Omoda E5 review

Omoda E5 review

We road test the all-new, all-electric Omoda E5 family SUV…

Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.

The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).

The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.

Omoda 5 and Omoda E5

My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.

The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.

The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.

Omoda E5 review

Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.

There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.

It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.

Omoda E5 review

Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.

Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.

The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.

Omoda E5 review

More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.

Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.

While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.

Omoda E5 review

The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.

Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.

And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!

Omoda E5 review

On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.

I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.

At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.

Omoda E5 review

The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).

The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.

There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.

Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.

Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.

Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.

Omoda UK

Ford Capri review

2024 Ford Capri review

We get behind the wheel of one of the year’s most-anticipated new EVs – the reborn Ford Capri…

According to the slick marketing for the original 1969 Ford Capri, it was the “car you always promised yourself”.

It’s hard now to appreciate the impact this fastback coupe had at the end of a decade in which the dowdy Austin/Morris 1100 was Britain’s bestselling car.

Europe’s answer to the Ford Mustang, it was like nothing else on the road.

Classic Ford Capri

With its long bonnet, fake air intakes ahead of the rear wheels, wide choice of engines, fun driving characteristics and value for money, it was a massive hit.

Ford sold almost 1.9 million Capris worldwide over three generations before the plug was finally pulled in 1986.

Fast forward to 2024 and the Ford Capri has been reborn as an all-electric “coupe SUV”, and it’s now billed as the car the “iconic sports coupe” was “destined to become”.

2024 Ford Capri review

When you’re resurrecting a beloved badge, there are two ways to go. Fiat and Renault have taken the retro route with the 500e and 5, and largely kept enthusiasts on board.

Ford has opted for a more problematic journey with the Mustang Mach-E, Explorer and now Capri, because all three are family-sized SUV/crossovers that bear little resemblance to their predecessors.

The new Capri is hardly the bargain it once was either. After all, the original Capri was priced from £890, which was less than an entry-level Hillman Hunter.

2024 Ford Capri review

At launch, the 2024 Capri starts at a hefty £48,075, which means its long list of family-sized rivals include the Peugeot E-3008, Cupra Tavascan, Polestar 2, Tesla Model Y, Volkswagen ID.4/ID.5, BMW iX1/iX2, Kia EV6, and even its sibling, the Ford Explorer.

For that you get an Extended Range RWD model, complete with 77kWh battery, delivering 282bhp and a range of 389 miles. Pay a bit more and there’s the Extended Range AWD with a 79kWh battery, 335bhp and 343 miles of range. The latter is also the fastest with a 0-62mph time of 5.3 seconds, compared to 6.4s.

A more affordable (from £42,075) entry-level Standard Range RWD with a 55kWh battery and 168bhp electric motor (no range specified as yet) will join the line-up soon.

2024 Ford Capri review

Like the recently-launched Explorer EV, the Capri is built on Volkswagen’s MEB platform. Thankfully, it doesn’t look anything like VW’s blancmange ID range, but its profile has a touch of Polestar 2 about it and it looks a little boxy from the rear.

Ford has given the aerodynamically-efficient Capri a distinctive exterior design that sets it apart from the Explorer.

It’s also longer (4634mm vs 4468mm) than its little brother, a tad lower (4mm) and the same width (1871mm).

2024 Ford Capri review

There are a few nods to older Capri models, but you might miss them. For instance, there’s the C-shaped rear quarter windows, black trim joining the front and rear lights, plus the addition of a single spoke on the steering wheel (at 6 o’clock).

Inside, it’s pretty much the same as the Explorer, which is no bad thing.

There’s a big 14.6-inch portrait touchscreen, which is unique in that can tilt forwards and backwards by up to 30 degrees, and there’s a small storage area behind. The soundbar on top of the dash is pretty novel too.

2024 Ford Capri review

The screen resolution is good and the graphics are slick, but navigating beyond the initial screen isn’t always intuitive.

Unlike some EVs, Ford has thankfully stuck with a small digital display ahead of the driver (it shows essential info such as speed and range) as well as the main touchscreen.

However, some of the Explorer’s switchgear is shared with its ID cousins. Not a VW strong point. So, a stubby gear selector replaces the right-hand stalk, the steering wheel has touch-sensitive, haptic controls, and the window switches are fiddly.

2024 Ford Capri review

Overall, there’s plenty of space inside the Capri up front and for adult passengers behind, though the sloping roofline might brush the heads of taller people.

The 572-litre boot capacity is generous, extending to 1,510 litres with the rear seats folded. Additionally, there are various cubbyholes dotted around the cabin, and there’s a handy 17 litres of stowage space in the “MegaConsole” under the front centre armrest.

The interior may not have the wow factor of some rivals, and there are a few too many hard surfaces high up for my liking, but it was hard to fault the build quality of our test cars.

2024 Ford Capri review

The driving position at its lowest setting, was still a touch too high for me, but I soon got used to it. Visibility is pretty good, while sensors and cameras make up for the slim rear window.

There are two trim levels offered (Select and Premium), Vivid Yellow and Blue My Mind are the standout colours and 21-inch alloy wheels are optional.

Sadly, a heat pump is not standard. Ok, it may not be needed in all climates, but in the UK any technology that increases efficiency in cold weather is welcome, whether it’s warming the cabin or keeping the battery at an optimal temperature to improve charging performance, range and battery longevity.

Gareth Herincx - Ford Capri

That said, just like the Explorer, the Capri boasts a battery efficiency rating of between 4.4 to 4.7 miles per kWh (depending on the model), which should mean that impressive ranges approaching 300 miles and above are possible, given the right conditions.

The 77kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 79kWh variant can be charged at up to 185kW, resulting in a 10-80% time of around 26 minutes. Impressive times in theory, but as ever, variables such as ambient temperature and driving style will dent those charge times.

The only slight disappointment is that there are no steering wheel paddles to adjust the brake regeneration levels. Instead, you have to rotate the gear selector from ‘D’ to ‘B’, which is clunkier than it could be.

2024 Ford Capri review

Putting the baggage of the Capri legacy to one side and judging it purely as an electric SUV, the 2024 Capri is one of the best in its class.

With a slightly lower centre of gravity to the Explorer, plus tweaked suspension, throttle response and steering, it’s a tiny bit more agile and handles well. The ride is on the firm side, but push it into corners and body lean is kept nicely in check.

The steering has just the right amount of weight for it to remain light but still feel precise, though the brakes are on the spongy side (also a quirk of VW’s ID cars).

2024 Ford Capri review2024 Ford Capri review

Effortless and refined on the motorway, it’s a doddle to drive in town too with a tight turning circle. You can also choose between five drive modes – Normal, Eco, Sport, Individual or Traction (AWD only). Sport does it best to dial up the engagement factor and is fun for short bursts, but ultimately you’re likely to spend most of your time in default Normal, which offers the best performance-efficiency balance.

There’s little to choose between the two models. Naturally, the all-wheel drive has more grip and it’s quicker, but the RWD is cheaper, has extra range and is more than fast enough.

Ultimately, the bigger dilemma is whether you opt for an Explorer or Capri, because other than boot size and styling, there’s little to choose between them.

Verdict: Resurrecting the Capri badge was always going to be divisive, but we are where we are. The good news is that the 2024 Ford Capri is a distinctive coupe-styled electric SUV that’s spacious and safe, delivering a polished drive and impressive real-world range.

2024 Ford Capri review

Ford UK

MG ZS Hybrid+ review

MG ZS Hybrid  review

We road test the all-new, full hybrid MG ZS compact family SUV…

It’s been a busy year for MG Motor UK. Not only has the Chinese-owned brand launched the acclaimed MG3 Hybrid supermini, but the next-generation MG HS mid-sized SUV and the ground-breaking Cyberstar electric sports car.

As if that isn’t enough, along comes the next generation MG ZS, which is now bigger, better and still a bargain.

MG ZS Hybrid  review

The new ZS has a lot to live up to. The outgoing model was one of the UK’s best-selling cars. Since launching in 2017, it has notched up more than 100,000 sales.

Priced from £21,995-£24,995, the MG ZS Hybrid comfortably undercuts its many rivals including the Ford Puma, Hyundai Kona, Volkswagen T-Cross Skoda Kamiq, Renault Captur, Nissan Juke and Toyota Yaris Cross.

For this generation, the ZS is currently only offered as a full hybrid (there’s no EV version) and it uses the same system as the MG3 Hybrid .

MG ZS Hybrid  review

In other words, there’s no need to plug it in and the system combines a 1.5-litre four-cylinder petrol engine with an electric motor, delivering a total power output of 193bhp.

The electric motor contributes 134bhp and 250Nm of torque, enabling the ZS to accelerate from 0-62mph in a punchy 8.7 seconds. Paired with a three-speed transmission, drive is via the front wheels (there is no all-wheel drive option).

The small 1.83kWh battery allows for short bursts of pure electric driving, which helps the ZS Hybrid delivers claimed fuel economy of up to 55.4mpg and CO2 emissions as low as 115g/km.

MG ZS Hybrid  review

Two trim levels are available – SE and Trophy. Entry-level SE offers goodies including a 12.3-inch infotainment touchscreen (with Apple CarPlay, Android Auto and built-in sat nav), a 7.0-inch driver’s digital instrument cluster, a reversing camera, rear parking sensors, and keyless entry, plus the MG Pilot suite of safety and driver assistance systems.

Range-topping Trophy adds black leather-effect upholstery, heated front seats and steering wheel, a 360-degree camera, rear privacy glass, a six-way adjustable driver’s seat and 18-inch alloy wheels.

The new ZS Hybrid has styling that brings it into line with the HS and MG3 Hybrid . Better proportioned than the outgoing model, it’s longer, taller and wider, while its smoother lines are kinder to the eye, even if the nose treatment does bear more than a passing resemblance to the Suzuki Across.

MG ZS Hybrid  review

Considering the ZS is at the budget end of the market, the interior looks and feels surprisingly good. There are some soft-touch surfaces, and the faux leather seats in the Trophy version are top quality.

There’s plenty of space in the cabin with lots of storage areas. Rear seat legroom is especially generous, and taller passengers will have no complaints either.

For the record, the boot has a decent 443-litre capacity, expanding to 1,457 litres with the rear seats folded.

MG ZS Hybrid  review

The driving position is pretty high up front. It’s not a deal-breaker and I soon got used to it, but I would prefer a little more downward travel. However, there’s no excuse in 2024 for the lack of steering wheel reach adjustment.

The infotainment system is a big improvement on the previous iteration, but still not the best. On the plus side, there are physical shortcut buttons beneath the main screen. However, it’s not always the fastest or most intuitive system to use, while the steering wheel controls are fiddly.

On the road, the MG ZS Hybrid is pleasant to drive, but let’s be honest, it won’t put a smile on the face of more spirited drivers.

MG ZS Hybrid  review

It’s smooth and refined for the most part, but when you put your foot down or head uphill, the petrol engine kicks and the revs rise big time. The gearbox doesn’t help because it’s occasionally unpredictable and holds onto gears longer than necessary.

So, the new ZS is best enjoyed at a leisurely pace, or simply cruising along.

The steering is light and precise and it’s a doddle to drive, but the ride is on the firm side and it can be fidgety over poorer surfaces at lower speeds. There’s also a fair amount of wind and road noise make it through to the cabin.

MG ZS Hybrid  review

Push it in more challenging corners and body lean is kept well in check, but even with Sport drive mode activated (there’s also Standard and Eco), it’s never going to be a dynamic car to drive.

It’s worth mentioning that there are also three energy regeneration modes that can be adjusted using the two programmable buttons on the steering wheel. Always a joy to engage extra regen on downhill stretches to charge up the battery pack.

Based on our test drive on a variety of roads, we’d say economy of 50mpg is realistic, which is impressive.

MG ZS Hybrid  review

Finally, if you’re looking for peace of mind, like all MGs, the ZS Hybrid comes with a generous seven-year/80,000-mile warranty.

Verdict: Put simply, the all-new MG ZS Hybrid is an economical family-sized SUV for about the same price as a supermini. It may not be top of the class for dynamism on the road, but it is a doddle to drive, spacious, well-equipped, and it’s blessed with a seven-year warranty.

MG Motor UK

Citroen C5 Aircross Hybrid 136 review

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.

Citroen C5 Aircross Hybrid 136 review

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).

Citroen C5 Aircross Hybrid 136 review

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.

Citroen C5 Aircross Hybrid 136 review

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 C5 Aircross Hybrid 136 review

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.

Citroen C5 Aircross Hybrid 136 review

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

Revealed: Top 10 most reliable SUVs

Gareth Herincx

55 seconds ago
Auto News

Honda CR-V e:PHEV review

The Honda CR-V has been ranked as the most reliable used SUV, according leading UK used car warranty provider, Warrantywise.

Utilising data from 2021-24*, the Top 10 is based on a range of criteria, including repair costs, frequency of repairs, and overall reliability scores.

Honda CR-V

Fifth generation Honda CR-V (2017–2022)

Leading the pack with an overall score of 85/100, the Honda CR-V stands out for its consistent performance and low maintenance costs, making it a top choice for families looking to minimise the risk of unexpected repairs.

Closely following are the Mitsubishi Outlander and the Dacia Duster, with scores of 81/100 and 79/100 respectively, both proving robust and dependable, offering a balance of performance and cost-effectiveness that appeal to budget-conscious families.

Position Models Most Expensive
Repair Request
Overall Score /100
1 Honda CR-V £2,519.17 85
2 Mitsubishi Outlander £14,298.08 81
3 Dacia Duster £4,325.26 79
4 Kia Sportage £10,404.00 78
5 Ford EcoSport £7,242.85 77
6 Renault Captur £4,288.70 75
7 Hyundai ix35 £4,453.20 72
= Nissan Juke £10,850.58 72
9 BMW X3 £5,668.75 71
= Hyundai Tucson £8,799.74 71

“The Honda CR-V’s top ranking confirms its reputation as a dependable and trustworthy choice,” said Antony Diggins, Managing Director of Warrantywise.

“In a time when families need their vehicles to be as reliable as possible, especially with the increasing demands of daily life, having a car that consistently performs without unexpected breakdowns is invaluable.”

* Warrantywise’s 2021-24 data period includes the fifth and sixth generation Honda CR-V models.

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