4×4 – Pulpaddict

Volvo EX30 review

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 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.

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.

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.

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.

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.

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.

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

Skoda Kodiaq review

We get behind the wheel of the latest version of Skoda’s big seven-seater SUV…

The Kodiaq has been a success for Skoda. Since its launch in 2016, more than 866,000 have been produced.

After Germany, the UK is the big SUV’s second biggest market in Europe, with 55,000 sold – that’s 6.4% of global sales.

Interestingly, in the UK, 90% have been seven-seaters (it’s also available as a five-seater), while 54% of owners chose two-wheel drive over AWD.

The good news is that its successor neatly builds on all the things that were so loved about the first-gen Kodiaq.

There’s even a plug-in hybrid version coming later in 2024, to join the petrol and diesels available from launch.

Design-wise, the new Kodiaq is more revolution not revolution. It’s slightly longer (61mm) and its lines are smoother (low drag coefficient of 0.282).

Up front there’s a distinctive octagonal radiator grille with vertical slats and sleeker headlights, plus a wide air intake below. At the rear there’s a large tailgate with low loading sill and confident “Skoda” lettering slapped across it.

It’s also worth noting that the new flying arrow shape of the front light signature pays homage to the winged arrow of the Skoda logo.

Inside, there’s more room than ever thanks to an even bigger 910-litre boot for the five-seat version, which rises to 2,105 litres with the back row folded down. Seven-seater models offer 340 litres and 2,035 litres respectively.

Oh, and the third row is just about big enough to squeeze adults in for short journeys, if you slide the second row forward a little.

The driving position is suitably high and there’s plenty of storage with large door bins and various cubbyholes.

The dashboard is dominated by a huge 13.0-inch touchscreen, which has sharp graphics and is easy to navigate. There’s also a 10.25-inch driver’s digital display.

Thankfully, there are also some physical infotainment controls below in the form of three configurable smart dials, which are operated by turning and pressing.

These control essentials such as ventilation, volume, driving modes, map zoom and other comfort functions.

My only minor quibble is that the traditional gear selector has moved from the centre console to the stalk to the right of the steering wheel, meaning the indicators and wipers are combined on the left. It’s fine after a while, but engaging wipers instead of activating the indicator is the initial result.

Overall, the cabin is a very pleasant place to be, now with a range of recycled materials, including seat upholstery, carpets and headlining, plus an impressive quality upgrade.

There are three engine options for the new Skoda Kodiaq, ranging from the mild hybrid 148bhp 1.5 TSI e-TEC 150 turbocharged petrol, which uses a small electric motor and battery to boost performance and efficiency. It’s capable of sprinting from 0-62mph in 9.7 seconds. Fuel economy is a claimed 47mpg, while CO2 emissions are 136g/km.

The Kodiaq has always been a favourite with caravanners, so the two 2.0-litre diesel options will go down well (148bhp and 190bhp). The latter especially, has stacks of mid-range grunt and comes with four-wheel drive as standard, though the former has better economy (around 48mpg).

The upcoming 201bhp plug-in hybrid (PHEV) model (badged 1.5 TSI iV PHEV) will have a 25.7kWh battery with a range of up to 76 miles (enough for most journeys), while acceleration is 8.4 seconds and CO2 emissions are as low as 9g/km.

The PHEV gets a six-speed DSG automatic transmission, while the other models all have seven speeds.

Starting at £36,645, the Kodiaq isn’t quite as affordable as it once was, but it still represents a lot of car for the money. Initially, just two well-equipped trim levels are available: SE and SE L.

On the road, it certainly feels substantial and a little lofty, but you soon get used to it. As you’d expect, there’s a bit of body lean in more challenging corners, but there’s also ample grip. We tried the 4×4 on a beach too, and it managed admirably, even during quick changes of direction.

Ultimately the Kodiaq is a family car/load-lugger, so it doesn’t matter that it doesn’t handle like a performance SUV.

All-round visibility is good, and it comes with a suite of parking sensors and a reversing camera, which means that manoeuvring in town is surprisingly straightforward.

The entry-level petrol-engined version offers a refined driving experience, only becoming vocal under heavy acceleration. We got close to 40mpg, but that’s some way short of the claimed fuel economy figure.

Diesel engines are becoming increasingly rare these days, but they are well suited to big SUVs. Here again, noise suppression is good on the Kodiaq, and naturally, there’s plenty of torque. More importantly for some, the higher-powered diesel can tow up to 2.4 tonnes, as opposed to 2.0 tonnes for the 150hp diesel and 1.8 tonnes for the petrol and PHEV.

We tested the Kodiaq on a variety of roads, and for the most part it smoothes over the bumps nicely, but it will thud over the worst of potholes.

Finally, you can pay extra for an optional adaptive suspension system (Dynamic Chassis Control, or DCC), which allows you to stiffen or soften the ride at the touch of a button.

The Kodiaq’s many seven-seater rivals include the Hyundai Santa Fe, Land Rover Discovery Sport, Nissan X-Trail, Peugeot 5008 and Kia Sorento.

Verdict: The all-new Skoda Kodiaq SUV continues to offer a winning blend of space, safety, practicality, comfort and value for money. Now with the latest tech, a sharper new look and quality upgrade, it’s cemented its position as a class-leading family load-lugger.

Skoda UK

Xpeng G6 review

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.

Xpeng

Milestone as 100,000th UK customer takes delivery of a Dacia Duster

Home / Auto News / Milestone as 100,000th UK customer takes delivery of a Dacia Duster

Gareth Herincx

21 hours ago
Auto News

Dacia has sold its 100,000 Duster SUV since its launch in the UK in 2013.

Gail Hill was the special customer, taking delivery of her Dusty Khaki-finished Journey TCe 150 Auto from Mitchells Dacia in Lowestoft.

Since its launch, the Duster has accounted for 36% of all Dacia sales in the UK and it’s won more than 20 UK industry awards, including ‘Best Small SUV’, ‘Best Off-Roader’ and ‘Best Value Car’.

“I hadn’t considered a Duster before buying my original one, but my son said it was a good car,” said Gail.

“I needed something with a bigger boot and the Duster had plenty of space, plus it was a really good price and felt very solid.

The latest offers made upgrading to a new one more affordable than I thought, and I love the colour and how it drives with the automatic – it does go very well!”

So far, more than 12,500 drivers have already registered their interest in the all-new Dacia Duster ahead of its launch later this year.

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Volkswagen Tiguan review

We road test the latest version of VW’s biggest selling car – the Tiguan family crossover…

The Tiguan is a hugely important model for Volkswagen. Since the family crossover was first launched back in 2007, nearly eight million have been sold and it’s the German giant’s best-selling car globally.

However, there’s no time to rest on your laurels in the automotive world, so it’s welcome to the third-generation Tiguan.

It’s got its work cut out too, because its many rivals in the mid-size family SUV sector include the Nissan Qashqai, Kia Sportage, Ford Kuga, MINI Countryman and Hyundai Tucson.

On the engine front, Volkswagen has covered most bases with a choice of petrol (TSI), diesel (TDI) and mild-hybrid petrol engines (eTSI) from launch.

Later in 2024 there will be two plug-in hybrid (eHybrid) models offering offer up to 62 miles of electric range thanks to a large 19.7kWh battery.

All Tiguan models now feature automatic transmission, while 4Motion (four-wheel drive) is only available in the more powerful 2.0-litre petrol turbo (TSI) powered cars.

At 4539mm long, 1639mm tall (minus roof rails) and 1842mm wide, the new Tiguan is 30mm longer, 4mm taller and the same width as its popular predecessor.

Looks-wise, it’s fair to say that it’s more of an evolution of the outgoing model, rather than cutting-edge design.

Overall, the styling is smoother and more curvaceous (the drag coefficient has improved from 0.33 to 0.28) and its front end is not unlike its all-electric ID cousins.

At the back, there’s a full-width horizontal LED strip with classy ‘Tiguan’ lettering on the tailgate.

The biggest changes are inside, where the third-gen Tiguan has been treated to a new cabin sporting a cleaner look, improved technology, higher quality materials and more space than its predecessor.

All versions come with a 10.3-inch driver’s digital instrument panel, plus a central 12.9-inch infotainment touchscreen. A huge 15.0-inch version is also available as part of an upgrade – as is a head-up display.

The touch sliders at the bottom of the infotainment screen work better than some of the original ID models and they are now illuminated so easier to use at night. Thankfully, there are physical buttons on the steering wheel, rather than touch-sensitive controls.

There’s plenty of space for all the family, with ample head and legroom for rear passengers, plus a large 648-litre boot.

Overall, the cabin is comfortable and pleasant (if slightly business-like) place to be with good visibility and clear, intuitive instrumentation and solid build quality.

My test car was a 1.5-litre eTSI mild (48V) hybrid, pushing out 148bhp. As you’d expect, the driving position is suitably high, while the gear selector has been moved up to the right-hand side of the steering column, meaning the left stalk now controls the windscreen wipers and indicators.

Mercedes-Benz already does this, and once you get over the initial wiper/indicator activation mistakes, it kind of works, but my preference would always be for separate stalks. Additionally, there are gear-change paddles behind the steering wheel.

It’s also worth noting that Volkswagen has decided to fit a useful rotary controller down in the centre console which adjusts the radio volume and switches between drive modes (Eco, Comfort, Sport or Individual).

For the record, the Tiguan I drove is capable of 130mph with a respectable 0-62mph time of 9.1 seconds. CO2 emissions and economy are a claimed 141g/km and 45.6mpg respectively, with the latter seemingly very achievable even after a few hours of mixed driving.

On the road, the four-cylinder engine is smooth with plenty of mid-range pulling power. It will become more vocal under heavy acceleration, but for the most part it’s impressively refined.

The slick seven-speed DSG automatic gearbox works well, though it occasionally holds onto gears for a fraction too long.

It would be an exaggeration to say that the Tiguan’s ride and handling are class-leading, but they are well up to the job. The suspension is at the firmer end of the scale, but not uncomfortably so. The steering is easy and light, and the car is generally composed with good body control in faster corners, combined with ample grip.

Choose Sport mode and the throttle and gearbox are a tad more responsive, but then performance and dynamism aren’t the main priorities for the family favourite that is the Tiguan.

At launch, the Volkswagen Tiguan range consists of five trim levels (Tiguan, Life, Match, Elegance and R-Line) with prices starting at £34,075.

Verdict: Volkswagen has played it safe with the much-improved third-generation Tiguan, sticking with a winning formula of understated style, comfort and quality. The good news for families is that it now also boasts more space, it’s equipped with the latest technology and safety kit, and it’s more economical.

Volkswagen UK