SUV – Pulpaddict

Audi Q4 e-tron review

We get behind the wheel of the Q4 e-tron – Audi’s entry-level, all-electric car…

Launched in 2021, the Audi Q4 e-tron battles it out in the hugely competitive mid-sized SUV sector.

Its many rivals include the Tesla Model Y, Kia EV6, BMW iX1, Mercedes-Benz EQB, Volvo XC40 Recharge and Polestar 2.

Priced from £51,325, it also competes with its Volkswagen Group cousins (they share the same platform) – the Skoda Enyaq and VW ID.5.

Available in both SUV and sleeker Sportback versions, the Q4 e-tron comes with a 76.6kWh battery and two power levels – the ’40’ (rear-wheel drive single electric motor) or the top-spec ’50’ quattro (two electric motors driving all four wheels).

The ’40’ delivers 201bhp and accelerates from 0-62mph in 8.5 seconds, while the ’50’ has 295bhp on tap and can hit 62mph in 6.2 seconds.

Both versions have a 135kW charge capacity, which can get you from 5% to 80% in as little 29 minutes. Like all EVs, it will also charge up overnight if you have a home wallbox.

Depending on body style and power output, the Q4 e-tron has a claimed range of 292 – 328 miles.

Naturally, the Q4 e-tron is generously equipped, but as ever with Audi, there’s still a lengthy list of options, plus three packs (Technology, Technology Pro and Safety Package Plus) in addition to the basic three trim levels (Sport, S Line and Black Edition).

We road tested the Audi Q4 e-tron 50 quattro in S Line trim. Our car was a Sportback, which is mechanically identical to the more conventional SUV version, except for the sharply raked roofline for extra kerb appeal. Perhaps more importantly, its slippery body also delivers a slightly longer range.

Inside it’s very Audi. In other words, it’s a combination of top build quality, state-of-the-art tech, comfort and space.

As with all SUVs, there’s a high driving position, while the dashboard layout is refreshingly conventional with a user-friendly blend of 10.25-inch digital driver’s display, a 11.6-inch central touchscreen, separate (physical) climate controls and a multifunction steering wheel.

Audi’s infotainment system is as slick as ever. What’s more, it uses ‘haptic feedback’ (there’s a slight clicking sensation when you touch it), which is much better than the frustrating touch-sensitive system used by other VW Group brands such as Volkswagen and Seat.

Visibility is good and where there are deficiencies, the multitude of cameras and sensors make up for it. Oh, and kudos to Audi for sticking with a rear wiper, an essential missing from competitors such as the Hyundai Ioniq 5.

On the road, the Audi Q4 e-tron 50 quattro may not be as blisteringly fast in a straight line as some rivals, but it’s still swift enough for everyday driving.

The ride is a tad stiff, but even so, it manages to stay comfortable and refined with very little wind and road noise making it into the cabin.

In fact, our test car – which was fitted with 20-inch wheels and optional adaptive suspension – only got caught out on poorer surfaces.

The Q4 disguises its weight well, for a fairly heavy car (more than two tonnes), thanks to a low centre of gravity, but also light and accurate steering with a reasonably tight turning circle. It’s only when stopping from speed that you sense how hard the brakes are working.

Push it on more challenging roads and it would be a stretch to call it the most engaging of drives, but at least it manages to remain relatively flat in faster corners, plus it grips well and traction is excellent.

There are various drive modes (Efficiency, Comfort, Auto, Dynamic and Individual) and selecting Dynamic does make it feel slightly sharper and more responsive, but that’s as far as it goes.

We also like the way you can also adjust the level of brake regeneration via the paddles on the steering wheel, plus there’s a B-mode on the gear selector, for maximising energy recuperation.

Based on a week of mixed driving, we’d estimate our Q4 e-tron has a real-world range of around 270 miles. However, if you opt for the entry level model, your range is likely to be closer to 230 miles.

The Q4 e-tron’s interior is spacious and there’s enough room for six-footers to sit comfortably in the rear which isn’t always the case with sportier SUVs.

Add 535 litres of luggage space in the boot (15 litres more than the SUV version) and 1,460 litres with the rear seats folded, and it’s a very practical proposition.

Finally, and as with most modern EVs, the Q4 e-tron is loaded with the latest technology and solidly built, achieving a maximum five stars in Euro NCAP’s crash tests.

Verdict: Handsome, comfortable, practical and easy to drive, the Audi Q4 Sportback e-tron oozes badge appeal and is one of the best 100% electric SUVs in its sector.

Audi UK

Smart #1 review

We get up to speed with the first of a new generation of Smart cars – the awkwardly-titled #1…

The Smart #1 compact SUV is the first fruit of a new joint venture between Mercedes-Benz and Chinese giant Geely, which also owns Volvo, Polestar and Lotus.

Sharing a platform with the upcoming Volvo EX30, the #1 (pronounced ‘hashtag one’) is a class act and about the same size as a MINI Countryman, Volkswagen ID.3 or Peugeot 2008.

Clearly a departure from the iconic city car, the Fortwo, the #1 is likely to transform Smart into a serious player in the EV sector.

Of course, it’s no stranger to electric vehicles. An EV version of the Fortwo was first introduced way back in 2008 and the Smart range has been 100% electric since 2019.

Already crowned Best Small SUV at 2023 What Car? EV Awards, the boldly styled #1 is distinctive, though its rear has a hint of a scaled down Mercedes-Benz EQB.

There’s also plenty of scope for personalisation with a wide range of colour and ‘floating’ roof colour combinations.

The clever design continues inside the surprisingly spacious cabin where there’s a quality, slightly quirky feel, and it’s loaded with tech.

As is the trend (unfortunately), the Smart #1 is minimalist up front with just about everything controlled via the 12.8-inch central infotainment screen (Apple CarPlay is integrated, but Android Auto is yet to come).

Additionally, all Smart #1s also get a slim 9.2-inch driver’s digital instrument cluster for info such as speed, plus a head-up display is also available on more expensive models.

Thankfully, there are useful shortcuts along the bottom of the main touchscreen, for essentials such as climate control, but you can’t even adjust the wing mirrors without having to access the touchscreen.

On the plus side, the menu structure is intuitive and the screen is responsive. What’s more, the system will save your profile, so it will remember your individual settings every time you drive the car.

Personalising settings takes a while, but once you switched off irritating things like Driver Exhaustion Alert, Steering Wheel Re-Centring and Lane Assist, you’re well on your way.

Oh, and there’s also an animated fox lurking on the infotainment screen. It’s a fun face for the voice assistant, and you’ll either find it cute or annoying.

Awarded a maximum five stars in crash testing by Euro NCAP, the #1 is packed with the latest safety and driver assistance systems.

Smart says the #1 has the same interior space as a Mercedes-Benz E-Class, and I don’t doubt it for a moment. There’s plenty of head and leg room throughout and the 60:40 split rear seats recline and slide backwards and forwards.

Boot capacity is not best-in-class, ranging between 273 – 411 litres (up to 986 litres with the rear seats flipped), though there is a tiny 15-litre ‘frunk’ under the bonnet.

Competitively priced from £35,950, there are two Smart #1 specs (Pro and Premium) and both get a 66kWh battery pack and a 268bhp motor that drives the rear wheels with 253lb-ft of torque.

Pro models get a reasonable 260-mile range, while Premium is capable of up to 273 miles thanks to the addition of a heat pump and other tech tweaks.

Both accelerate from 0-62mph in just 6.7 seconds, while 150kW charging speed means a 10-80% top-up takes as little as 30 minutes.

The Smart #1 is rapid enough as it is, but if you want serious performance, then opt for the range-topping Brabus #1.

Starting at £43,450, this hot all-wheel drive version gets an extra electric motor, develops a huge 422bhp and is capable of 0-62mph in a savagely fast 3.9 seconds. The downside is that the range in the heavier Brabus #1 drops to 248 miles.

We tested the Smart #1 Premium and it’s swift, smooth and refined with some of the best road manners in its class. The ride is on the firm side, but it still manages to iron out all but the poorest of surfaces, while wind and road noise are well contained.

Staying surprisingly flat in faster corners, it hides its 1,800kg weight well. Grip levels are impressive too, though it could get a little playful if you floor it in the wet.

It feels especially agile in town, and thanks to a tight turning circle of 11 metres and good visibility, it’s easy to manoeuvre.

The Smart #1 is fun on faster, twisty roads, but at its best cruising smoothly.

You can choose between three driving modes – Eco, Comfort and Sport. As ever, Comfort is best for everyday driving. In fact, only throttle response, steering weight and the regenerative brake level are altered anyway.

Like many EVs, the brakes aren’t the most progressive, and the brake regen was a tad fierce for my liking.

Talking of gripes, the driving position is on the high side, but then that’s generally the case with SUVs – particularly electric ones with a battery pack underneath.

It’s hard to assess the Smart #1’s real-world range based on a day of driving, but it held its charge well and at least 200 miles would be a reasonable expectation – maybe closer to 240-250 miles in the city.

So, while it may not have a 300-mile range, it’s quick to charge, which means that longer journeys are still a realistic proposition. That said, I suspect the majority of #1s will spend most of their time in urban environments anyway.

Finally, the Smart #1 comes with a three-year unlimited mileage warranty, plus an Integrated Service Package which includes maintenance and MOT, and vehicle wear and tear items for three years/30,000 miles.

Verdict: The Smart #1 small SUV is one of our favourite EVs in the £35-£40,000 price bracket. Swift, spacious and safe, it has a classy, funky feel and delivers an engaging drive.

Smart UK

First glimpse of the new Lexus LBX – free tickets

Gareth Herincx

2 days ago
Auto News

An underground car park has been transformed into an “extraordinary immersive light experience” to mark the launch of Lexus LBX – a landmark model for the brand.

The Extraordinary Car Park in Soho, London, will be open to the public from September 21-24 and admission is free.

This event, which is the second in a series of four LBX pop-up extraordinary experiences across Europe, will take place at QPark, 51 Poland Street, W1F 7ND.

You can sign up to attend the Lexus LBX preview event free of charge.

The Extraordinary Car Park takes the familiar process of driving into a multi-storey and looking for a space and turns it into an art experience.

Guests follow a walking route of discovery through LED arches and canopies of lights. Fields of undulating light bulbs spring into life, triggered by voice activation, and a display of LED batons pulse in rhythm with the viewer’s heartbeats.

The all-new hybrid LBX is the smallest Lexus yet, making it practical for daily city driving. Lexus hopes the baby SUV will appeal to younger customers and those who may not have considered the brand before.

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Alfa Romeo Tonale PHEV Q4 review

We get to grips with Alfa Romeo’s first plug-in hybrid – the Tonale SUV…

Slotting in below the Stelvio in the Alfa range, the Tonale is arguably one of the best-looking mid-sized crossovers on the market.

It’s athletic and well proportioned, it features some delicious Alfa Romeo design cures, such as the narrow ‘triple’ headlights, trademark shield grille and offset number plate at the front, while its pert rear is endowed with a full-width light bar.

And as you can see, it looks especially good in Montreal Green, though sadly this is a £1,500 option.

Inside, the dashboard design is a successful mix of the old and the new.

A retro-hooded 12.3-inch digital driver’s instrument cluster is standard, with graphics designed to replicate Alfa’s traditional analogue dials. This is complemented by a 10.25-inch infotainment touchscreen featuring Apple CarPlay and Android Auto, along with Amazon Alexa – which is integrated with a voice assistant.

Refreshingly, it’s not totally minimalist either, so there’s a sprinkling of dials and switches for essentials such as climate control.

Priced from £45,995, the Tonale’s PHEV family crossover’s rivals include the BMW X1, Volvo XC40, Audi Q3, Range Rover Evoque and Lexus NX.

It’s worth noting that these competitors are all in the premium sector, which is exactly where Alfa Romeo is pitching the Tonale – so no pressure there then.

And frankly, the Tonale comes close. It’s well put together and interior quality is, for the most part, good, but it’s let down in a few areas – for instance, the use of harder plastics on the doors.

Overall, the cabin has a sporty feel, but it’s also fairly practical with plenty of space for two adults to sit comfortably in the back. A third can perch in the middle, but they will have to straddle the transmission tunnel. That said, unlike some cars, there is space to place your feet under the front seats.

Boot capacity is a modest 385 litres, expanding to 1,430 litres when the 60:40 split seats are folded, putting it on a par with an average family hatchback.

The Tonale’s plug-in hybrid system is an upgraded version of the powertrain used in the Jeep Compass 4Xe (its Stellantis group cousin). In other words, there’s a 1.3-litre, four-cylinder turbo petrol engine mated to 15.5kWh battery.

Alfa Romeo claims this gives an EV range of up to 43 miles and CO2 emissions as low as 29g/km.

It’s four-wheel drive too, with the electric motor’s 121bhp going to the rear axle, while the petrol engine sends its 178bhp to the front.

A total of 276bhp is generated, resulting in a 0-62mph time of 6.2 seconds. Top speed is 128mph, and (I’m told) it will happily stay in EV mode up until 84mph.

I tested the Tonale Q4 in Veloce spec (£48,495), but there’s also an entry-level Ti.

The Ti version is externally distinguished by a satin chrome V front bezel, 18-inch dark finish diamond cut alloy wheels, a gloss-black body kit, with satin side and front inserts, privacy glass and black painted mirror caps. Inside, there’s black cloth upholstery, a driver’s seat with four-way lumbar adjustment and a leather steering wheel.

The Veloce has a darker V front bezel, Veloce badging and body kit, a gloss black window surround, 19-inch dark alloy wheels and red painted Brembo brake callipers. Inside, the Veloce features aluminium door sills, aluminium shift paddles, plus black and red Alcantara upholstery. Under the skin, it also gets Alfa Dual Stage Valve suspension (DSV).

Slip inside and the driving position is fashionably high and all-round visibility is good. The footwell is a tad cosy though, and I couldn’t find a comfortable place for my left foot on longer journeys.

Press the start button on the steering wheel and you’ll more likely than not set off in silent EV mode.

A twist of Alfa Romeo’s ‘DNA’ drive mode selector dial enables you to tweak the engine, steering, suspension and transmission responses.

‘Dynamic’ mode uses both the electric motor and the internal combustion engine to deliver a sportier driving performance. ‘Natural’ optimises power and minimises fuel consumption, with the combined work of the internal combustion engine and electric motor, while ‘Advance Efficiency’ mode is electric-only driving mode, so ideal for low emissions zones.

You’ll spend most of your time in default Natural mode with the engine comfortably switching between electric and petrol power.

The first thing you notice on the road is that the steering is very light and doesn’t offer much in the way of feedback. It’s not a deal breaker, but it takes a bit of getting used to.

Natural mode is absolutely fine for everyday driving. The ride is supple, it feels totally composed on the motorway and surprisingly little road and wind noise spoils the calm of the cabin.

If you want a little fun, then slip it into Dynamic. The whole car sharpens up, and it’s in its element on faster, flowing roads.

The only downside is that the little petrol engine becomes raspy at higher revs and the six-speed automatic gearbox is sometimes a little hesitant with its shifts.

This can be remedied by using the aluminium paddle shifters behind the steering wheel, but these are not perfect either. They are enormous and protrude beyond the column stalks, which means they are invariably in the way when you want to indicate or operate the wipers.

There are various settings for regenerative braking (it’s always satisfying to watching the EV light pop up when you’re coasting, for instance), charging on the move and saving battery charge.

Overall, Alfa’s engineers have done a great job of disguising the Tonale’s weight (1,910kg), and it stays impressively flat in more challenging corners.

This is partly down to the superb 53:47 front/rear weight distribution, which is complemented by excellent grip levels.

So, you can have some fun in the Tonale PHEV, but it will impact fuel economy. In theory it’s capable of 217.3mpg, but as with all plug-in hybrids, figures like that are only possible on shorter trips with a charged battery.

On longer journeys, expect fuel economy between 40-50mpg, because in effect you are driving around in a relatively small engined car with a depleted battery.

Talking of which, the Tonale’s charging speed maxes out at 7.4kW so it’ll take 2.5 hours to recharge the battery, home or away. With a full charge, Alfa Romeo claims the PHEV can travel 43 miles on electric power alone, but we found that 35 miles is more realistic.

The Tonale earned an impressive five-star rating in Euro NCAP safety tests. Standard equipment includes adaptive cruise control, lane-keeping assist and autonomous emergency braking (AEB).

And if you have cause to brake suddenly, there’s no missing the unique collision warning – a bizarre multi-track hooting sound.

So, ultimately the Tonale is an impressive start for Alfa Romeo on its electrification journey, and the plug-in hybrid’s all-electric range and low CO2 emissions should make it an attractive company car option.

Finally, it’s also worth considering other more affordable PHEVs in the hugely important family-sized SUV sector, such as the Kia Sportage and Hyundai Tucson. Plus, the Tonale is also available as a slightly cheaper mild hybrid.

Verdict: If you’re in the market for a sporty family SUV but not quite ready to go fully electric, then the Alfa Romeo Tonale plug-in hybrid should be on your shortlist. Not only does it ooze kerb appeal, but it’s practical and drives well.

Alfa Romeo UK

Mazda CX-60 Diesel review

We get behind the wheel of an intriguing new version of Mazda’s big SUV…

I can’t remember the last time I tested a new diesel. There’s an avalanche of new hybrids and EVs, but diesels are a bit niche these days.

Diesel once accounted for more than half of UK car sales, but the market has now collapsed closer to 10%.

However, diesels are still the car of choice for commercial drivers, towing, farmers and rescue services, plus many high-mileage motorists yet to make the switch to hybrids and electric vehicles.

The latest addition to the Mazda CX-60 range (there’s already a petrol plug-in hybrid version) is powered by a big, clean and efficient all-new e-Skyactiv D diesel engine.

Apparently, the 3.3-litre in-line six-cylinder features Distribution-Controlled Partially Premixed Compression Ignition (DCPCI) Technology. Mazda claims this advanced combustion technology makes it one of the cleanest diesel engines in the world, achieving a thermal efficiency of over 40%.

The Mazda CX-60 turbo diesel is mated to an eight-speed automatic gearbox and is offered with a choice of two power outputs. The more powerful version has 251bhp and 550Nm (406lb ft) delivered through all four wheels, while the lower spec engine has 197bhp and 450Nm (332lb ft) fed through the rear axle only.

With the help of a 48-volt mild-hybrid boost set-up, the 197bhp engine has an official fuel economy of 56.5mpg with CO2 emissions as low as 129g/km, while the all-wheel drive comes in at 54.3mpg with a CO2 output of 137g/km.

Performance from the two is similar with the smaller output engine managing a 0-62mph acceleration time of 8.4 seconds (top speed 132mph), while the 251bhp unit tops out at 136mph and sprints to 62mph in 7.4 seconds.

Apart from the new engine, Mazda’s flagship SUV is much the same as its petrol and PHEV siblings, which is no bad thing, because its blend of equipment, tech, classy materials and build quality closes the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo.

Externally, the CX-60 is very similar to the slightly smaller CX-5, but can be distinguished by its more athletic stance and bluff nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which means there’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard and a rotary controller near the gear selector. So, rather than dabbing and swiping a touchscreen, much of the car’s functionality is accessed by a twist and click of the controller or via voice recognition.

If you’re not used to a touchscreen, it works well from the off (though using a ‘daisy wheel’ to input a place name in the sat nav is tiresome).

Thankfully, Mazda has also kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

That said, the boot is a substantial 570 litres, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out at festivals and on those rare extreme weather events.

I tested the all-wheel drive version of the Mazda CX-60 diesel in mid-range Homura trim.

It seemed incongruous to be driving a big new diesel like this, but once I got some serious miles under my belt, it was easy to appreciate the advantages of a diesel again.

There’s stacks of torque and I achieved more than 50mpg on a long journey, mostly consisting of A roads and motorways.

It may be cleaner and more efficient, but there’s no mistaking the fact that it’s a diesel. For the most part it’s smooth, but it clatters a bit until it’s up to temperature and under heavy acceleration.

The smooth and responsive automatic gearbox works nicely, and is only hesitant when you put your foot down after the mild-hybrid system has shut off the engine for brief periods when coasting.

For instance, when using adaptive cruise control set at 70mph on the motorway, it’s usually possible to indicate and move out to the fast lane to overtake, but the CX-60 diesel seemed reluctant to kick down.

Initially, the CX-60 feels big and heavy, but you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise, and the brakes are reassuringly effective.

The ride is on the firm side though, and it’s at its most relaxed and refined best cruising along. My test car came with big 20-inch wheels, which probably didn’t help in the comfort stakes, so it might be worth trying an entry-level Exclusive-Line which sits on 18-inch rubber.

It’s also worth noting that the CX-60 has a decent towing capacity of 2,500kg.

The Mazda CX-60 e-Skyactiv D range is priced from £43,010 (the 251bhp costs £45,655) and its rivals (in terms of size) include the Volvo XC60, Lexus NX, Audi Q5, BMW X3 and Genesis GV70.

Verdict: The mild-hybrid diesel version of the classy, boldly-styled Mazda CX-60 is a powerful, frugal and surprisingly engaging big SUV. A car that proves there’s still mileage in diesels, but it is a shrinking market.

Mazda UK