Crossover – Pulpaddict

Kia EV3 crowned UK Car of the Year 2025

Kia has pulled off the double by winning the UK Car of the Year Awards two years in a row.

Following on from the Kia EV9’s triumph in 2024, the EV3 has been named overall victor in 2025. It’s also the fourth year in succession that the top prize has gone to an electric vehicle.

The EV3 won its Small Crossover category and then beat the winners of the six other categories.

As a member of the UKCOTY jury, I played a small part in picking Britain’s best cars of 2025, and I’d like to congratulate all the winners.

Paul Philpott of Kia UK (left) with UKCOTY's John Challen — *Paul Philpott of Kia UK (left) with UKCOTY’s John Challen*

“Securing back-to-back successes in this competition has only been achieved once before, which shows the outstanding attributes and appeal of the Kia EV3,” said John Challen, co-chairman, UK Car of the Year Awards.

“Kia has successfully grown its EV portfolio and the specification, driving range, and distinctive styling are all EV3 elements that impressed our panel of experts.”

Receiving the winner’s trophy, Paul Philpott, president and CEO, Kia UK, said: “We’re delighted to once again be victorious winning the outright UK Car of the Year Award with EV3. This follows our success in 2024 with EV9.

“These consecutive awards clearly demonstrate Kia’s strong leadership in electrification, the genuine demand from UK customers, and the quality of our product line up.”

UK Car of the Year Awards 2025 category winners:

Small Car – Suzuki Swift
Family Car – Skoda Superb
Small Crossover – Kia EV3
Medium Crossover – MINI Countryman
Large Crossover – Hyundai Santa Fe
Executive Car – Polestar 4
Performance Car – Hyundai Ioniq 5 N

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Alfa Romeo Junior review

We get behind the wheel of the first electric car from iconic Italian brand, Alfa Romeo…

If all had gone to plan, Alfa Romeo’s debut EV would have been called the Milano. However, after a political row, the company had to dip into its heritage to resurrect the Junior moniker.

You see, Alfa Romeo isn’t the thoroughbred Italian than it once was because it’s now part of the giant Stellantis group, which also includes Citroen, Peugeot, Fiat, DS, Jeep and Abarth.

So, the Junior is built some distance from Milan at the Tychy plant in Poland, and it shares its platform with the Jeep Avenger and Fiat 600, which are also manufactured there.

The good news is that the Alfa Romeo Junior (also available as a mild hybrid) is one of the best compact SUVs on the market.

The EV version, marketed as the Junior Elettrica is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce.

All three use the familiar Stellantis 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the range-topping Veloce is uprated to 278bhp. Drive on all three is via the front wheels.

In acceleration terms, that’s 9 seconds compared to 5.9 seconds for the Veloce to reach 62mph from standstill. The downside is that the official range for the latter drops from 250 to 215 miles.

The Elettrica is well equipped and comes standard with 18-inch alloys, rear parking sensors, LED lights, auto wipers, a 10.25-inch infotainment with Apple CarPlay and Android Auto, 10.25-inch driver’s display and safety kit including AEB, Adaptive Cruise Control and Active Lane Assist.

The Speciale adds privacy glass, an electric driver’s seat, a180-degree camera, a hands-free tailgate, sports styling tweaks and keyless entry with proximity access technology.

The top-rung Veloce gets 25mm lower suspension, red brake callipers, 20-inch alloys, leather steering wheel, and sports pedals.

I tested a mid-range Elettrica Speciale in stunning Brera Red, with a contrasting black roof.

Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is an attractive car, managing to look both delicate and aggressive.

There’s even a new take on the scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo. Personally, I think it looks like a 3D printing exercise and some of the Alfa Romeo identity has been lost in the process, but judge for yourself.

Inside, it’s very driver-centric, with the large infotainment screen angled towards you.

The seats are comfortable and supportive, while visibility is good at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

The infotainment is a mixed bag. It’s by no means best in class in terms of graphics, layout and response times, but it does the job and you can always connect your phone via Android Auto or Apple CarPlay.

The system’s saving grace is the row of real buttons below the touchscreen with key features including temperature, fan speed and volume. If only the likes of Tesla and Volvo would do the same, because physical controls for essentials are easier and safer than prodding and swiping a screen on the move.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

So far so good, but it’s when you get behind the wheel of the Alfa Romeo Junior that it starts to become, er, speciale.

Unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

This pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

With a decent turn of speed, plus light, yet sharp and accurate steering, it’s nippy and easy to drive in town.

Overall ride quality is on the firm side, but not uncomfortably so, chiming with the Junior’s sporty driving characteristics.

Push it on more challenging roads and it handles well. Body lean is well controlled and there’s decent traction. If the brakes were more progressive, it would be even better.

Weighing in at 1,545kg, it’s relatively light for an EV, so it does feel agile, but if you want more of a hot hatch experience you’ll have to pay £42,295 for the Veloce which has more power, a lower ride height, beefed-up suspension, stiffer anti-roll bars, bigger brakes and uprated tyres.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

As ever, Dynamic is fine for fun, short bursts with maximum power on tap and Advanced Efficiency dulls the engagement factor, so best to stay in Natural for the best blend of performance and efficiency.

The other thing to say about the drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency, but my experience after a week of mixed driving is that the real-world range from the 154bhp Elettrica Speciale is closer to 200 miles, which is a bit disappointing.

And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 10-80% charge time of 30 minutes at speeds up to 100kW DC.

Ultimately, the Alfa Romeo Junior Speciale isn’t perfect, but it’s brimming with character, and it does deliver an engaging drive, unlike most of its rivals.

Verdict: If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.

Alfa Romeo UK

Mazda CX-80 review

We get to grips with the classy CX-80 seven-seater SUV – Mazda’s new flagship…

If you need a big SUV that’s capable of carrying seven people in reasonable comfort, there’s already a pretty good choice.

The new Mazda CX-80 is a welcome addition to the more affordable end of the list, which includes the Skoda Kodiaq, Hyundai Santa Fe, Nissan X-Trail, SEAT Tarraco, Peugeot e-5008 and Kia EV9.

Priced from £49,670, it looks familiar because it’s essentially a stretched version of the smaller CX-60 SUV.

At nearly five metres long, the CX-80 is no shrinking violet. From the front, it’s easily mistaken for a CX-60, but that profile with its huge 3,120mm wheelbase (longer than a Kia EV9 and BMW X7) is something else, and it’s 26mm taller.

The good news is that these dimensions result in a third row of seats and there’s a choice of layouts, so the middle row can either have two “captain’s chairs” (six seats in all) or a three/two-seat bench. Both bench and individual seats fold and slide backwards and forwards (by 120mm) for added practicality.

As always, I tried the third row for size, and as a 5’11” adult I can confirm that there is space as long as the middle row is pushed forward a little. The important takeaway is that it is just possible for passengers my height to sit behind each other

There’s plenty of load space in the CX-80 too, with a reasonable 258 litres with all the seats up, 566 litres with the third row down and 1,971 litres with all the seats flat.

Powered by the same engines as the Mazda CX-60, there’s a choice of plug-in hybrid or diesel, and all-wheel drive (rear-biased) is standard.

The 2.5-litre petrol engine and plug-in hybrid set-up produces 323bhp (369lb ft of torque) for a 0–62mph of 6.8 seconds, while the 17.8kWh battery is good for an official 38 miles of electric-only range and CO2 emissions are just 35g/km.

If you prefer diesel, the 3.3-litre six-cylinder paired with a 48V mild hybrid system, pumps out 251bhp (406lb ft), is good for an 8.4-second 0–62mph dash and can manage a claimed 49.6mpg (CO2 emissions 148g/km).

Both engines are rated at 2,500kg for towing, but naturally, the diesel makes more sense when it comes to grunt and long-range economy. Incidentally, there’s a clever drive mode available which improves stability and driving performance when towing. Additionally, a “Trailer Hitch View” rear-facing camera makes it easier to align the car and a “See-Through View” helps when manoeuvring in tight car parks and city streets.

The CX-80 is packed with the latest safety and driver assistance technology and achieved a maximum five stars in Euro NCAP tests. In fact, it was named Best in Class in the Large SUV category, narrowly beating the Audi Q6 e-tron.

All in all, the CX-80 has a premium look and feel throughout the cabin. And Mazda does things differently, so there’s a 12.3-inch digital instrument cluster and a 12.3-inch central display, but the latter is not a touchscreen. Control is via a rotary dial in the centre console, or Amazon’s virtual assistant Alexa, which is built-in and can control music, air-conditioning, navigation and third-party apps such as Spotify. Wireless Apple CarPlay and Android Auto are also standard.

On the road, the Mazda CX-80 doesn’t feel any more substantial than the CX-60, while visibility is decent and where it’s more challenging (the far-off rear when manoeuvring), the 360-degree camera helps out.

For me, the seating position at its lowest setting is still too high for me, but then that’s not unusual.

The ride is on the firm side, which is not helped by the big 20-inch wheels on the higher grade models, so probably best to stick with the 18-inch wheels on the entry-level Exclusive-Line if comfort is your priority.

It handles well for such a big SUV and feels planted, while body lean is minimal in faster corners. The steering is well weighted and responsive, while good grip gives you the confidence to push on.

Ultimately, your CX-80 experience is likely to be determined by your choice of powertrain.

The big turbodiesel is a joy. While it’s not quite up there with an equivalent six-cylinder BMW unit, it’s smooth, sounds the part, and is blessed with plenty of low-down grunt.

I averaged around 42mpg with a high of 46mpg, during my test, which isn’t bad for a car this size. With a little restraint, the claimed 49.6mpg on a steady run may well be achievable.

The plug-in hybrid is a mixed bag. You’ll have to take it very easy to get close to 38 miles of pure EV range (which in itself is modest compared to a Kodiaq’s 62 miles, for instance).

Then once you’ve run out of juice (or you put your foot down) the petrol engine kicks in. The transition isn’t always the smoothest and the four-cylinder unit is on the harsh side when pushed.

That said, it’s powerful enough, but economy will drop below 40mpg when the battery is drained, which isn’t ideal on a longer journey. On shorter runs, closer to 100mpg is possible (as high as 176.6mpg) in theory.

Weirdly the PHEV feels lighter and more agile, even though it’s heavier than the diesel, while the slick eight-speed automatic on both models is just the job.

A Sport drive mode, which boosts throttle response and handling, s available with both engines, but default Normal offers the best balance of performance and economy.

As ever, with a big SUV, it’s at its best cruising, soaking up the miles in comfort.

Verdict: The big Mazda CX-80 is a welcome addition to the seven-seater SUV category. Distinctive, safe, spacious and engaging to drive, it’s a premium car at a reasonable price.

Mazda UK

Renault Symbioz E-Tech review

We savour the Symbioz E-Tech – the latest addition to Renault’s growing SUV line-up…

Slotting between the Captur and Austral crossovers in the Renault range, the full hybrid Symbioz effectively replaces the Kadjar.

Competitively-priced from £29,295, it has its work cut out because it’s up against some of the UK’s most popular family cars, including the Nissan Qashqai, Kia Sportage. Hyundai Tucson and Skoda Karoq.

The attractive Symbioz is about the same size as a Qashqai and shares styling cues with the latest Captur.

Inside, it certainly has a Renault look and feel with a portrait-orientated 10.4-inch infotainment display in the middle of the dashboard, a 10.3-inch driver’s digital display and a large steering wheel. Under the touchscreen, there’s a row of climate control buttons and space to store your phone.

The infotainment system uses Google software, so Google Maps, Google Assistant and Google Play are all available. If you prefer Apple CarPlay or Android Auto, both connect wirelessly.

Overall, the dash is well laid out and intuitive, but maybe lacks the wow factor of some rivals.

The cabin as a whole is nicely put together and the quality of the materials used is good, with plenty of soft-touch surfaces higher up.

There’s an impressive amount of space too, so adults can sit comfortably in the rear seats. It also has a sliding rear bench to help maximise boot space, so it’s possible to free up 624 litres (492 litres normally), rising to a useful 1,582 litres with the 60:40 rear seats folded down.

Renault also says it has 24.7 litres of storage space inside the cabin, including seven litres in the glovebox alone.

Under the bonnet, the Symbioz uses the same ‘145’ hybrid set-up as its SUV siblings – the Captur and Arkana.

In other words, there’s a 94bhp 1.6-litre petrol engine working in conjunction with two electric motors, a small 1.2kWh battery and a six-speed automatic transmission (actually a four-speed gearbox and additional ratios courtesy of the dual electric motors).

In total, the full hybrid system (no plugging in) produces a decent 143bhp and power is sent to the front wheels (there’s no all-wheel drive option).

Renault claims a 0-62mph time of 10.6 seconds, economy of up to 60.1mpg, low CO2 emissions of 107g/km and a potential range of 630 miles on a full tank.

Interestingly, it uses a predictive hybrid driving function, which maximises use of electric boost over combustion power for lower fuel consumption

As you’d expect, the seating position is on the commanding side and there’s plenty of adjustment. Front and side visibility is good, but it’s a bit more restricted to the year. That said, a rear-view camera is standard, upgraded to 360-degree view camera on the top trim level – Iconic Esprit Alpine (the two others are Techno and Techno Esprit Alpine).

The Symbioz always starts in electric mode and it will toddle along like this for a short while before the petrol engine kicks in fairly seamlessly. It will also briefly drop into EV mode at lower speeds.

Push on, especially in Sport mode, and the engine will make itself known. What’s more, the gearing is long and it has a tendency to hold a gear for longer than necessary, and sometimes there’s a hesitancy on kickdown.

On the whole, it works well and it is an improvement on CVT hybrids where uncomfortably high revs are triggered if you do anything other than potter about.

The Symbioz feels a little faster than the official figures suggest, especially off the line, while the steering is light and precise, and the brakes are unusually progressive for a hybrid.

It also scores well when it comes to handling. The suspension is on the hard side, yet it deals with the lumps and ruts well, the tyres offer plenty of grip and it delivers tidy body control.

So, there is some fun to be had, but it is at its best cruising along on faster roads, and nipping around town.

Ultimately, the well-equipped Symbioz has a lot going for it – even if the lines are blurred between it and the its similar-sized SUV hybrid siblings.

Verdict: If you’re looking for a cool, frugal full hybrid that’s easy to drive, practical and can deliver a real-world 60mpg on long runs, plus value for money, the Renault Symbioz should definitely be on your shortlist.

Renault UK

Skywell BE11 review

We road test the Skywell BE11 – the debut car from a Chinese brand new to the UK…

Skywell was established in 2017 as a collaboration between Skyworth, one of the world’s largest consumer electronics manufacturers, and the Nanjing Golden Dragon Bus Company, which also makes trucks and vans.

The new brand produced its first passenger vehicle in 2017 and the BE11 is the first car to be exported to Europe, with others set to follow.

Like other Chinese car makers that have recently launched in the UK, including BYD, Omoda, GWM Ora and Xpeng, Skywell has had to start from scratch when it comes to dealerships and after-sales.

So far, there are only a handful of dealers, but it’s hoped there will be 50 by the end of 2025, while a large parts hub has been set up in Doncaster and a servicing deal had been set up with Halfords Autocentres.

Launched in China in 2021 (where it’s known as the Skywell ET5), the all-electric Skywell BE11 is one of the largest SUVs in its class. At 4,720mm, it’s longer than a Hyundai Ioniq 5 and a tad shorter than a Tesla Model Y.

Indeed, it’s ambitiously targeting the likes of the Nissan Ariya, Skoda Enyaq, Subaru Solterra and Ford Mustang Mach-E.

Looks-wise, it’s stylish with a generic high-riding SUV profile (MG HS/Volkswagen Tiguan vibes), an inoffensive front end with no grille and a bland rear with a pair of vertical indicators set low.

Inside, the cabin has a modern design and nearly succeeds in its upmarket brief. The dashboard is dominated by a 12.8-inch touchscreen, and thankfully there’s a driver’s digital display too, so all eyes are not on the central screen.

The faux leather seats have a quality feel, while the contrasting wood-style veneer and shiny trim strips give it a smart look, even if some of the materials used aren’t quite so classy when you start prodding around. Build quality is generally good, but not up to a premium standard.

However, it’s when it comes to space that the BE11 scores highly. There’s plenty of room inside the cabin (loads of space in the back), while the boot is a decent 467 litres. With the rear seats lowered (they don’t fold flat and the flipping process isn’t as easy as it should be), 1,141 litres is on offer.

Then there’s the Skywell’s pricing. Starting at just £36,995, it’s serious bang for your buck.

There are two choices (no extra trim levels) – the Standard Range (72kWh battery) or Long Range (86kWh).

The Standard Range has a claimed range of 248 miles (304 in the city), while the Long Range can reach 304 miles (401).

The modest 80kW peak charging rate isn’t quite so impressive, resulting in 20-70% battery charges of 45 minutes and 36 minutes respectively, though naturally it will fully charge at home overnight.

The Skywell BE11 is comfortable behind the wheel and offers good all-round visibility. Most owners will be happy with the high seating position. Personally, I prefer a lower option for a more involved driving experience.

On the road, its weaknesses materialise. For starters, anything other than moderate acceleration out of a junction results in front wheelspin. So, it’s just as well it has a 0-62mph time of 9.6 seconds and isn’t as savagely fast as some rivals.

Premium tyres might help with grip levels, but for now, the BE11 is best driven leisurely because it inspires little confidence.

You wouldn’t want to push it anyway, because it’s been set up more for comfort than driving engagement. It has a wallowy ride with plenty of body lean if corners are taken too quickly, while larger lumps and bumps on poorer surfaces can be felt in the cabin, along with a fair amount of road and wind noise.

Sadly, there’s no feeling in the steering either and the brake pedal is spongy, no matter what setting.

Ultimately, the Skywell BE11 may be competitively priced and offer a little peace of mind, courtesy of its generous seven-year/100,000-mile warranty, but the package as a whole is crying out for some fine-tuning.

Based on our test drive over a variety of roads, I’d expect the real-world range of the BE11 to be closer to 200 miles for the Standard Range 72kWh battery, and 250 miles on the Long Range 86kWh.

There are regenerative brake settings for harvesting some of that electrical energy otherwise lost during braking. However, rather than using paddles behind the steering wheel (becoming the norm), the settings are buried within the so-so infotainment system and there’s no one-pedal option.

And finally, while the Skywell BE11 is generally well equipped, it lacks some of the safety kit expected in any modern EV. The likes of adaptive cruise control, lane-keep assist, traffic-sign recognition and automatic emergency braking (AEB) are all missing, though a safety upgrade may be in the pipeline.

Verdict: With a more sophisticated driving experience, plus extra safety and driver assistance features, the Skywell BE11 would qualify as a decent debut car from a new brand to the UK. Despite its failings, it still offers impressive space, good value for money and a generous seven-year warranty.

Skywell UK