Audi Q3 – 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

Alfa Romeo Tonale PHEV Q4 review

We get to grips with Alfa Romeo’s first plug-in hybrid – the Tonale SUV…

Slotting in below the Stelvio in the Alfa range, the Tonale is arguably one of the best-looking mid-sized crossovers on the market.

It’s athletic and well proportioned, it features some delicious Alfa Romeo design cures, such as the narrow ‘triple’ headlights, trademark shield grille and offset number plate at the front, while its pert rear is endowed with a full-width light bar.

And as you can see, it looks especially good in Montreal Green, though sadly this is a £1,500 option.

Inside, the dashboard design is a successful mix of the old and the new.

A retro-hooded 12.3-inch digital driver’s instrument cluster is standard, with graphics designed to replicate Alfa’s traditional analogue dials. This is complemented by a 10.25-inch infotainment touchscreen featuring Apple CarPlay and Android Auto, along with Amazon Alexa – which is integrated with a voice assistant.

Refreshingly, it’s not totally minimalist either, so there’s a sprinkling of dials and switches for essentials such as climate control.

Priced from £45,995, the Tonale’s PHEV family crossover’s rivals include the BMW X1, Volvo XC40, Audi Q3, Range Rover Evoque and Lexus NX.

It’s worth noting that these competitors are all in the premium sector, which is exactly where Alfa Romeo is pitching the Tonale – so no pressure there then.

And frankly, the Tonale comes close. It’s well put together and interior quality is, for the most part, good, but it’s let down in a few areas – for instance, the use of harder plastics on the doors.

Overall, the cabin has a sporty feel, but it’s also fairly practical with plenty of space for two adults to sit comfortably in the back. A third can perch in the middle, but they will have to straddle the transmission tunnel. That said, unlike some cars, there is space to place your feet under the front seats.

Boot capacity is a modest 385 litres, expanding to 1,430 litres when the 60:40 split seats are folded, putting it on a par with an average family hatchback.

The Tonale’s plug-in hybrid system is an upgraded version of the powertrain used in the Jeep Compass 4Xe (its Stellantis group cousin). In other words, there’s a 1.3-litre, four-cylinder turbo petrol engine mated to 15.5kWh battery.

Alfa Romeo claims this gives an EV range of up to 43 miles and CO2 emissions as low as 29g/km.

It’s four-wheel drive too, with the electric motor’s 121bhp going to the rear axle, while the petrol engine sends its 178bhp to the front.

A total of 276bhp is generated, resulting in a 0-62mph time of 6.2 seconds. Top speed is 128mph, and (I’m told) it will happily stay in EV mode up until 84mph.

I tested the Tonale Q4 in Veloce spec (£48,495), but there’s also an entry-level Ti.

The Ti version is externally distinguished by a satin chrome V front bezel, 18-inch dark finish diamond cut alloy wheels, a gloss-black body kit, with satin side and front inserts, privacy glass and black painted mirror caps. Inside, there’s black cloth upholstery, a driver’s seat with four-way lumbar adjustment and a leather steering wheel.

The Veloce has a darker V front bezel, Veloce badging and body kit, a gloss black window surround, 19-inch dark alloy wheels and red painted Brembo brake callipers. Inside, the Veloce features aluminium door sills, aluminium shift paddles, plus black and red Alcantara upholstery. Under the skin, it also gets Alfa Dual Stage Valve suspension (DSV).

Slip inside and the driving position is fashionably high and all-round visibility is good. The footwell is a tad cosy though, and I couldn’t find a comfortable place for my left foot on longer journeys.

Press the start button on the steering wheel and you’ll more likely than not set off in silent EV mode.

A twist of Alfa Romeo’s ‘DNA’ drive mode selector dial enables you to tweak the engine, steering, suspension and transmission responses.

‘Dynamic’ mode uses both the electric motor and the internal combustion engine to deliver a sportier driving performance. ‘Natural’ optimises power and minimises fuel consumption, with the combined work of the internal combustion engine and electric motor, while ‘Advance Efficiency’ mode is electric-only driving mode, so ideal for low emissions zones.

You’ll spend most of your time in default Natural mode with the engine comfortably switching between electric and petrol power.

The first thing you notice on the road is that the steering is very light and doesn’t offer much in the way of feedback. It’s not a deal breaker, but it takes a bit of getting used to.

Natural mode is absolutely fine for everyday driving. The ride is supple, it feels totally composed on the motorway and surprisingly little road and wind noise spoils the calm of the cabin.

If you want a little fun, then slip it into Dynamic. The whole car sharpens up, and it’s in its element on faster, flowing roads.

The only downside is that the little petrol engine becomes raspy at higher revs and the six-speed automatic gearbox is sometimes a little hesitant with its shifts.

This can be remedied by using the aluminium paddle shifters behind the steering wheel, but these are not perfect either. They are enormous and protrude beyond the column stalks, which means they are invariably in the way when you want to indicate or operate the wipers.

There are various settings for regenerative braking (it’s always satisfying to watching the EV light pop up when you’re coasting, for instance), charging on the move and saving battery charge.

Overall, Alfa’s engineers have done a great job of disguising the Tonale’s weight (1,910kg), and it stays impressively flat in more challenging corners.

This is partly down to the superb 53:47 front/rear weight distribution, which is complemented by excellent grip levels.

So, you can have some fun in the Tonale PHEV, but it will impact fuel economy. In theory it’s capable of 217.3mpg, but as with all plug-in hybrids, figures like that are only possible on shorter trips with a charged battery.

On longer journeys, expect fuel economy between 40-50mpg, because in effect you are driving around in a relatively small engined car with a depleted battery.

Talking of which, the Tonale’s charging speed maxes out at 7.4kW so it’ll take 2.5 hours to recharge the battery, home or away. With a full charge, Alfa Romeo claims the PHEV can travel 43 miles on electric power alone, but we found that 35 miles is more realistic.

The Tonale earned an impressive five-star rating in Euro NCAP safety tests. Standard equipment includes adaptive cruise control, lane-keeping assist and autonomous emergency braking (AEB).

And if you have cause to brake suddenly, there’s no missing the unique collision warning – a bizarre multi-track hooting sound.

So, ultimately the Tonale is an impressive start for Alfa Romeo on its electrification journey, and the plug-in hybrid’s all-electric range and low CO2 emissions should make it an attractive company car option.

Finally, it’s also worth considering other more affordable PHEVs in the hugely important family-sized SUV sector, such as the Kia Sportage and Hyundai Tucson. Plus, the Tonale is also available as a slightly cheaper mild hybrid.

Verdict: If you’re in the market for a sporty family SUV but not quite ready to go fully electric, then the Alfa Romeo Tonale plug-in hybrid should be on your shortlist. Not only does it ooze kerb appeal, but it’s practical and drives well.

Alfa Romeo UK

BMW X1 review

We road test the all-new BMW X1 – the ‘baby’ of the brand’s SUV family is bigger than before, and much better for it…

More than 119,999 BMW X1s have found homes in the UK since the model was launched way back in 2009.

Now it’s time for the third generation, and it’s a much improved proposition in every department.

Size is everything in the modern world and the new X1 is slightly bigger than its popular predecessor (53mm longer, 24mm wider, 44mm higher and 22mm in wheelbase), crucially delivering more space for passengers and their luggage.

So, just as the latest Volkswagen Polo is about the same size as the original Golf, the new X1 isn’t far off the Mk 1 BMW X3.

Sharing the same platform as the BMW 2 Series Active Tourer MPV, the overall shape of the Mk 3 X1 is chunkier with a greater road presence.

Up front, the large kidney grille is flanked by slim LED headlights. The side profile sports meaty wheel arches and fared-in door handles, while the rear boasts a pert tailgate, three-dimensional LED lights and underride protection.

Inside, the X1 features BMW’s impressive eighth generation iDrive operating system, which includes a 10.7-inch touchscreen infotainment system and a 10.25-inch driver’s digital instrument cluster.

The curved screen infotainment system is mainly operated via the touchscreen, voice commands and flush buttons on the steering wheel. There’s no longer a rotary controller next to the gear selector, which may annoy some, along with the general minimalisation of switches, buttons and dials.

Priced from £33,775, the new X1 is available with a range of petrol, diesel and plug-in hybrid engines (with an EV range of up to 57 miles), while a flagship all-electric iX1 variant joins the family in early 2023.

BMW expects 66% of UK sales to be pure electric, 14% PHEV and the final 20% split between petrol and diesel.

We had a brief test drive in a prototype iX1, but spent most of our time in the xDrive23i, which features a 2.0-litre four-cylinder petrol engine with 48V mild hybrid tech that makes 215bhp and is mated to BMW’s seven-speed Steptronic dual clutch transmission.

Taking just 7.1 seconds to cover the 0-62mph dash, it delivers a claimed 42.2mpg with CO2 emissions of 151g/km.

The top-of-the range iX1 EV costs substantially more, has a 64.7kWh battery producing 308bhp, a claimed range of up to 272 miles, and it can polish off the 0-62mph sprint in a swift 5.6 seconds.

We tested the AWD xDrive23i in xLine and M Sport trim levels (there’s an entry-level Sport too), and a posh piece of kit it is too, with BMW’s usual top build quality and classy materials.

There’s a commanding view of the road from up front (I would prefer the option of a lower seating position), visibility is good, though the reversing camera (standard on all models, along with front and rear sensors) comes in handy when manoeuvring thanks to the slim tailgate window.

A special mention for the infotainment system, which is slick and sharp, along with the clear head-up display and augmented satellite navigation system which overlays upcoming directions on the touchscreen via big chevron graphics.

Refinement levels in the cabin are impressive, there’s plenty of grunt from the petrol engine, which is only vocal under heavy acceleration, while the sweet-shifting gearbox cracks on effortlessly.

The M Sport comes with adaptive suspension, and frankly the difference is marginal. Overall, the set-up is on the firm side, which is noticeable on bumpier surfaces, but not uncomfortable.

The pay-off is that the X1 delivers a more dynamic driving experience. With an agile feel, body control and grip levels are good in more challenging corners – whether you’re in Personal, Sport or Efficient drive modes. Meanwhile, the steering is light and direct, making town driving a doddle.

It’s worth noting that the M Sport gets shift paddles and the left one activates the Sport Boost, which delivers an extra 19bhp of power (useful for overtakes).

Of course, the iX1 is the one to go for if you can stretch to £52,255 and you have a home charger. It looks just like its petrol, diesel and PHEV siblings, but BMW’s entry-level electric car is a real smoothie.

Faster than it really needs to be (there’s a Sport Boost function too), it’s whisper quiet (once you switch off the irritating Hans Zimmer ‘IconicSounds’ digital soundtrack) and easy to drive.

Despite the fact that it weighs around 400kg more than its ICE stablemates, the boffins at BMW have done a great job hiding it, because the iX1 is nimble and fun.

The iX1 we tested has two electric motors, one driving the front wheels and one the rears. Needless to say, there’s excellent traction and it feels nicely composed.

Whether you go electric or not, BMW’s baby SUV is a practical proposition with plenty of space inside the cabin and superb leg and headroom in the back.

Boot space varies according to the degree of electrification, but peaks at 540 litres for the petrols and diesels (1,600 litres with the 40/20/40-split seats folded).

Finally, the X1 is safe too. Awarded a maximum five stars by Euro NCAP, it’s packed with safety and driver assistance goodies as standard, including autonomous emergency braking (AEB), lane departure warning and speed limit assist, plus an additional centre airbag between the driver and front passenger seats.

Premium rivals include the Audi Q3, Mercedes-Benz GLA, Lexus UX and Volvo XC40.

Verdict: The latest-gen BMW X1 goes straight to the top of the class with its winning blend of space, technology, driving engagement and quality. If you’re looking for a classy, compact family SUV, the X1 should head your shortlist.

BMW UK