4×4 – Pulpaddict

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

Suzuki celebrates 55 years of AllGrip 4×4 technology

Gareth Herincx

21 seconds ago
Auto News

Suzuki ALLGRIP line-up

This year marks a milestone for Suzuki’s globally renowned AllGrip 4×4 technology – first introduced in the dinky LJ10 back in 1970.

More recently known as AllGrip, it was created by evolving the company’s vast 4WD knowledge to provide driving enjoyment and peace of mind in diverse conditions while promoting fuel economy and lower CO2 emissions thanks to Suzuki’s lightweight design philosophy.

Over the years, Suzuki has sold 4×4 versions of a healthy chunk of its models – from the Ignis city car and Swift supermini, to the cult classic Jimny SUV.

1970 – LJ10
1972 – LJ20
1974 – LJ50
1976 – LJ80
1981 – SJ410
1984 – SJ413
1988 – Cultus / Swift GTI AWD – Japan
1988 – First generation Vitara
1995 – X-90
1998 – Jimny
1998 – Grand Vitara
2004 – First Generation Ignis
2005 – Second Generation Grand Vitara
2006 – SX4
2012 – Kizashi
2013 – Swift – AllGrip ‘Auto’
2013 – SX4 S-Cross – AllGrip ‘Select’
2015 – Third Generation Vitara – AllGrip ‘Select’
2017 – Ignis – AllGrip ‘Auto’
2017 – Swift – AllGrip ‘Auto’
2018 – Jimny – AllGrip ‘Pro’
2021 – S-Cross – AllGrip ‘Select’
2024 – Swift – AllGrip ‘Auto’
2025 – e Vitara – AllGrip-e

Suzuki e Vitara

And to bring the story right up to date, 2025 will see the launch of Suzuki’s first electric vehicle – the e Vitara, which will be available with AllGrip-e.

AllGrip-e utilises Suzuki’s expertise in four-wheel drive technology, featuring two independent motors at the front and rear.

Suzuki says the system “not only provides powerful performance but also allows for precise control with excellent responsiveness”.

Priced from £29,999 for the entry-level 2WD model, the AllGrip-e 4WD version will cost from £34,999.

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Isuzu D-Max V-Cross review

We get to grips with the upgraded Isuzu D-Max pick-up truck in top-end V-Cross spec…

If you’re a farmer or tradesperson in need of a rugged, reliable 4×4 workhorse of a pick-up, then the choice these days is likely to be between a Toyota Hilux, Ford Ranger, KGM Musso or Isuzu D-Max.

Isuzu only make commercial vehicles, and market themselves the “Pick-Up Professionals”, so if you are looking for a competitively-priced pick-up, where better to start?

Originally launched in the UK in 2021, the third generation D-Max was treated to updates in 2023 and 2025, and it’s available as both a single or double cab, with the epic Arctic model topping the range.

Starting at £27,755 ( VAT) for the Single Cab ‘D-Max Utility’, my test vehicle was a generously equipped Double Cab ‘D-Max V-Cross’ (from £38,255 VAT).

My week included extensive driving on a variety of roads, a spot of green-laning, plus a challenging off-road course at the Millbrook Proving Ground in Bedfordshire.

First impressions are good. The D-Max have evolved over the years into a handsome brute, conforming to the pick-up template, but slightly shorter and lower than its main rivals.

Despite that, the double cab’s load bed is a decent 1,520mm long, 1,530mm wide and 500mm deep and there’s space inside for five adults. Naturally, it’s also capable of towing up to 3.5 tonnes and carrying a payload of more than a tonne.

Powered by a four-cylinder 1.9-litre turbodiesel engine delivering 162bhp and 266lb ft of torque, my D-Max came with a six-speed automatic gearbox (a six-speed manual is also available).

Isuzu claims 31.4mpg fuel economy and 235g/km of CO2 emissions for the D-Max V-Cross auto, which isn’t great, and of course, that headline figure will vary according to how and where you drive, and how much cargo you carry.

That said, I managed closer to 35mpg on a long run, and with its 76-litre fuel tank, a range of more than 500 miles is very possible. And, all in all, you can’t expect car-like economy from a big, heavy workhorse.

Standard equipment on the D-Max V-Cross includes a 9.0-inch infotainment touchscreen with Apple CarPlay and Android Auto connectivity, leather seats, 18-inch alloys and folding/heated door mirrors, plus a full suite of safety and driver assistance features. In other words – more equipment than most mainstream road cars of the same price.

Once you’ve stepped up into the cabin and settled in, you’ll find there’s a fairly high driving position, which delivers a commanding view of the road.

In an age of minimalism, the mix of touchscreen, buttons, switches and dials is refreshing – especially for essentials such as climate control.

The infotainment system is a huge improvement, but still not cutting edge, while the interior materials used are more durable than premium – even if there are a few more soft-touch surfaces than before.

On the road, the D-Max is easy to drive in an old-school kind of way. The steering is light enough, if a little vague, while the leaf-sprung suspension doesn’t deliver the most sophisticated ride.

It feels stable though, and cruises well, while the turning circle is impressively tight. Overall, it’s fine on the road, but some rivals feel more polished.

The engine gets the job done, but that diesel clatter is ever-present under acceleration. It’s a tad down on power compared to some competitors, while the automatic gearbox is smooth, but hesitates before kicking down.

There’s still more than enough grunt for off-roading, which is where the new D-Max V-Cross comes into its own, because it’s more capable than ever.

As well as a rear differential lock, hill start assist and hill descent control, all 4×4 models also get the all-new Rough Terrain Mode – an extension of the traction control system which helps to reduce wheel spin and allocate power to the wheels with the most grip.

To say I was impressed by the D-Max’s off-road agility would be an understatement. It made mincemeat of the various challenges at the Millbrook Proving Ground course, which is used for military vehicle testing.

With superb traction, a wading depth of 800mm and solid underbody protection, it coped with steep inclines, jaw dropping descents, rock crawling, epic leans and water crossings with ease.

The technology worked a treat. The only thing that would make it even better would be a virtual view of the terrain obscured by the bonnet, which is great when climbing a hill with a steep drop the other side.

Ultimately, the D-Max V-Cross is well worth considering if you’re looking for a rugged, affordable 4×4 for all the family and you don’t want an SUV.

However, the majority of sales will still go to tradespeople and farmers. Talking of which, I took a Toyota Hilux-driving farmer friend for a spin in the D-Max around his estate, and he was impressed, so praise indeed.

And if you’re looking for some peace of mind, each new D-Max comes with a 125,000-mile, five-year warranty, and five years of UK and European roadside assistance.

Verdict: The Isuzu D-Max V-Cross pick-up truck is a tough, dependable workhorse that’s seriously capable off-road. What it lacks in sophistication and engine choice, it gains in affordability, generous equipment levels and practicality.

Isuzu UK

Subaru Forester review

We get to grips with the very capable Subaru Forester, now in its sixth generation…

Subaru is still something of a hidden gem in the UK. Elsewhere, in countries such as the US and Australia, the Japanese company’s cars are more appreciated and sell in much bigger numbers.

The brand’s capable 4x4s are renowned for their durability and owners are intensely loyal, holding onto their cars for longer than any rivals.

Nevertheless, here in Britain, buying a Subaru is still seen as a left-field choice – and the range-topping Forester is a prime example.

Since it was first launched in 1997, more than five million Foresters have been sold globally and it’s the third biggest-selling Subaru model in Europe.

Now in its sixth generation, the family-sized SUV has been treated to a makeover inside and out, and a technology upgrade.

Only available as a mild-hybrid and permanent all-wheel drive, it’s powered by the same 2.0-litre ‘e-boxer’ petrol engine as before (power reduced from 148bhp to 134bhp), and again is paired with a tiny battery and electric motor.

Subaru claims the engine features “24 technical improvements”. Unfortunately, this hasn’t translated into a much-needed economy boost.

The Mk5 managed just 34.7mpg with CO2 emissions are 185g/km – the 2025 model has an official fuel consumption of 34.9mpg and CO2 emissions of 183g/km.

In other words, it struggles up against its rivals, which include the Toyota RAV4, Honda CR-V, Volkswagen Tiguan, Kia Sportage, Nissan X-Trail or Hyundai Tucson.

Priced from £39,995, Subaru has kept things simple with three trim levels, all featuring the same powertrain.

Entry-level Limited includes 18-inch alloy wheels, heated and electrically adjustable front seats, 360-degree parking cameras, and a wireless phone charger, alongside Subaru’s comprehensive Eyesight safety suite.

Stepping up to Field trim brings extra goodies including a heated steering wheel, powered tailgate, and an integrated sat-nav with What3Words functionality.

The range-topping Touring model I tested (priced at £44,100) adds larger 19-inch wheels, heated rear seats, and a panoramic sunroof.

First impressions are mixed. It’s sharper looking than its predecessor, but it’s more of an evolution of a distinctive, yet conservative design.

Inside it’s much improved and modern with an 11.6-inch central touchscreen, compatible with Apple CarPlay and Android Auto, plus a refreshing mix of physical controls. While the infotainment system isn’t cutting edge, the whole set-up is much better than before.

There’s a marvellously spacious feel, with loads of leg and headroom front and back, plus a 508-litre boot capacity (expanding to 1,720 litres when the rear seats are folded).

Maybe finished more for durability than luxury, the Forester’s cabin boasts solid build quality, comfortable seats and superb visibility.

There’s a commanding view of the road from the driver’s seat, and all in all, it’s a refined driving experience as long as you keep things smooth and leisurely.

Put your foot down and the CVT automatic gearbox does its worst. Despite the artificial, or stepped, gear changes that Subaru has programmed in, the engine revs uncomfortably high making for noisy progress. It soon settles down, but getting anywhere near the claimed 0-62mph acceleration time of around 12 seconds requires serious determination.

That said, the ride is comfortable and the Forester’s suspension soaks up the worst of the bumps – it’s just not the kind of car that will put a smile on your face.

While there’s plenty of traction and it holds on pretty well in corners, the steering is numb and, ultimately, the Forester is at its best cruising along – or off-road.

Select X-Mode, with Snow/Dirt and Deep Snow/Mud options, to optimise the permanent symmetrical all-wheel drive for all conditions.

To say that it’s effortless on the rough stuff would be an understatement – its agility and the degree of traction available is nothing short of remarkable.

So, if you live out in the sticks like me, the Forester really is a go-anywhere vehicle, and it’s also capable of dealing with extreme weather.

For the record, the Forester has a generous 220mm of ground clearance and a confidence-inspiring 500mm wading depth. It also has an impressive towing capacity of 1,870kg.

Ultimately, the sixth-generation Subaru Forester is an improvement, but real-world MPG in the late 20s/early 30s is disappointing given the hybrid technology on tap.

Verdict: The latest Subaru Forester is a solid SUV choice. Safe, spacious, well equipped and hugely impressive off-road, it’s just a shame that it’s uninspiring to drive as an everyday car and not as efficient as some rivals.

Subaru UK

Hyundai Santa Fe review

We get behind the wheel of the acclaimed Hyundai Santa Fe – a large seven-seat SUV with serious kerb appeal…

It’s no wonder the fifth-generation Hyundai Santa Fe has already won so many trophies, including the Large Crossover of the Year category title at the prestigious UK Car of the Year Awards.

Boldly-styled, comfortable and remarkably practical, it’s even likely to tempt buyers away from large family SUVs offered by premium brands including Land Rover, Audi and BMW.

Starting at £47,200 and offered as a petrol/electric hybrid or a plug-in hybrid, it’s available with a six or seven-seat layout, and other established rivals include the Skoda Kodiaq, Kia Sorento and Peugeot 5008.

The Santa Fe’s boxy design and unique H-pattern front light signature are like nothing else on the road. Yes, the long rear overhang and low-mounted taillights are divisive, but on the whole, it boasts serious road presence.

Measuring 4,830mm (length), 1,900mm (width) and 1,770mm (height), it’s a monster multi-seat sports utility vehicle.

And, of course, those dimensions translate into impressive interior space. Not only are there three rows of seats, but with all seven seats up – the Hybrid has a 628-litre boot capacity and the PHEV gets 621 litres. That rises to 711 and 704 litres respectively with the rearmost seats folded, and up to 1,949 litres (1,942 litres) with all the back seats folded down.

Most importantly of all – the Hyundai Santa Fe is a genuine seven-seater. I know, because I loaded it up with six adults (a spare seat in the middle row) and set off for the seaside!

The Santa Fe’s layout is flexible, so you can slide the rear rows backwards or forwards to prioritise leg room or luggage space as necessary, and there’s still plenty of space and elbow room, while access to the rear seats is better than many rivals.

At the heart of both the Hybrid and Plug-in Hybrid models is a turbocharged 1.6-litre four-cylinder engine with 158bhp and an electric motor (a 58bhp unit in the hybrid, 90bhp in the PHEV).

The Hybrid is available with either front-wheel drive or all-wheel drive, while the Plug-in Hybrid only comes with the latter.

The Plug-in Hybrid’s 0-62mph time is fastest at 9.3 seconds, the Hybrid 2WD is slightly slower at 9.6 seconds, and the Hybrid 4WD comes in at 9.8 seconds.

The Hybrid’s regenerative braking system charges the small 1.49kWh battery as you slow the car, so there’s no need to plug in.

The Plug-in Hybrid gets a 13.8kWh battery, which gives a claimed electric-only range of 34 miles. For maximum efficiency once that’s depleted, you’ll need to plug in to charge the battery, otherwise it works much like the Hybrid.

My test car was the Hybrid model with AWD in range-topping Calligraphy trim (there’s also Premium and Ultimate).

Inside, the Hyundai Santa Fe has a classy look and feel, while the curved dashboard blends a 12.3-inch digital driver display and central infotainment screen into one elegant panel. There’s a climate control panel below that combines rotary controls and buttons with a digital screen.

Practical touches include wireless smartphone charging for two devices in the centre console, storage space underneath, a decent glovebox, door bins and various other cubbyholes.

It’s green too, with materials such as recycled plastic and eco-friendly leatherette used.

If you like a commanding driving position, then the Santa Fe is for you. Visibility is good, aided by large windows and slim A-pillars. If you need extra help, then a digital rear-view mirror is available, along with surround-view and reversing cameras, plus various sensors.

There’s also a clever Blind Spot View Monitor. When you indicate, a live video of the side of the car appears on your digital driver’s display, so that you can see if there’s a cyclist or any other hazard that you might have missed in the side mirrors.

Naturally, it also boasts a full suite of safety and driver assistance features.

On the road, the Hyundai Santa Fe is easy to drive, despite its size. In fact, the only time you’re aware of it is when performing tight manoeuvres at low speed and driving on narrow country lanes.

It may not be the swiftest SUV on paper, but for a substantial car, it’s more than fast enough.

For the most part it’s refined too, with minimal road and wind noise. However, the relatively small 1.6-litre engine becomes more vocal under harsh acceleration.

The Santa Fe’s suspension irons out the worst of the lumps and bumps, though the ride is a little wallowy on more challenging roads with some body lean, but overall, it feels planted.

All in all, it’s surprisingly agile for its size, there’s plenty of grip in the corners, while the steering is light and accurate.

The full hybrid system works well, with smooth transitions between low-speed electric running and the point where the engine kicks in, and vice versa. It will also coast in EV mode for short periods.

Then we come to economy. I got close to my test car’s official fuel economy of 38.7mpg, but that is disappointing for a full hybrid. On balance, I can’t help wondering whether a larger, more relaxed, engine might work better.

For the record, the two-wheel-drive Hybrid’s CO2 emissions are 155g/km (165g/km for the all-wheel-drive).

There are three drive modes (Eco, Sport and customisable My Drive) all accessible via a dial on the centre console, each modifying steering, acceleration, and shift points for a tailored driving experience.

Sport is fine for short, fun bursts on twisty roads or when overtaking, and the enhanced throttle sensitivity and quicker gearshifts are noticeable, but Eco is best for longer journeys where efficiency is the priority.

Additionally, the Santa Fe’s Terrain Modes (Snow, Sand and Mud) are there for those odd days when extreme weather strikes or you end up in a boggy car park.

Useful though these modes are, the Santa Fe is not a serious off-roader like a Land Rover Discovery, for instance, but it shouldn’t embarrass you in a muddy festival field either.

Sadly, the Santa Fe’s disappointing towing capabilities will put off some buyers who in the past have chosen the now extinct previous-generation diesel Santa Fe to lug around heavy caravans, horseboxes and trailers. Now, no matter which hybrid model you opt for, it can only tow 1,010kg (braked).

Thankfully, one thing that hasn’t changed is Hyundai’s generous five-year, unlimited mileage warranty.

Ultimately, the Hyundai Santa Fe Hybrid may not top its class for driver engagement or economy, nor can it compete with some rivals when it comes to serious off-road and towing credentials, but it is a very cool all-round package at a great price.

Verdict: Boasting serious road presence, the mighty Hyundai Santa Fe is a genuine seven-seater SUV. Competitively-priced, comfortable and super-practical, it’s a fantastic family cruiser with a wow factor.

Hyundai UK