Honda CR-V e:PHEV review

Honda CR-V e:PHEV review

We road test the first plug-in hybrid from Honda – the all-new CR-V e:PHEV…

 The Honda CR-V started off life as a pioneering family-friendly SUV way back in 1995. The Comfortable Runabout Vehicle’ is now in its sixth generation, and as a sign of the times, it’s now only available as a full hybrid (badged e:HEV) or plug-in hybrid (e:PHEV).

Such is the popularity of crossovers, the list of rivals for the CR-V is enormous these days, and includes the Toyota RAV4, Kia Sportage, Ford Kuga, Nissan Qashqai and Hyundai Tucson.

Honda CR-V e:PHEV review

Wider, longer and taller than the previous generation car, we reckon the latest Honda CR-V is the best proportioned model yet with its chiselled lines and sporty stance.

It feels roomy and light as soon as you step into the cabin, while the driving position provides a commanding view of the road.

It’s comfortable too, with standard eight-way electrically adjustable leather seats, plus a useful memory function.

Honda CR-V e:PHEV review

The rear seats slide and recline, and offer excellent legroom, though taller adults may struggle for headroom, and there is no seven-seat option.

There is also a generous boot capacity of 617 litres, expanding to 1,710 litres with the 60/40 rear seats folded down.

The CR-V gets the same clear and responsive 9.0-inch central infotainment touchscreen as the latest Civic, which sits alongside a 10.2-inch digital driver’s display on the dashboard. Physical buttons and dials for items such as climate control are welcome too, and there’s also a head-up display for essential driving information.

Honda CR-V e:PHEV review

Other goodies include a multi-view camera system, Honda Parking Pilot, heated steering wheel, heated front and rear seats, front cooling seats, premium Bose sound system and My Honda app connectivity.

The CR-V is also the first European model to get Honda’s latest safety and driver assist system which removes blind spots around the vehicle.

Overall, the cabin is well put together and it’s a step-up in terms of quality, but there are still a few too many plastics and hard surfaces.

Honda CR-V e:PHEV review

The Honda CR-V e:PHEV pairs a 2.0-litre four-cylinder engine with a 17.7kWh battery and single electric motor, producing 181bhp.

It can travel in pure electric mode for up to 50 miles on a single charge, plus there’s a tow drive mode, which means it’s capable of pulling a decent 1.5 tonnes.

The 0-62mph sprint in the CR-V e:PHEV takes 9.4 seconds, while top speed is 121mph. In theory, it’s capable of 353mpg. The reality is that fuel economy will dip to a claimed 45.6mpg when the battery charge has been used up and it’s functioning more as a full hybrid.

Honda CR-V e:PHEV review

CO2 emissions are as low as 18g/km, which means lower VED, plus a tax benefit for company car drivers.

As with any plug-in hybrid, it’s most efficient when the battery is kept charged up. On shorter trips, impressive fuel economy is possible because the petrol engine is getting electric assistance from the battery, or its running in pure EV mode. However, on longer motorway journeys we found that it can dip below 40mpg.

That said, the 50-mile EV range is longer than most rivals, and driven sensibly diesel-equivalent economy overall is quite possible.

Honda CR-V e:PHEV review

There’s a choice of five drive modes: Sport, Normal, Econ, Snow and Tow.

Frankly, it’s just fine in Normal mode, but worth flicking into Econ when cruising or on motorways. We didn’t get the opportunity to try it in snow or tow mode, not did we take it off-road.

However, unlike the full hybrid CRV the e:PHEV is only available with front-wheel drive, so it will always have its limitations.

Honda CR-V e:PHEV review

There’s no shortage of power from the hybrid system and it’s smooth for the most part, with the petrol engine only becoming vocal when it kicks in under heavier acceleration.

The switch from electric to engine power (and vice versa) is seamless, and it’s particularly satisfying to see the EV light illuminate on the dashboard so often – sometimes when just cruising along.

With a maximum charging rate of 6.8kW, plugging the CR-V into a 7kW home charger will get you from 0-100% in around 2.5 hours.

The biggest different between this and the outgoing model is the new two-stage automatic gearbox, so no more high revs on acceleration like the old CVT transmission. It’s still not perfect, but a huge improvement.

On the road, the two-tonne CR-V feels substantial, so while it’s quick off the line, composed and refined, it’s not particularly nimble.

Honda CR-V e:PHEV review

Hustle it on more challenging roads and there’s a little body lean, but it’s manageable. Sport mode delivers a little extra performance and a firmer suspension for improved handling, but we’re not great fans of the accompanying fake exhaust note pumped through the cabin.

Oh, and if you’re heavy with your right foot it’s all too easy to spin the front wheels in wet or slippery conditions.

Ultimately, the CR-V Is easy to drive and more about comfort than driving dynamics.

It’s also a doddle to manoeuvre around town too, thanks to the numerous cameras and sensors.

Starting at £53,995, the plug-in hybrid CR-V is more expensive than the full hybrid (from £45,895), and whereas the latter is available in Elegance, Advance and Advance Tech trims, you can currently only order the e:PHEV in the top grade.

Verdict: The Honda CR-V e:PHEV is an impressive plug-in hybrid and a real step-up from the previous generation model. Spacious, safe, comfortable, practical and with a good EV range and hybrid economy, it ticks plenty of SUV boxes for families and business drivers.

Honda UK

Ford Puma Hybrid Car Review

It’s a time of mourning. As of July 2023, the Ford Fiesta is no more. So, what does that mean for the world of small(ish) Fords? Well, you can still have a Ford Focus, but that’s due to be canned in 2025, and there’s also the Puma.

The crossover Puma’s been on the go since 2019 and in its crosshairs are the Skoda Kamiq, Volkswagen T-Cross and Renault Captur. The original 1990s Puma was interesting, and after spending a week with the new one, my thoughts shifted positively.

My first question was: “Why Puma?”, but DNA from the original coupe still exists here — especially in the new car’s face. Scratchy plastics are aplenty in the cabin, but nice touches such as fabric-trimmed door cards and physical heater controls make you quickly forget about that.

On the road, it feels just like a Fiesta and that’s because it is essentially one underneath. In our local town, filled with narrow streets and difficult parking bays, the Puma’s tight turning circle made going to the shops less of a chore, which was important on the run-up to Christmas. The Puma had excellent front and side visibility, but rear visibility could be better.

Hyundai invited me to drive some of its newest cars in Edinburgh — a 57-mile round trip of mostly motorways and a bit of town driving. You may be surprised, but the 125bhp 1.0-litre Ecoboost did remarkably well and at no point was I frustrated with its pickup. On the twisties, the Puma springs to life, and with my test car being the Titanium, it soaked up potholes well.

Peering at the instrument cluster upon arriving at the Hyundai event revealed 51.3mpg — the fuel tank was still full. It’s not like I had everything off and was using a towel to demist the windows every five minutes; I had the thermal nuclear heated seat and the heated steering wheel on, and the cabin temperature set to 21 degrees. The reason I say “thermal nuclear” is because I truly believe Ford has installed two small reactors under both front seats. It’s not just this model, but every new Ford model I’ve driven so far. Setting “one” is couthy, setting “two” could easily defrost a frozen turkey in under five minutes — I’m sure of it, and setting “three”? Ensure you have a bucket of ice on board and life insurance in place.

Overall, the Puma is impressive. The fact that Ford has catered for a large audience shows that it’s taken seriously. If you like a car that handles well but doesn’t attempt to dislodge your spine over some of Britain’s potholes, buy the Titanium. And before you judge its name, get one out for a drive as your perception may just change.

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

Kia EV9 review

Kia EV9 review

We road test the Kia EV9 – the stellar South Korean brand’s all-new, all-electric flagship SUV

With its concept car looks, long range and effortless drive, the Kia EV9 is quite the statement.

About the same size as a BMW X5, it’s available as a six or seven-seater – the former sporting swivelling middle-row seats.

Kia EV9 review

Priced from £65,025, it’s expensive for a Kia, but you sure get big bang for your bucks. The big question is – will it tempt buyers away from prestige EV rivals from the likes of Audi, BMW and Mercedes-Benz?

First impressions couldn’t be better. It’s an epic car with a bold, boxy design that focuses on maximising interior space and passenger comfort. And despite its size, the EV9 looks much better in the metal than it does in pictures.

Previewing Kia’s future design direction, the combination of a long wheelbase and completely flat floor creates generous space for all in the three rows of seats.

Kia EV9 review

And even with all the seats occupied, there’s still 333 litres of cargo space – expanding to a superb 828 litres with the third-row seats flipped, or an enormous 2,320 litres with the second and third-row seats folded down.

The Kia EV9 is equally impressive on a technical level. All models in the range come with a large 99.8kWh battery, and there are two electric motor options.

First up is the 201bhp Single Motor model that powers the rear wheels. Or step up to the Dual Motor all-wheel drive EV9, which has 378bhp and a massive 516lb ft of torque. If economy trumps performance on your tick-list, then the former delivers a claimed 349 miles of range, while the flagship model still offers a respectable 313 miles.

Kia EV9 review

Or to put it another way, the Single Motor can sprint from 0-62mph in 9.4 seconds (19-inch wheels), while the more potent model takes just 5.3 seconds (21-inch wheels).

Ultra-fast charging is standard, meaning 154 miles can be added in just 15 minutes. Or to put it another way, a 10-80% charge will take as little as 24 minutes via a 350kW connection. Naturally, it will also charge overnight at home, if you have a wallbox.

The Kia EV9 is generously equipped too, with a three-screen dash layout combining a 12.3-inch infotainment screen, a 12.3-inch driver’s display and a 5.3-inch touchscreen for the climate controls. With a few physical buttons thrown in too, it’s as logical and slick as ever – just what we’ve come to expect from Kia.

Kia EV9 review

There’s also wireless phone charging, Apple and Android connectivity, heated and cooled seats, a heated steering wheel, dual-zone air conditioning, LED lights all round, a 360-degree camera system, V2L charging, a power tailgate and a three-pin socket in the boot.

I haven’t even mentioned the long list of safety and driver assistance tech which helped to earn the EV9 a maximum five-star Euro NCAP rating, or the regenerative braking which is easily adjusted via paddles behind the steering wheel.

The overall build quality is hard to fault, while the interior materials (many of which are recycled) are just the job, though there’s still some way to go for Kia to be challenging the plush interiors of the big German premium brands.

Kia EV9 review

Once you’ve ‘stepped into’ the cabin, it instantly feels spacious and comfortable, with excellent visibility. You don’t feel perched, like some electric SUVs, and there’s plenty of seat adjustment.

I drove the Dual Motor EV9 in GT-Line S spec on a variety of roads around Aberdeen, Inverness and into the Scottish Highlands.

To say progress was relaxed and effortless would be an understatement. It feels big, especially in town and on narrower country roads, but for the most part it’s not an issue and it simply cruises silently along (wind and road noise are hardly noticeable). Ride quality is impressive and the steering is light-yet-accurate.

Gareth Herincx - Kia EV9

Despite its bulk, it manages to stay surprisingly flat in more challenging corners, but it would be an exaggeration to call it nimble. Helped by a low centre of gravity, there’s no getting away from the fact that this is a 2.6 tonne car.

As you’d except from the AWD system, traction levels are superb. I didn’t get to try the EV9 off-road, but in addition to the steering wheel-activated Eco, Normal and Sport drive modes, there’s also a terrain mode button, giving the options of Mud, Snow and Sand.

There’s no shortage of power either, but if longer range is more important to you, it might be worth going for the Single Motor model.

Kia EV9 review

Freezing conditions probably didn’t help, but after a couple of days with the AWD EV9, average energy consumption was 2.5 miles/kWh, which is a tad disappointing. Nevertheless, that still equates to a tidy real-world range in the late 200s (more in an urban environment), and I’d hope the RWD version would be able to return around 300 miles.

Finally, a quick word about the seating. If you choose the seven-seater (it’s one of the few such EVs on the market), the third row is useable for adults (I managed perfectly well and I’m 5’11”) – partly because the second-row bench can slide back and forth.

Kia EV9 review

And the two individual ‘captain’s chair’ seats, which swivel and recline in the six-seater version, are a great gimmick, and certainly add to the car’s wow factor.

Verdict: The cool Kia EV9 is as impressive as it’s big. A statement car if ever there was one, this striking SUV is competitively-priced, spacious and safe; delivering an effortless drive and useable real-world range.

Kia UK

Kia EV9 review

Living with a Ford Kuga Black Package Edition

Plug-in hybrids are great for those wanting to dip their toes in electrified waters without committing to a bonafide EV. There are lots on the market to choose from, but what happens when you yearn for something a bit sportier? The Kuga PHEV ticks the boxes of efficiency, looks and performance on paper, but what about in reality?

My test car had the White Platinium paintwork with a black roof — a beautiful £850 colour combo, but a task to keep clean in the winter. OTR prices start from £39,855 for the Black Package Edition with the CVT ‘box like I had, but my car tipped the scales at £44,255 thanks to a few pricey but nice options.

The keys were handed over and it was mine for the week. Straight away, the ST-Line bodywork transformed this family car into a slightly sportier version of itself — it almost looked like it could wear a proper ST badge, especially with those red brake calipers, hugging Alcantara seats and tasty twin exhausts. That’s about as ST as things got, however.

The Black Edition gets sports suspension, an incredibly firm set-up for British roads. In comparison, the Focus ST I had on test earlier this year never felt as choppy over potholes or uneven road surfaces. In the bends, the Kuga urges you to let it loose and it does a fine job ironing out tight corners for a nearly two-tonne hybrid SUV.

Mashing the throttle saw the 221bhp 2.5-litre pick up quickly off the mark and the CVT gearbox responded well. It only has 200Nm of torque, which means it can feel sluggish in-gear. Ford claims a 0-62mph time of 9.2sec but my real-world testing showed a slightly snappier time of 8.7sec, while the 30-70mph slip road dash took just 7.2sec.

I often drive to see my parents — thankfully, the 69.8-mile round trip, consisting of motorways, towns and B-roads, is also perfect for testing a car’s true economy. Setting off, the tank was full and showed 322 miles, the outside temperature was 9°C and eco mode was engaged.

Arriving at my parents’ house resulted in having one mile of battery and 304 miles of fuel left, and topping up via a domestic plug took around six hours. After our lengthy catch-up and the charitable electricity donation I received, it was time to head off. Arriving home, the car had run 47.8 miles on electricity during round trip, delivering an impressive average of 176mpg. In normal mode over a different 49-mile route, the car averaged 40.4mpg.

Of course, a charging option might not always be available, so what happens if you run the battery flat? Well, it does have a 2.5-litre powerplant after all, but I managed 39.4mpg on a 39.1-mile trip — still quite good.

The week was over, the keys were handed back and the Kuga had given me mixed feelings. The driving experience could be engaging, but the sport suspension was a tad too much when I wasn’t in the mood for driving around with my hair alight. For that reason, I would opt for either the Titanium or Vignale editions for a softer ride.