clever tech, it’s more capable and fun than you might think.

Body lean is better controlled than lesser RXs, and there’s plenty of grunt, especially in the mid-range.

The steering is responsive and there’s a powerful engine note, while the hybrid system works imperceptibly in the background.

The ride is in on the firm side, but on A-roads and motorways, it’s the composed and confident cruiser you’d expect from a Lexus.

Of course, no car is perfect, and the Lexus RX 500h is no exception. Lexus claims it can return 34.0-35.3 mpg, yet we managed closer to 25mpg. With a bit of restraint 30-ish mpg is possible, but considering Lexus’s pioneering hybrid history, we expected more.

Verdict: The Lexus RX 500h is something of a revelation. The addition of a conventional automatic gearbox, a turbocharged petrol hybrid powertrain and other clever tech delivers performance and attitude to an already accomplished big SUV.

Lexus UK

Mercedes-Benz EQB review

You’re not exactly spoilt for choice if you’re looking for an electric vehicle with seven seats. We test one of the few – the Mercedes-Benz EQB 350….

Based on the conventionally powered GLB, the EQB is a premium SUV about the same size as a BMW X3, Volvo XC60 or Lexus NX.

A handsome yet boxy sports utility vehicle with a high roofline, short overhangs and plenty of glass, it’s priced from £55,310- £62,810.

Powered by two electric motors connected to a 66.5kWh battery, it’s available in two specs – an EQB 300 or 350 – and three trim levels (AMG Line, AMG Line Premium and AMG Line Premium Plus).

The naming convention is a little confusing because the EQB 300 puts out 224bhp, while the 350 has 287bhp, but there you go.

Range varies from a claimed 246 miles for the EQB 300 to 253 miles for the EQB 350. The latter has a 6.2-second 0-62mph time, while the less powerful version is a tad slower at eight seconds. Both come with four-wheel drive as standard.

The EQB can be charged at speeds up to 100kW (which is average these days), meaning a 10-80% boost from a 100kW rapid charger takes as little as 32 minutes, while a 0-100% charge can be achieved overnight via a home wallbox.

As you’d expect from a vehicle sporting a three-pointed star, it’s a plush motor.

The driving position is comfortable and the supportive seats in our test car were upholstered in black Artico man-made leather.

Rear passengers are also in for a treat because there’s ample leg and headroom.

We tried the third row, and even though the pop-up seats officially can be used by people up to 5ft 4 inches tall, it is possible for six-footers to squeeze in for brief trips if the second row seats are pushed forward a bit, but it is a knees-up seating position.

With five seats in place, the EQB offers a generous 465-litre capacity. Flip down the second and third rows and you’ll have an estate car-like 1,710 litres to play with.

Up front, it’s virtually the same as the GLB, which is no bad thing, though the design is starting to look a little dated in these minimalist times.

All models have Mercedes’ familiar MBUX dual-screen infotainment system with 10-inch screens for the slick infotainment and driver’s displays. There are also three large air vents and a row of physical switches below for climate control.

You’ll have to get used to the Mercedes-Benz quirk of the left-hand steering wheel stalk operating both the indicator and wipers, front and back. The gear selector is another stalk on the other side.

Selected functions of the multimedia system can be operated contact-free via the MBUX Interior Assistant. Controlled via voice, touch or optional gesture input, the innovative system can over time even predict personal habits thanks to artificial intelligence. As ever with these systems, it’s not perfect, but improving with each iteration.

Adjustable heated front sports seats, automatic climate control, privacy glass, a reversing camera, lane keep assist and speed limit assist are just a few of the extensive list of goodies and tech available as standard on the EQB.

On the road, our EQB 350 test car was surprisingly fast off the line for a fairly substantial vehicle, and as you’d expect, the power delivery was effortless.

Drive modes include Eco, Comfort and Sport, plus you can also choose between five levels of brake regeneration (the clever Auto setting worked really well).

Frankly, you’ll never need to stray from the Comfort setting because Eco dulls the throttle response too much and Sport makes it hyperactive, so it’s best left for short, energy-sapping blasts.

The EQB rides smoothly and handles its bulk well. Sure, there’s some body lean in faster corners, but it is possible to have some fun in this vehicle, unlike some SUVs. With progressive brakes, sharp steering and excellent traction, it gives you the confidence to push on.

Composed and feeling nothing other than well planted, the Mercedes-Benz EQB is a superbly comfortable cruiser.

All in all, the EQB is a bit of a surprise package, but there’s no getting away from the range issue and its modest charge rate, especially if you need it for regular longer journeys. With a real-world range closer to 200 miles, more adventurous trips are going to need a bit of planning.

But if an EQB is used for shorter commutes, shopping trips and school runs, it’s a fab EV – especially if you can charge at home overnight.

Its few three-row EV rivals include the expensive Tesla Model X, the cheaper Peugeot e-Rifter, Citroen e-Berlingo and Vauxhall Combo-e Life, plus larger van-based people carriers such as the Citroen e-SpaceTourer, Peugeot e-Traveller, Vauxhall Vivaro-e Life and Nissan e-NV200 Combi.

Verdict: Not only is the Mercedes-Benz EQB one of the few pure electric seven-seater SUVs on the market, it’s also more engaging to drive than you might think. Safe, spacious, refined, well built and packed with tech, it’s a class act.

Mercedes-Benz UK

Electrified Genesis GV70 review

We road test the new electric version of one of the stars of the Genesis range – the GV70 medium-sized SUV…

Before we start, if you’re unfamiliar with the Genesis brand, then here’s a quick recap.

Genesis is the luxury arm of the Hyundai Motor Group, which also includes Kia. So, think Lexus/Toyota or Infiniti/Nissan.

Genesis was launched in the UK in the summer of 2021 and the GV70 was one of the first models, though at the time it was only available with petrol and diesel engines.

Fast forward to 2022 and an all-electric variant of the GV70 has been added to the range, though it’s marketed as the ‘Electrified GV70’, which is a term more often associated with hybrids.

Starting at £64,405, it is on the pricey side and its main competitors include the Audi Q4 e-tron, BMW iX3, Mercedes-Benz EQC and Tesla Model Y.

Currently only available with all-wheel drive, the Electrified GV70 combines a 77.4kWh battery with two electric motors, delivering 700Nm of torque and a range of up to 283 miles.

Most of the time it pushes out 436hp and can accelerate from standstill to 62mph in 4.8 seconds.

However, if you hit the ‘Boost’ button on the steering wheel you get access to the full power (483bhp), for about 10 seconds, which is enough to reduce the 0-62mph time to just 4.2 seconds.

Apart from the instant torque and the refined, whisper quiet driving experience, the EV version of the GV70 is much the same as its ICE (Internal Combustion Engine) siblings – which is no bad thing.

The GV70’s classy interior has comfortable leather seats and it oozes quality. There’s a huge 14.5-inch central infotainment screen which can be operated by touch or via the rotary dial down by the gear selector.

Thankfully, it’s not too minimalist either. Instead, there are some accessible buttons and switches – and most importantly of all – physical climate controls.

There’s plenty of space for rear passengers, while the luggage capacity is a little smaller than the non-electric versions, but it’s still a decent 503 litres with the seats in place. Flip them down and there’s a useful 1,678-litre load space with good access.

For substantial 2.3-tonne SUV that wasn’t designed as a pure electric vehicle from the ground up, the GV70 handles surprisingly well.

The suspension is on the firm side, but the overall driving experience is a relaxing one. Unlike some competitors, it can be hustled on more challenging roads and it’s good fun – especially in Sport mode.

Naturally there’s a bit of body roll in faster corners, but it’s not excessive and the Electrified GV70 remains composed.

Add precise steering, good visibility and plenty of traction to the well soundproofed cabin (there are double-glazed windows and an acoustic laminated windscreen to help minimise tyre and wind noise), and it just keeps ticking the right boxes.

There are Eco, Comfort and Sport driving modes, plus a one-pedal driving option which can bring the car to a halt without having to touch the brake pedal.

It also features an e-Terrain mode, but we didn’t get to test it in anger. Let’s just say that it’s probably more than enough to get you out of a muddy field at a festival site.

Living with the Electrified GV70 is easier than some rivals too, because it comes with an ultra-fast charging capability, which can take the battery from 10-80% in 18 minutes when hooked up to a super rapid 350kW charger.

There is also a vehicle-to-load feature (V2L) for plugging in external devices, such as camping equipment, laptops or tools, for example.

It’s also worth noting that Genesis has a deal with the IONITY charging network which means five years’ of discount rates.

If safety is a priority then it won’t disappoint either. The Genesis GV70 range enjoys a five-star score from Euro NCAP, with high ratings in the occupant and safety tech categories.

The long list of standard safety and driver assistance kit includes autonomous emergency braking (AEB), lane keep assist, automatic high beams, rear-cross traffic alert, blind spot monitoring and a reversing camera.

Finally, don’t forget that Genesis offers a completely different VIP ownership experience.

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

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

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

Verdict: Handsome, generously equipped, safe, spacious, comfortable, packed with tech and a joy to drive, the Electrified GV70 is one of the best big zero emissions SUVs on the market. If that hasn’t convinced you, then add the VIP ownership experience and five-year warranty/care plan to the list.

Genesis UK