Ford Capri review

2024 Ford Capri review

We get behind the wheel of one of the year’s most-anticipated new EVs – the reborn Ford Capri…

According to the slick marketing for the original 1969 Ford Capri, it was the “car you always promised yourself”.

It’s hard now to appreciate the impact this fastback coupe had at the end of a decade in which the dowdy Austin/Morris 1100 was Britain’s bestselling car.

Europe’s answer to the Ford Mustang, it was like nothing else on the road.

Classic Ford Capri

With its long bonnet, fake air intakes ahead of the rear wheels, wide choice of engines, fun driving characteristics and value for money, it was a massive hit.

Ford sold almost 1.9 million Capris worldwide over three generations before the plug was finally pulled in 1986.

Fast forward to 2024 and the Ford Capri has been reborn as an all-electric “coupe SUV”, and it’s now billed as the car the “iconic sports coupe” was “destined to become”.

2024 Ford Capri review

When you’re resurrecting a beloved badge, there are two ways to go. Fiat and Renault have taken the retro route with the 500e and 5, and largely kept enthusiasts on board.

Ford has opted for a more problematic journey with the Mustang Mach-E, Explorer and now Capri, because all three are family-sized SUV/crossovers that bear little resemblance to their predecessors.

The new Capri is hardly the bargain it once was either. After all, the original Capri was priced from £890, which was less than an entry-level Hillman Hunter.

2024 Ford Capri review

At launch, the 2024 Capri starts at a hefty £48,075, which means its long list of family-sized rivals include the Peugeot E-3008, Cupra Tavascan, Polestar 2, Tesla Model Y, Volkswagen ID.4/ID.5, BMW iX1/iX2, Kia EV6, and even its sibling, the Ford Explorer.

For that you get an Extended Range RWD model, complete with 77kWh battery, delivering 282bhp and a range of 389 miles. Pay a bit more and there’s the Extended Range AWD with a 79kWh battery, 335bhp and 343 miles of range. The latter is also the fastest with a 0-62mph time of 5.3 seconds, compared to 6.4s.

A more affordable (from £42,075) entry-level Standard Range RWD with a 55kWh battery and 168bhp electric motor (no range specified as yet) will join the line-up soon.

2024 Ford Capri review

Like the recently-launched Explorer EV, the Capri is built on Volkswagen’s MEB platform. Thankfully, it doesn’t look anything like VW’s blancmange ID range, but its profile has a touch of Polestar 2 about it and it looks a little boxy from the rear.

Ford has given the aerodynamically-efficient Capri a distinctive exterior design that sets it apart from the Explorer.

It’s also longer (4634mm vs 4468mm) than its little brother, a tad lower (4mm) and the same width (1871mm).

2024 Ford Capri review

There are a few nods to older Capri models, but you might miss them. For instance, there’s the C-shaped rear quarter windows, black trim joining the front and rear lights, plus the addition of a single spoke on the steering wheel (at 6 o’clock).

Inside, it’s pretty much the same as the Explorer, which is no bad thing.

There’s 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.

2024 Ford Capri review

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

Unlike some EVs, 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.

However, 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.

2024 Ford Capri review

Overall, there’s plenty of space inside the Capri up front and for adult passengers behind, though the sloping roofline might brush the heads of taller people.

The 572-litre boot capacity is generous, extending to 1,510 litres with the rear seats folded. 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.

The interior may not have the wow factor of some rivals, and there are a few too many hard surfaces high up for my liking, but it was hard to fault the build quality of our test cars.

2024 Ford Capri review

The driving position at its lowest setting, was still a touch too high for me, but I soon got used to it. Visibility is pretty good, while sensors and cameras make up for the slim rear window.

There are two trim levels offered (Select and Premium), Vivid Yellow and Blue My Mind are the standout colours and 21-inch alloy wheels are optional.

Sadly, a heat pump is not standard. Ok, it may not be needed in all climates, but in the UK any technology that increases efficiency in cold weather is welcome, whether it’s warming the cabin or keeping the battery at an optimal temperature to improve charging performance, range and battery longevity.

Gareth Herincx - Ford Capri

That said, just like the Explorer, the Capri boasts a battery efficiency rating of between 4.4 to 4.7 miles per kWh (depending on the model), which should mean that impressive ranges approaching 300 miles and above are possible, given the right conditions.

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

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.

2024 Ford Capri review

Putting the baggage of the Capri legacy to one side and judging it purely as an electric SUV, the 2024 Capri is one of the best in its class.

With a slightly lower centre of gravity to the Explorer, plus tweaked suspension, throttle response and steering, it’s a tiny bit more agile and handles well. The ride is on the firm side, but push it into corners and body lean is kept nicely in check.

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 (also a quirk of VW’s ID cars).

2024 Ford Capri review2024 Ford Capri review

Effortless and refined on the motorway, it’s a doddle to drive in town too with a tight turning circle. You can also choose between five drive modes – Normal, Eco, Sport, Individual or Traction (AWD only). Sport does it best to dial up the engagement factor and is fun for short bursts, but ultimately you’re likely to spend most of your time in default Normal, which offers the best performance-efficiency balance.

There’s little to choose between the two models. Naturally, the all-wheel drive has more grip and it’s quicker, but the RWD is cheaper, has extra range and is more than fast enough.

Ultimately, the bigger dilemma is whether you opt for an Explorer or Capri, because other than boot size and styling, there’s little to choose between them.

Verdict: Resurrecting the Capri badge was always going to be divisive, but we are where we are. The good news is that the 2024 Ford Capri is a distinctive coupe-styled electric SUV that’s spacious and safe, delivering a polished drive and impressive real-world range.

2024 Ford Capri review

Ford UK

Audi Q4 e-tron review

Audi Q4 e-tron review

We get behind the wheel of the Q4 e-tron – Audi’s entry-level, all-electric car…

Launched in 2021, the Audi Q4 e-tron battles it out in the hugely competitive mid-sized SUV sector.

Its many rivals include the Tesla Model Y, Kia EV6, BMW iX1, Mercedes-Benz EQB, Volvo XC40 Recharge and Polestar 2.

Audi Q4 e-tron review

Priced from £51,325, it also competes with its Volkswagen Group cousins (they share the same platform) – the Skoda Enyaq and VW ID.5.

Available in both SUV and sleeker Sportback versions, the Q4 e-tron comes with a 76.6kWh battery and two power levels – the ’40’ (rear-wheel drive single electric motor) or the top-spec ’50’ quattro (two electric motors driving all four wheels).

The ’40’ delivers 201bhp and accelerates from 0-62mph in 8.5 seconds, while the ’50’ has 295bhp on tap and can hit 62mph in 6.2 seconds.

Audi Q4 e-tron review

Both versions have a 135kW charge capacity, which can get you from 5% to 80% in as little 29 minutes. Like all EVs, it will also charge up overnight if you have a home wallbox.

Depending on body style and power output, the Q4 e-tron has a claimed range of 292 – 328 miles.

Naturally, the Q4 e-tron is generously equipped, but as ever with Audi, there’s still a lengthy list of options, plus three packs (Technology, Technology Pro and Safety Package Plus) in addition to the basic three trim levels (Sport, S Line and Black Edition).

Audi Q4 e-tron review

We road tested the Audi Q4 e-tron 50 quattro in S Line trim. Our car was a Sportback, which is mechanically identical to the more conventional SUV version, except for the sharply raked roofline for extra kerb appeal. Perhaps more importantly, its slippery body also delivers a slightly longer range.

Inside it’s very Audi. In other words, it’s a combination of top build quality, state-of-the-art tech, comfort and space.

As with all SUVs, there’s a high driving position, while the dashboard layout is refreshingly conventional with a user-friendly blend of 10.25-inch digital driver’s display, a 11.6-inch central touchscreen, separate (physical) climate controls and a multifunction steering wheel.

Audi Q4 e-tron review

Audi’s infotainment system is as slick as ever. What’s more, it uses ‘haptic feedback’ (there’s a slight clicking sensation when you touch it), which is much better than the frustrating touch-sensitive system used by other VW Group brands such as Volkswagen and Seat.

Visibility is good and where there are deficiencies, the multitude of cameras and sensors make up for it. Oh, and kudos to Audi for sticking with a rear wiper, an essential missing from competitors such as the Hyundai Ioniq 5.

On the road, the Audi Q4 e-tron 50 quattro may not be as blisteringly fast in a straight line as some rivals, but it’s still swift enough for everyday driving.

Audi Q4 e-tron review

The ride is a tad stiff, but even so, it manages to stay comfortable and refined with very little wind and road noise making it into the cabin.

In fact, our test car – which was fitted with 20-inch wheels and optional adaptive suspension – only got caught out on poorer surfaces.

The Q4 disguises its weight well, for a fairly heavy car (more than two tonnes), thanks to a low centre of gravity, but also light and accurate steering with a reasonably tight turning circle. It’s only when stopping from speed that you sense how hard the brakes are working.

Audi Q4 e-tron review

Push it on more challenging roads and it would be a stretch to call it the most engaging of drives, but at least it manages to remain relatively flat in faster corners, plus it grips well and traction is excellent.

There are various drive modes (Efficiency, Comfort, Auto, Dynamic and Individual) and selecting Dynamic does make it feel slightly sharper and more responsive, but that’s as far as it goes.

We also like the way you can also adjust the level of brake regeneration via the paddles on the steering wheel, plus there’s a B-mode on the gear selector, for maximising energy recuperation.

Audi Q4 e-tron review

Based on a week of mixed driving, we’d estimate our Q4 e-tron has a real-world range of around 270 miles. However, if you opt for the entry level model, your range is likely to be closer to 230 miles.

The Q4 e-tron’s interior is spacious and there’s enough room for six-footers to sit comfortably in the rear which isn’t always the case with sportier SUVs.

Add 535 litres of luggage space in the boot (15 litres more than the SUV version) and 1,460 litres with the rear seats folded, and it’s a very practical proposition.

Finally, and as with most modern EVs, the Q4 e-tron is loaded with the latest technology and solidly built, achieving a maximum five stars in Euro NCAP’s crash tests.

Verdict: Handsome, comfortable, practical and easy to drive, the Audi Q4 Sportback e-tron oozes badge appeal and is one of the best 100% electric SUVs in its sector.

Audi UK

Audi Q4 e-tron review

World Car Awards 2023: Meet the finalists

Home / Auto News / World Car Awards 2023: Meet the finalists

Gareth Herincx

2 days ago
Auto News

World Car of the Year Awards 2023

The top three finalists in the six World Car Awards categories have been revealed.

The countdown ends on April 5 when the winners will be announced live at the 2023 New York International Auto Show during an awards ceremony.

World Car of the Year
BMW X1 / BMW iX1
Hyundai Ioniq 6
Kia Niro

World Electric Vehicle
BMW i7
Hyundai Ioniq 6
Lucid Air

World Luxury Car
BMW 7 Series / BMW i7
Genesis G90
Lucid Air

World Performance Car
Kia EV6 GT
Nissan Z
Toyota GR Corolla

World Urban Car
Citroen C3
ORA Funky Cat / Haomao
Volkswagen Taigo/Nivus

World Car Design
Hyundai Ioniq 6
Land Rover Range Rover
Lucid Air

World Car of the Year Awards 2023, powered by Brembo

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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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BMW X1 review

BMW X1

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.

BMW X1

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.

BMW X1

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.

BMW iX1

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.

BMW X1

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.

BMW X1

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.

BMW X1

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.

BMW X1

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

BMW X1