self-charging hybrid

Toyota Corolla reports for duty with UK police

The Toyota Corolla is a proud new recruit to the UK’s police – tailor-made and ready for duty as a reliable and durable patrol car that also offers the fuel and emissions efficiency benefits of hybrid power.

A dedicated team at Toyota’s Special Vehicle Operations Division in Burnaston, Derbyshire carried out the conversion work on the Touring Sports hybrid model.

To ensure the finished vehicle is fit for the job, the Police Authority Specification Corolla was subjected to extensive testing, including the Metropolitan Police’s own rigorous test programme, which it passed with flying colours.

The British-built vehicle is now available to police forces across the UK and two versions are offered – the 1.8-litre Active and the 2.0-litre Icon.

Key features of the police-specification vehicle include: –

Enhanced safety: built-in satellite navigation, parking sensors and a dog guard for the load compartment
Roof-mounted lightbar, exterior and interior illumination
Secondary battery equipment and control systems built to withstand impact forces
Additional features include siren, radio system support and livery options

Richard Kenworthy, TMUK Managing Director, said: “We have worked with all divisions of Toyota in the UK and various constabularies, which has enabled us to build on their feedback and requirements.

“Ensuring that we applied standard Toyota practices for the work means we have been able to deliver a vehicle that meets the police forces’ stringent requirements.

“The adoption of Corolla by the police is testament to the efforts our employees invest in every vehicle that comes off our production line. We are proud that our Corolla is now one of the vehicles of choice for the police.”

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Nissan Qashqai e-Power review

We get behind the wheel of the Nissan Qashqai e-Power – a full hybrid like no other…

The Nissan Qashqai has been a huge success. Originally launched in the UK back in 2007, it pioneered the crossover concept with its blend of hatchback compactness and SUV practicality, becoming the best-selling car in the UK by 2022.

Built in Britain at Nissan’s giant plant in Sunderland, it entered its third generation in 2021 and it’s better than ever.

Introduced initially with just a 1.3-litre mild hybrid engine, an intriguing e-Power version was added in 2022. And it’s this model that’s the subject of this week’s road test.

Unlike a conventional hybrid, the e-Power’s 1.5-litre petrol engine doesn’t directly drive the car. Instead, it acts as a generator, sending power to a small 1.97kWh lithium ion battery, then on to an electric motor (outputting 187bhp), which drives the front wheels.

As the marketing blurb says, it’s “powered by electric, refuelled with petrol”, so there’s no need to recharge the Nissan Qashqai e-Power. In fact, you can wave goodbye to the range anxiety so often associated with pure electric vehicles.

Priced from £34,020, the Nissan Qashqai e-Power feels more like an EV to drive (instant torque, single-speed, seamless performance), but it never has to be plugged in – nor will it run out of charge.

The system is happiest in low-speed urban driving environments or when cruising where there’s no stress on the engine and it can almost tick over as it charges the battery. Sometimes, the engine will cut out altogether and it will just run in pure electric mode.

It’s only under heavy acceleration or prolonged high-speed driving, on motorways for instance, that the engine has to work harder and it makes itself known.

But even then (unlike some full hybrids) the revs don’t shoot up creating a din in the cabin, even if it’s not a completely whisper-quiet experience. Disconcertingly, the engine’s revs sometimes seem to bear little relation to the demands made by your right foot, but broadly speaking, it works well.

For the record, it’s capable of a 0-62mph dash in a spritely 7.9 seconds, and on to a top speed of 105mph.

Nothing goes to waste either. Kinetic energy otherwise lost via braking and coasting is used to recharge the battery (brake regeneration) and you can engage e-Pedal mode to give you a one pedal driving like the 100% electric Nissan Leaf.

In practice, the Nissan Qashqai e-Power offers economy close to a diesel. Officially, it will return 53.3mpg, and in everyday driving that’s realistic and can be bettered – especially if you drive sensibly. During our week with the car, at best we managed close on 70mpg, at worst closer to 40mpg.

Of course, the downside is that it’s not 100% electric, so while it’s capable of good fuel economy, CO2 emissions are a low, but significant 120g/km – despite all that tech.

Three driving modes are available (Eco, Standard and Sport) with the car always defaulting to standard, which is just as well because it offers the best blend of performance and economy.

Elsewhere, the e-Power is much like a regular Qashqai, which is no bad thing. Distinctive and modern, it offers serious kerb appeal.

Inside, it looks fresh, it’s well put together, soft-touch surfaces give it a classy feel and it’s packed with technology.

The 12.3-inch infotainment touchscreen, featuring Android Auto and Apple CarPlay connectivity, is responsive and easy to use. There’s also a 12.3-inch digital driver’s instrument cluster, plus the latest version of Nissan’s ProPILOT semi-autonomous driving system.

All models are equipped with Nissan’s driver assistance and safety package, which includes autonomous emergency braking (AEB), adaptive cruise control, lane keep assist and blind spot monitoring.

There’s plenty of space for all the family to be seated in comfort, and the rear doors open wide for easy access. Luggage capacity is a decent 504 litres, expanding to 1,447 with the rear seats folded down.

The driving position is ideal, and just as you’d expect from a high-rider, visibility is impressive.

The Nissan Qashqai e-Power handles well and is surprisingly agile. Push it and there’s a little body lean in corners, but otherwise it offers a comfortable ride with ample grip, while the light steering works a treat in town.

It would be an exaggeration to call it an engaging drive, but then the e-Power is more about practicality and economy.

The Qashqai e-Power has a long list of rivals, including the Kia Sportage, Hyundai Tucson and Suzuki S-Cross, though none use Nissan’s novel hybrid system.

Verdict: Nissan has dared to be different with the Qashqai e-Power – a cross between a full hybrid and an EV. Economical, comfortable, smooth, safe and practical, it’s a perfect stepping stone for drivers who aren’t ready – or can’t yet – make the switch to a pure electric vehicle.

Nissan 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

Nissan Juke Hybrid review

We test drive the new hybrid version of the much-improved Nissan Juke – the compact crossover designed, developed and manufactured in the UK.

Cards on table time – I was never a fan of the original, pioneering Nissan Juke. Launched in 2010, its looks were at best challenging, and I didn’t like the way it handled.

All that changed in 2019 when the second-generation Juke was introduced. Not only did the design switch from weird to funky, but it drove much better, there was more interior space and quality was stepped up.

Fast forward three years and Nissan has launched a full hybrid (or self-charging) version of the Juke, which is claimed to deliver 25% more power and 20% less fuel consumption.

Priced from £27,250 to £30,150, the newcomer uses much the same hybrid powertrain as the Renault Captur E-Tech hybrid, taking advantage of Nissan’s alliance with the French car maker.

The Japanese firm supplies the 1.6-litre engine (93bhp) and electric motor (48bhp), while Renault provides the gearbox, high-voltage 15kW starter-generator and 1.2kWh water-cooled battery.

The combined 141bhp of power is sent to the Juke’s front wheels via a six-speed automatic gearbox and it can “sprint” from 0-62 mph in 10.1 seconds.

More importantly, the car can return up to 56.5mpg, while CO2 emissions are as low as 114g/km.

Exterior changes include more aerodynamic bodywork to improve airflow and reduced drag, ‘Hybrid’ badges on the front doors and the tailgate, plus a black-gloss grille featuring the new Nissan logo, as seen on the larger Nissan Qashqai.

Other tweaks include keyless entry and two new colours (Ceramic Grey and stunning Magnetic Blue).

The new Juke Hybrid also offers new two-tone 17-inch alloy wheels and a 19-inch design inspired by those fitted to the upcoming Nissan Ariya electric SUV.

Inside, it gains a new set of dials behind the steering wheel. A power gauge replaces the rev counter so you can monitor regenerative charge and battery charge level.

There are three selectable drive modes (Eco, Normal and Sport), plus an EV button. The Juke Hybrid can be run on pure electric for a maximum of 1.8 miles at speeds of up to 35mph and Nissan reckons it will travel on battery power for up to 80% of the time around town.

There’s also an ‘e-Pedal’ button which allows the movement of the car to be controlled using just the accelerator pedal. When the driver’s foot is lifted from the accelerator, moderate braking is applied, and the car will decelerate to a crawl of around 3mph. This regenerative braking also helps to recharge the battery.

Boot space is reduced by 68 litres compared to the regular 1.0-litre petrol turbo Juke, because of the larger battery pack. However, there’s still a decent 354 litres, or 1,237 litres when the rear seats are folded down.

The cabin is a pleasant surprise thanks to the overall uplift in build quality and materials. Yes, there are some hard plastics used down below, but up top it’s mostly soft-touch, attractively designed (in a busy, old school sort of way) and has a solid feel.

Unlike most crossovers, I was able to achieve a decent driving position because it’s possible to lower the seat more than usual. What’s more, I could sit behind myself, if you get my drift. The only slight negative is that the Juke’s waistline rises at the back, so smaller rear-seat passengers will struggle to see out of the windows.

The ride is on the firm side, but it’s perfectly comfortable and cruises nicely, while body roll is kept in check.

There’s plenty of poke from the electrically assisted engine and the switch from electric to petrol power, and vice versa, is seamless.

The automatic gearbox works well enough, though the shifts are laboured when you put your foot down. It’s also worth noting that there are no paddles behind the steering wheel to hurry things along.

There’s plenty of grip up front, the steering is light and responsive, and it generally feels planted.

Our road test took in a mixture of city, motorway and country driving and we achieved around 45mpg, but I’m sure 50mpg is achievable on a longer, more relaxed run.

In other words, it’s not the most economical compact full hybrid out there, but every little helps.

The Juke is already well equipped, so there’s full connectivity (Android Auto and Apple CarPlay) and the latest safety features including Traffic Sign Recognition, Autonomous Emergency Braking (AEB), Lane Departure Warning, High Beam Assist and Hill Start Assist.

Our test car was also fitted with ProPilot – an advanced driving assistance technology that takes care of the steering, accelerating and braking on major roads.

Overall, the second-generation Juke is a huge improvement on the original, while the new full hybrid option is the icing on the cake.

Verdict: Thanks to the addition of hybrid technology, there’s never been a better time to switch to a Nissan Juke. Extra power and better economy complement the already practical, comfortable, well equipped and fun to drive compact crossover that it is. Well worth a test drive.

Nissan UK

Renault Arkana E-Tech Hybrid review

The Renault Arkana E-Tech Hybrid is an intriguing car. Its sleek ‘coupe SUV’ styling gives it serious kerb appeal, there’s plenty of room for all the family and it’s a full hybrid, so there’s no need to plug it in.

Add Renault’s solid five-year warranty, plus all the latest safety kit it comes with, and this Nissan Qashqai-sized crossover ticks a lot of boxes on paper.

Slotting between the Captur and Kadjar in the Renault range, the Arkana is available with two engine options – both fitted with automatic gearboxes.

The TCe 140 model consists of a 1.3-litre mild hybrid petrol engine, offering 138bhp and a combined fuel consumption figure of 48.7mpg. It’s the quickest of the two Arkanas, reaching 62mph from rest in less than 9.8 seconds.

The car we tested, the E-Tech Hybrid, combines a 1.6-litre petrol engine with two electric motors, offering a total of 143bhp. Fitted with a small 1.2kWh battery, the system prioritises all-electric running unless full power is required and Renault claims it can return up to 58.9mpg with a 0-62mph time of 10.8 seconds, while CO2 emissions are a low 109g/km.

First impressions are good. The Arkana stands out from the crowd and looks particularly good in Zanzibar Blue. There’s a real feeling of space inside and the attractive dashboard layout is similar to the Captur, on which the Arkana is based.

Soft-touch surfaces are welcome and overall build quality is impressive inside, while up front it’s more solid and functional than flash. There’s a digital instrument display behind the steering wheel and a portrait-shaped 9.3-inch infotainment touchscreen in the centre console (7.0-inch in the entry-level model).

The driving position is relatively high (the car itself is taller than you might think) and there’s ample leg and headroom for adults to travel comfortably in the rear. There’s a useful 480 litres to boot space (slightly down on the mild hybrid model which has no rear battery), expanding to 1,263 litres with the rear seats down.

Visibility is generally good. Our only gripe was that our test car was not fitted with a rear wiper, which is especially annoying on motorways in the wet.

You’re likely to start off in EV mode and the petrol engine will only kick in if you boot it. Unfortunately, we soon discovered that the Arkana’s six-speed F1-derived clutchless auto transmission, which is supposed to be more efficient and smoother than a conventional automatic, is the car’s weak point.

The gearbox is sluggish and unpredictable at times, meaning that the engine’s revs rise alarmingly at the slightest encouragement. This often-noisy driving experience is a shame because the Arkana package as a whole has a lot right with it.

There are three driving modes (Eco, Sport and MySense). The latter is effectively the ‘normal’ mode, and the setting you’re likely to leave the car in.

There’s also a button on the dashboard for manually switching to electric mode yourself, as well as a ‘B’ mode on the gear selector for extra regenerative braking (the system that adds charge to the battery by harvesting energy otherwise wasted during braking and coasting).

The transition from electric power to engine propulsion, and vice versa, is reasonably smooth – and engine noise aside – it’s no slouch. Naturally it’s hushed in EV mode, but it’s also fairly refined on a motorway cruise.

The Arkana’s set-up is on the firm side, so it handles surprisingly well with controlled body lean, there’s decent grip and it generally feels composed.

We tested the mid-range S Edition, though more spirited drivers might want to consider the top-of-the-range RS Line model which features sporty design cues. That said, we doubt that it is any more dynamic on the road, even in Sport mode.

We couldn’t get close to Renault’s claimed economy figures, but depending on your route and driving style, anywhere between 40-50mpg is realistic.

Verdict: It would be easy to dismiss the new Renault Arkana as a case of style over substance. Yes, it’s an eye-catching coupe SUV and, yes, there are some issues with the gearbox, but overall, it’s a comfortable, practical, quality package backed up by a decent five-year/100,000-mile warranty.

Renault UK