Ford Explorer review

Ford Explorer

We get behind the wheel of Ford’s much-anticipated 100% electric family SUV…

In the music business, they say the second album is always the most difficult. Ford has a similar problem with the all-new Explorer.

Not only are there high expectations for the long overdue family-sized EV (it suffered a six-month delay earlier this year), but a lot hangs on it because Ford has fallen behind rivals in the electrification race.

Ford Explorer

The Mustang Mach-E was launched in 2021, and good though it is, up until now it’s been Ford’s only fully electric car.

There’s also the perception from some that the Explorer is a badge-engineered Volkswagen ID.4. Yes, it’s true that it also uses the Volkswagen Group’s MEB platform, but the good news is that the Explorer couldn’t be more different and it’s very much a Ford.

You only have to look at it. There’s none of the blancmange styling of the VW. Slightly shorter, wider and lower than the ID.4, it’s a distinctively boxy SUV with short overhangs and an athletic stance.

Ford Explorer

The bluff front end is dominated by a large Ford badge and there are smooth curves all over the body, while the light signature is instantly recognisable.

There are big wheels, a nice pert rear end with a slim window, and the roofline is a little lower than most competitors.

Inside, the Ford Explorer boasts 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.

Ford Explorer

I suspect the tilting touchscreen is more of a gimmick because it will probably stay where it is once it’s been positioned initially, but there you go.

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

Just like the Mustang Mach-E, 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.

Ford Explorer

Unlike the Mach-E, 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.

Overall, there’s plenty of space inside the Explorer up front and for adult passengers behind. It’s even possible for rear passengers to tuck their feet under fully-lowered front seats, which isn’t always a given.

The 470-litre boot capacity is smaller than some rivals, but on the plus side, there’s no load lip, there are 60/40-split rear seats and a ski hatch.

Ford Explorer

Load capacity increases to 1,400 litres with the rear seats flipped down. 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.

It was hard to fault the build quality of our test cars, though the interior doesn’t have the wow factor of some rivals and there are a few too many hard surfaces high up for my liking.

Priced from £39,875, you can choose from three versions of the Explorer – an entry-level Standard range model with a 52kWh battery and rear-mounted 168bhp electric motor, offering a claimed 239 miles on a full charge.

Ford Explorer

A single-motor Extended Range with a 282bhp motor and a 77kWh battery that’s good for a superb 374-mile range, plus the range-topping dual motor Extended Range, which has a combined output of 335bhp, all-wheel drive and a 79kWh battery pack giving it a 329-mile range.

The 52kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 77kWh and 79kWh variants can be charged at up to 185kW, which results 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.

There are two trim levels, Select (available with the Standard Range car and the RWD Extended Range) and Premium (also on the RWD Extended Range, and the only way to get the AWD Extended Range).

Ford Explorer

I tested the two Extended Range models, and frankly I was virtually won over from the moment I sat in the driver’s seat.

I prefer a low driving position, which is a rare experience these days with EVs, because you tend to sit perched above the battery back.

Not only was I comfortable, but once on the road, it was far more involving than your average electric SUV to drive.

Ford Explorer - Gareth Herincx

It would be an exaggeration to say that the Explorer is as dynamic as the best Fords of the past, but in EV terms, it’s very good.

Tuning the dampers, suspension and roll bars, Ford’s engineers have clearly worked their magic. Eco, Normal, Sport and Individual drive modes are available too.

Sure, the ride is on the firm side, yet it’s forgiving over potholes, and composed for the most part, while body lean is well controlled in more challenging corners.

There was slightly more road noise than I was expecting, but then it always seems unfair to pick on this with EVs, given that they are so quiet.

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 (another quirk of VW’s ID cars).

Ford Explorer

Effortless on the motorway, it’s a doddle to drive in town too. The turning circle is tight, visibility is good and there are plenty of cameras and sensors to help you manoeuvre.

Ultimately, there’s little to choose between the two models. Naturally, the all-wheel drive has more traction and it’s swifter (0-62mph in 5.3 seconds), but the RWD is cheaper, has more range and is more than fast enough (6.4 seconds).

If anything, the heavier dual-motor version’s ride seemed a tad more supple at low-speed, but that’s splitting hairs.

So, the Ford Explorer drives well, easily making it more agile than rivals including the Volkswagen ID.4, Tesla Model Y and Hyundai Ioniq 5.

Driven sensibly, it’s quite possible to extract as much as 4.5 miles/kWh out of the Explorer, which is excellent.

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.

Verdict: The Ford Explorer is a very impressive package and has definitely been worth the wait. Distinctive, comfortable, safe and engaging to drive, it’s one of the best electric family SUVs on the market.

Ford UK

Volvo EX30 review

Volvo EX30

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 EX30

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.

Volvo EX30

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.

Volvo EX30

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.

Volvo EX30

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.

Volvo EX30

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.

Volvo EX30

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.

Volvo EX30

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

Volvo EX30

Tesla Model Y officially the world’s best-selling new car of 2023

Home / Auto News / Tesla Model Y officially the world’s best-selling new car of 2023

Gareth Herincx

41 mins ago
Auto News

Tesla Model Y

Sales of the Tesla Model Y hit 1.22 million in 2023, according to analysis of final figures, making the electric SUV the most popular new car globally last year.

JATO Dynamics revealed that sales of the Model Y were up by 64% from 2022, or 480,000 more units than 2021 — a result achieved by no other manufacturer before.

The mid-sized SUV is also the first ever pure electric vehicle to lead the global market.

Impressively, the Model Y secured this position without a presence in most emerging markets, where it continues to be unaffordable for the majority of consumers.

The Model Y was followed in the world ranking by the Toyota RAV4 (1.07 million) and the Honda CR-V (846,000).

With 36.72 million sales last year, not only did SUVs post a new sales record, but they also recorded their highest ever market share, accounting for 47% of the total global passenger car sales in 2023.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Vauxhall Astra Electric review

Vauxhall Astra Electric review

We get behind the wheel of the much-anticipated 100% electric version of the Vauxhall Astra…

The family favourite that is the Vauxhall Astra was originally launched way back in 1980.

Available as a hatchback or rakish Sports Tourer (estate), the eighth-generation model was introduced in 2022.

Vauxhall Astra Electric review

Initially offered as a petrol or plug-in hybrid (PHEV), it’s arguably the new pure electric version that’s the most intriguing.

One thing is for sure, it has to be good because it’s up against some stiff EV opposition from the likes of the MG4, Volkswagen ID.4, Renault Megane E-Tech Electric, Cupra Born and quirky Ora Funky Cat (GWM Ora 03).

Low-slung and sleek, it features Vauxhall’s modern new ‘Vizor’ front end which houses LED headlights, sensors for the driver aids and safety technologies, plus the bold new Griffin logo.

Vauxhall Astra Electric review

Based on the same platform as its Stellantis cousin (the Peugeot e-308), it’s the best-looking Astra ever.

I particularly approve of the long bonnet complete with crease running down the middle – a nod to classic Vauxhalls.

The Astra Electric has a 54kWh battery paired with a 154bhp electric motor powering the front wheels. It can sprint from 0-62mph in 9.2 seconds and has a claimed range of 258 miles (256 miles for the Sports Tourer).

Vauxhall Astra Electric review

Frankly, it feels quicker off the mark than the official figures suggest. Either way, it’s more than enough performance for everyday driving.

There are three drive modes (Eco, Normal and Sport). Eco dulls the throttle response which helps to maximise range, Sport ramps up the power, while Normal offers the best of both worlds.

Vauxhall says the Astra Electric’s heat pump means the electric motor can operate at maximum efficiency in hot or cold weather, and I got pretty close to the claimed 4.2 miles per kWh during my spell behind the wheel.

Vauxhall Astra Electric review

I’d have to spend a week or so with the car to work out how efficient it really is, but I’d estimate the Astra Electric has a real-world range of around 200 miles – more in city driving.

If you have a home wallbox, the battery will charge to 100% overnight. Hook it up to a 100kW public rapid charger and it will boost the battery from 20-80% in just 26 minutes.

Sadly there are no paddles on the steering wheel to adjust brake regeneration, but you can flick the gear selector to B-mode for more aggressive brake regen.

Vauxhall Astra Electric review

Priced from £37,445, there are three trim levels – Design, GS and Ultimate.

The cabin of the Astra Electric has a more conventional look than many of its EV-only competitors, but it’s attractive, if a little dark.

It’s also well put together, but there are very few soft-touch surfaces and the materials used are by no means plush.

Vauxhall Astra Electric review

That said, it’s comfortable, uncluttered and space is OK, while the slick new infotainment set-up, with its 10-inch driver’s digital instrument cluster and a 10-inch central display, is intuitive and works well.

It’s fairly minimalist, but thankfully there are some short-cut buttons below the centre touchscreen, so accessing the heating, for instance, doesn’t involve tapping the touchscreen.

Additionally, there’s ‘Hey Vauxhall’ voice recognition, Apple CarPlay and Android Auto connectivity, plus an impressive list of safety and driver assistance features.

Vauxhall Astra Electric review

If I had one quibble, it would be that I’d prefer a lower seating position – a common problem in EVs.

It’s also tighter for space in the back for adult-sized passengers, while boot capacity is an average 352 litres in the hatch (516 litres for the Sports Tourer), expanding to 1,268 litres (1,553 litres) with the rear seats folded.

The Astra Electric is easy to drive and handles well, offering a composed, if slightly firm ride.

Vauxhall Astra Electric review

There’s a little bit of road and wind noise on motorways, but for the most part it’s refined and comfortable on all but the poorest surfaces. Naturally, the Sports Tourer feels more substantial than the hatch, but it’s still agile and nicely balanced – despite weighing nearly 50kg more.

There’s some fun to be had in the Astra Electric, but it would be an exaggeration to call it dynamic and engaging. When pushed in Sport mode on more challenging roads, body roll is kept in check and there’s good grip, partly down to the balanced weight distribution and the positioning of the battery in the vehicle’s underbody.

Additionally, the steering is light, making it a doddle in town, but just like the Corsa Electric, the brakes aren’t very progressive.

Ultimately, the Astra Electric is a sensible family-sized introduction to electric motoring.

Verdict: The Vauxhall Astra Electric is stylish, straightforward, practical and easy to drive. However, some rivals offer a longer range for less money.

Vauxhall UK

Revealed: Top UK Christmas markets for EV drivers

Home / Auto News / Revealed: Top UK Christmas markets for EV drivers

Gareth Herincx

23 hours ago
Auto News

Peugeot E-2008 - Christmas market

The best Christmas markets for electric vehicle drivers have been revealed in a new study conducted by Peugeot UK.

Birmingham’s Frankfurt Christmas Market was found to be the most accessible, offering the best balance of charging options, according to the research.

Using Time Out’s list of best Christmas markets in the UK for ‘magical festive shopping’, Peugeot first compared how many of the markets could be reached using the 251-mile range of the latest Peugeot E-2008 from the UK’s 15 most populated cities.

The study also ranked how many public charging points were within a five-mile radius of the Christmas Market, as well as the charging speeds available, while accommodation options that offered electric car charging were also scored.

Top UK Christmas Markets for electric car drivers

Ranking Total charge points Rapid chargers
Birmingham’s Frankfurt Christmas Market (B1 1BD) 1st 154 66
Edinburgh Christmas Market (EH2 2DG) 2nd 104 31
York Christmas Market (YO1 8RL) 3rd 45 11
Winter Wonderland Nottingham (NG1 2HU) 4th 32 25
Cardiff Christmas Market (CF10 1GN) 4th 61 18
Stratford-upon-Avon Victorian Christmas Market (CV37 6AU) 5th 21 18
Winchester Cathedral’s Christmas Market (SO23 9LS) 5th 54 5
Bath Christmas market (BA1 1QE) 6th 24 8
Christmas at Blenheim Palace (OX20 1UL) 7th 20 5

All of the Christmas markets, apart from Edinburgh’s Christmas Market, were accessible from at least twelve of the UK’s most populated cities.

York’s Christmas Market was found to be the most accessible with 14 of the 15 most populated cities in the UK within range.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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