SUV – Pulpaddict

Jaecoo 7 SHS review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Jaecoo UK

Volkswagen Tayron review

We get behind the wheel of VW’s latest SUV – the seven-seater Volkswagen Tayron family car…

Effectively replacing the Tiguan Allspace, the Tayron (pronounced tie-ron) is a mid-sized SUV, slotting in between the five-seat Tiguan and the range-topping Touareg.

Available with five or seven seats, it’s built on the same MQB Evo platform as the Tiguan, Skoda Kodiaq and Cupra Terramar and is priced from £40,130.

Of course, the Tayron’s USP is its extra space, and though the luggage capacity varies depending on whether you opt for the five or seven-seat versions (or the plug-in hybrid), it’s very practical.

With the third row folded down, my seven-seater test car had a massive 850-litre luggage capacity (or 345 litres with all the rows in use). Alternatively, flip down all the rear seats and it can swallow 1,905 litres.

There’s loads of head and leg room in the middle row, which is adjustable, thanks to the sliding bench.

It’s possible for adults to sit in the third row, but you have to slide the seats in front forward for legroom, and clambering in is a performance, so they’re best left for children or small people.

Looking much like a stretched Tiguan, the Tayron has an elegantly sleek design, with full-width light bars, slim lights front and rear, a large front grille and illuminated VW logos.

My Tayron 1.5 eTSI (with 48-volt mild hybrid petrol technology) is just one of many powertrain options (all fitted with a DSG automatic gearbox).

Buyers can also choose from 2.0-litre petrol and diesels, plus a plug-in hybrid (badged ‘eHybrid’) which pairs a 1.5 TSI engine with a 19.7kWh battery, giving an EV range of more than 70 miles.

Developing 148bhp, my 1.5 eTSI has an official fuel consumption of 44.1mpg and CO2 emissions of 146g/km. Maximum speed is 127mph, while the 0-62mph spring takes 9.4 seconds.

With four adults and luggage on board, it felt quicker than the official sprint time, and I managed more than 50mpg on longer motorway runs.

The engine is refined for the most part, only becoming vocal during aggressive acceleration.

It also has a tendency to hold a lower gear on steeper hills, but thankfully you can manually change up via the small paddles behind the steering wheel.

Clearly it’s a substantial car, but you’re only aware of its bulk when manoeuvring.

In fact, the Tayron is much easier to drive around town than you might expect, thanks to its impressive all-round visibility, sensors, light steering, big mirrors and rear-view camera.

It’s a comfortable car to drive, soaking up speed bumps and large potholes well. However, it does have a tendency to wallow around a bit, and it’s unlikely to put a smile on your face.

So, even though Sport mode dials up the throttle response, there are more engaging SUVs to drive.

That said, body control in more challenging corners is surprisingly good, though less spongey brakes would inspire more confidence.

Inside, the Tayron has a classy look and feel, and it’s well put together.

There’s a 10.25-inch driver’s display, plus a 12.9-inch infotainment screen as standard (it can be upgraded to 15 inches), with crisp and clear graphics.

Swiping and prodding for central touchscreen for so many essentials, such as climate control, isn’t ideal on the move, but at least VW has replaced the much-criticised haptic touchpad on the steering wheel with physical buttons.

A special mention for the innovative Central Driving Experience Control (a dial down in the centre console), which allows you to adjust audio volume, as well as select drive modes, ambient lighting and all-wheel drive (if fitted).

It’s also worth mentioning that the Tayron is capable of towing between 1,800-2,400kg (engine dependent), the 2.0-litre petrols are available with ‘4Motion’ all-wheel drive, and the car was awarded a maximum five-star Euro NCAP safety rating.

Verdict: If you’re looking for a classy seven-seater SUV that’s practical, refined and surprisingly economical, the Volkswagen Tayron should definitely be on your shortlist. Not unusually within the VW Group, it’s biggest competitor is arguably its cousin, the Skoda Koadiq.

Volkswagen UK

BYD Atto 2 review

We road test the latest car from BYD’s growing stable – the all-electric Atto 2 compact SUV… You’ve got to hand it to BYD. In just two years, the giant Chinese technology company has established itself in the UK with a 2% market share and 88 dealerships. The latest addition to the line-up – the …

BMW X3 review

We get to grips with the BMW X3 M50 xDrive – the range-topping version of the German brand’s best-selling family SUV…

Back in the 1980s there was a series of TV adverts for fresh cream cakes. The slogan was “naughty but nice”.

After a week with the flagship M50 xDrive performance version of the BMW X3, the same sentiment could apply.

Sure, the BMW X3 M50 isn’t quite full fat (it utilises mild hybrid technology), but you’d never know. The potent straight-six 3.0-litre petrol engine delivers 393bhp and 580Nm of torque, resulting in a 0-62mph time of just 4.6 seconds.

Officially, fuel economy is 36.2mpg, while CO2 emissions are 177g/km.

Of course, there are ‘lighter’ engine options on offer too, and they also all come with an eight-speed automatic gearbox and four-wheel drive.

The entry-level four-cylinder mild-hybrid petrol – the xDrive20 – has 205bhp and achieves 0-62mph in 7.8 seconds, while fuel economy is 40.4mpg and CO2 emissions drop to 158g/km.

The 194bhp 2.0-litre diesel (xDrive20d) has plenty of low-down grunt and can sprint to 62mph in 7.7 seconds (47.9mpg/155g/km).

Finally, the petrol plug-in hybrid (xDrive30e), has an official all-electric range of up to 54 miles and CO2 emissions as low as 65g/km.

In theory, it’s capable of up to 100.9mpg, but of course, that makes various assumptions, such as starting every journey with a full battery. The reality is that the average fuel economy is likely to be comparable to a diesel, and it will depend on the length of your journey, driving style and topography.

Priced from £51,605, the substantial fourth-generation X3 features a bold, updated design. It would be a stretch to call it elegant, but it’s not as brutal as some other modern BMWs.

Larger than the original X5, the big electric iX’s influence can be clearly felt inside the cabin which is dominated by BMW’s Curved Display, made up of a massive 14.9-inch touchscreen and 12.7-inch digital instrument cluster.

Inevitably, there’s a lot of prodding and swiping involved because so many essentials are controlled via the touchscreen – including climate settings!

There are few physical buttons, and the touch-sensitive controls and air vents are fiddly to use, but as least the iDrive rotary controller remains.

Overall, the build quality is great, but the standard of some of the interior materials is a tad disappointing. For instance, there’s rather too much plastic for a premium car, while the rough door card fabric is reminiscent of the latest MINIs.

On the plus side, it’s possible to have a low driving position, should you want to feel more involved, and there’s space for three passengers in the back with ample head and leg room, while the boot boasts a cavernous 570-litre capacity (1,700 litres with the back seats folded down).

My BMW M50 xDrive test car delivered where it matters, with a high-octane, old-school blend of power and driving engagement.

Starting it up isn’t quite as dramatic as you might expect, given the beans under the bonnet (once you’ve stowed away the stupidly big key fob in the centre console). Just steer clear of the piped-in IconicSounds options on the move, and keep it raw. The engine purrs most of the time, but gets satisfyingly vocal under heavy acceleration.

On the road, the X3 is a joy to drive. Totally planted, it exhibits superb body control for a big SUV when pushed in more challenging corners.

The silky six-cylinder just keeps on giving, yet for the most part, the X3 feels remarkably composed and refined with the adaptive suspension working a treat.

Easily one of the best-handing SUVs you can buy, it’s surprisingly agile with superb traction and accurate steering. Ultimately, it’s hard to fault.

However, with a starting price of £71,005, it is also quite the investment.

Rivals include the Audi SQ5, Mercedes-AMG GLC 43 and Porsche Macan GTS.

Verdict: The BMW M50 xDrive is one of the best performance family SUVs on the market. A bit of a throwback in some ways – just enjoy the power, dynamism and practicality of this gem while you can.

BMW UK

Genesis Electrified GV70 review

We get behind the wheel of the Genesis Electrified GV70 – the refreshed flagship SUV from the upmarket South Korean brand…

I first tested the Electrified GV70 in 2022. It was one of the first models from Genesis, which was launched in the UK the year before.

To put Genesis into context – it’s the luxury arm of the Hyundai Motor Group, which also includes Kia and Hyundai. So, think Lexus/Toyota or Infiniti/Nissan.

Starting at £64,405, the Electrified GV70 was on the pricey side at launch and it was up against everything from the Tesla Model Y to the Mercedes-Benz EQC.

That said, I was really impressed with the Electrified GV70, and it’s remained a hidden gem of the Genesis range.

Fast forward to 2025, and the GV70 has been treated to a makeover with tweaked styling, a bigger battery, new trim levels, and a more luxurious interior.

Genesis hasn’t used the facelift as an excuse to whack up the price either. The Electrified GV70 now starts at £65,915, which seems rather more reasonable a few years on.

Let’s start with specs. Previously there was just the Sport option. Now buyers can choose Pure, Dynamic, and Luxury.

Externally, the GV70 looks much the same, which is no bad thing, because it’s an elegant SUV.

Changes include slimmer LED headlights, new wheel designs, tweaked bumpers and rear lights. Some say it’s resulted in a baby Bentley look.

Perhaps the most important change is that the GV70 now has a larger 84kWh battery (up from 77kWh), which increases the claimed range to 298 miles.

And thanks to its powerful 800V architecture, it’s possible to charge at up to 350kW, resulting in a theoretical 10-80% top-up time of just 19 minutes.

All three models in the range are all-wheel drive with the same dual-motor set-up that delivers up to 483bhp when the Boost mode is engaged (the standard output is a still potent 429bhp).

Perfect for overtaking, boost mode gives a 10-second burst of maximum performance, taking you from 0-62mph in just 4.4 seconds.

Inside, a lovely new panoramic 27-inch OLED display steals the show with its mix of essential driving information and infotainment functions. It also has wireless Apple CarPlay and Android Auto connectivity for the first time.

The new system now also has the ability to run streaming services such as Netflix and Disney through the screen (ideal during rest stops or whilst charging).

Add the Dolby Atmos sound played through the B&O sound system and active noise cancelling in the cabin, and the effect is truly cinematic.

I’m just pleased that Genesis hasn’t gone totally minimalist. Prodding and swiping a touchscreen on the move is distracting, so keeping physical controls for essentials such as climate control is welcome.

Overall, the quality of the materials used, the mix of metals and leather, plus the superb cabin refinement, give the GV70 a luxury ambience.

There’s even a wireless phone charger next to a UV light-sterilised armrest storage compartment, so you can clean your phone as you drive.

The driving position at its lowest is still a tad high for my liking, but then that is one of my EV bugbears.

There’s plenty of space up front and for rear passengers, and the seats are super comfortable, while the boot expands from 503 litres to 1,678 litres with the rear seats down. Visibility is generally good, though the rear window is on the narrow side.

There are three main drive modes – Eco, Comfort, Sport, and Sport , plus e-Terrain mode which uses artificial intelligence to “read” the driving surface in real time and deliver the appropriate grip. You can also manually choose from Snow, Mud and Sand modes.

But perhaps the best feature of all is the new virtual gear shift function. While not as impressive as the system found in its sporty cousin, the Hyundai Ioniq 5 N, it is clever and allows you to use the regenerative braking paddles as gear shifters, complete with exhaust note and simulated engine braking.

On the road, the Electrified GV70 is very fast and surprisingly agile for a 2.3-tonne SUV, but it’s still a lot of car to control and bring to a halt on the twisty bits, which ultimately dents the driving fun.

But then this EV is more about luxury, comfort and refinement, so it’s at its best simply wafting along.

With accurate steering, strong grip and traction levels and a compliant ride, the GV70 is an impressive cruiser.

When driven sensibly, it’s efficient too, and a useful real-world range north of 250 miles is quite possible – more in city driving.

And if you’re looking for peace of mind, every Genesis model comes with a generous five-year warranty with unlimited mileage.

A five-year Care Plan is also available, which includes at-home collection and return for servicing, a courtesy car, road assistance for five years, and free software updates.

Verdict: The Electrified GV70 is better than ever – and still Genesis’s best all-round car. Elegant, fast, luxurious, practical and easy to drive, it’s a leftfield choice if you’re looking for a large electric SUV.

Genesis UK