Crossover – Pulpaddict

Subaru Crosstrek review

We spend some quality time with the all-wheel drive Crosstrek SUV – Subaru’s entry-level model…

At first glance, the all-new Subaru Crosstrek looks very much like the Subaru XV – the car it replaces.

There’s a good reason for that, because the Crosstrek is, in effect, the third generation XV. And as it’s already known in North America as the Crosstrek, so the name-change makes sense.

A rugged, raised version of the Impreza five-door hatchback, the Crosstrek has big shoes to fill, because the XV was the left-field brand’s best-selling model.

Frankly, it’s hard to pigeonhole because it is slightly smaller than some family-sized rivals (Kia Sportage) and yet bigger than most compact crossovers (Kia XCeed). Ultimately, it’s the Nissan Qashqai that’s its closest competitor in terms of size.

However, it’s the Crosstrek’s off-road capability that sets it apart. That 220mm of ground clearance is a clue, but hidden from view is Subaru’s signature ‘symmetrical’ four-wheel drive system – one of the best in the business.

Subarus are in their element off-road. Engage ‘X-Mode’ – a drive setting that takes command of the engine, transmission, AWD, brakes and other components to help you navigate challenging terrain – and you’re away.

Despite its sporty looks and regular road tyres, it’s remarkably capable, making mincemeat of deep mud tracks and slippery hills. It should also cope with flooding because of I once drove an XV through a shallow river on an off-roading day.

Priced from a reasonable £34,995, the Crosstrek comes with a 2.0-litre petrol engine that uses Subaru’s trademark ‘Boxer’ flat-four cylinder layout.

It also gets mild hybrid assistance in the form of a small 0.6kWh lithium ion battery and 16bhp electric motor, taking the e-Boxer’s total power output to 134bhp with 184Nm of torque.

Power is sent to all four wheels via Subaru’s Lineartronic CVT automatic gearbox, which is still my biggest bugbear.

Despite the simulated ‘steps’, if you push on, the engine revs uncomfortably high making for noisy progress.

It’s fine at lower speeds and will even run in electric mode for short periods in traffic, but it doesn’t take much provocation for the engine to kick in.

There are paddles behind the steering wheel if you prefer to change gear yourself, but this solution is not hugely effective in practice, so it’s just easier to drive gently.

On paper, the Crosstrek has a 0-62mph acceleration time of 10.8 seconds and a top speed of 123mph, while fuel economy is just 36.8mpg and CO2 emissions are a disappointing 174g/km. On the plus side, I managed around 40mpg in mixed driving.

On the road, the Crosstrek feels substantial and the ride is firm, but thankfully it still manages to soak up most of the lumps and bumps.

The steering is nicely weighted and accurate and there’s surprisingly little body roll in more challenging corners.

Overall, it not as nimble as a standard family hatchback, but it does feel more agile than most SUVs. Crucially though – it won’t put a smile on your face because the CVT neuters the car.

If you prefer a high driving position, then you’ll like the Crosstrek. It’s a tad too commanding for me, but I suspect I’m in the minority.

That said, the seats are comfortable with plenty of adjustment, while the top spec ‘Touring’ trim (the entry-level is ‘Limited’) gets classy leather upholstery which looks like it will be particularly hard-wearing.

There’s an 11.6-inch portrait infotainment screen in the centre console, which does the job, but it’s not exactly cutting edge. What’s more, the ‘Limited’ trim level doesn’t even get integrated sat nav.

Thankfully, some physical buttons have been retained, while the analogue dials for the instruments ahead of the driver look old school.

Overall, the build quality of the interior is good, but it looks a little dated and there are far too many scratchy black surfaces.

There’s a decent amount of space in the back, though taller passengers may struggle for headroom, while the boot is a modest 315 litres (well down on its rivals), expanding to 922 litres with the 60:40-split rear seats flipped down. For the record, the towing capacity is a reasonable 1,270kg.

It’s also worth mentioning that the Crosstrek was awarded a maximum five stars by Euro NCAP and it’s full loaded with safety and driver assistance tech.

So, the Crosstrek 4×4 is a mixed bag, but if you can live with the CVT automatic gearbox, then you’re unlikely to find a more reasonably-priced, trustworthy, go-anywhere automotive companion.

Verdict: The Subaru Crosstrek deserves to be on your SUV shortlist if you want to stand out from the crowd and drive a car that’s safe, dependable and extremely capable when the going gets tough.

Subaru UK

MG ZS Hybrid+ review

We road test the all-new, full hybrid MG ZS compact family SUV…

It’s been a busy year for MG Motor UK. Not only has the Chinese-owned brand launched the acclaimed MG3 Hybrid supermini, but the next-generation MG HS mid-sized SUV and the ground-breaking Cyberstar electric sports car.

As if that isn’t enough, along comes the next generation MG ZS, which is now bigger, better and still a bargain.

The new ZS has a lot to live up to. The outgoing model was one of the UK’s best-selling cars. Since launching in 2017, it has notched up more than 100,000 sales.

Priced from £21,995-£24,995, the MG ZS Hybrid comfortably undercuts its many rivals including the Ford Puma, Hyundai Kona, Volkswagen T-Cross Skoda Kamiq, Renault Captur, Nissan Juke and Toyota Yaris Cross.

For this generation, the ZS is currently only offered as a full hybrid (there’s no EV version) and it uses the same system as the MG3 Hybrid .

In other words, there’s no need to plug it in and the system combines a 1.5-litre four-cylinder petrol engine with an electric motor, delivering a total power output of 193bhp.

The electric motor contributes 134bhp and 250Nm of torque, enabling the ZS to accelerate from 0-62mph in a punchy 8.7 seconds. Paired with a three-speed transmission, drive is via the front wheels (there is no all-wheel drive option).

The small 1.83kWh battery allows for short bursts of pure electric driving, which helps the ZS Hybrid delivers claimed fuel economy of up to 55.4mpg and CO2 emissions as low as 115g/km.

Two trim levels are available – SE and Trophy. Entry-level SE offers goodies including a 12.3-inch infotainment touchscreen (with Apple CarPlay, Android Auto and built-in sat nav), a 7.0-inch driver’s digital instrument cluster, a reversing camera, rear parking sensors, and keyless entry, plus the MG Pilot suite of safety and driver assistance systems.

Range-topping Trophy adds black leather-effect upholstery, heated front seats and steering wheel, a 360-degree camera, rear privacy glass, a six-way adjustable driver’s seat and 18-inch alloy wheels.

The new ZS Hybrid has styling that brings it into line with the HS and MG3 Hybrid . Better proportioned than the outgoing model, it’s longer, taller and wider, while its smoother lines are kinder to the eye, even if the nose treatment does bear more than a passing resemblance to the Suzuki Across.

Considering the ZS is at the budget end of the market, the interior looks and feels surprisingly good. There are some soft-touch surfaces, and the faux leather seats in the Trophy version are top quality.

There’s plenty of space in the cabin with lots of storage areas. Rear seat legroom is especially generous, and taller passengers will have no complaints either.

For the record, the boot has a decent 443-litre capacity, expanding to 1,457 litres with the rear seats folded.

The driving position is pretty high up front. It’s not a deal-breaker and I soon got used to it, but I would prefer a little more downward travel. However, there’s no excuse in 2024 for the lack of steering wheel reach adjustment.

The infotainment system is a big improvement on the previous iteration, but still not the best. On the plus side, there are physical shortcut buttons beneath the main screen. However, it’s not always the fastest or most intuitive system to use, while the steering wheel controls are fiddly.

On the road, the MG ZS Hybrid is pleasant to drive, but let’s be honest, it won’t put a smile on the face of more spirited drivers.

It’s smooth and refined for the most part, but when you put your foot down or head uphill, the petrol engine kicks and the revs rise big time. The gearbox doesn’t help because it’s occasionally unpredictable and holds onto gears longer than necessary.

So, the new ZS is best enjoyed at a leisurely pace, or simply cruising along.

The steering is light and precise and it’s a doddle to drive, but the ride is on the firm side and it can be fidgety over poorer surfaces at lower speeds. There’s also a fair amount of wind and road noise make it through to the cabin.

Push it in more challenging corners and body lean is kept well in check, but even with Sport drive mode activated (there’s also Standard and Eco), it’s never going to be a dynamic car to drive.

It’s worth mentioning that there are also three energy regeneration modes that can be adjusted using the two programmable buttons on the steering wheel. Always a joy to engage extra regen on downhill stretches to charge up the battery pack.

Based on our test drive on a variety of roads, we’d say economy of 50mpg is realistic, which is impressive.

Finally, if you’re looking for peace of mind, like all MGs, the ZS Hybrid comes with a generous seven-year/80,000-mile warranty.

Verdict: Put simply, the all-new MG ZS Hybrid is an economical family-sized SUV for about the same price as a supermini. It may not be top of the class for dynamism on the road, but it is a doddle to drive, spacious, well-equipped, and it’s blessed with a seven-year warranty.

MG Motor UK

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

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

MINI Countryman review

We get to grips with the next-gen MINI Countryman in entry-level and performance guises…

I’ve always found it tricky trying to categorise the MINI Countryman. It looks like it’s a cross between an estate and a crossover, yet it’s actually about the same size as a family-sized Nissan Qashqai SUV.

One thing is for sure, the third generation Countryman is the biggest MINI ever. MAXI even.

Fans will be pleased to know that it’s still recognisable as a Countryman with its boxy styling, though this time round it’s 130mm longer than the outgoing model and 60mm taller.

The even better news is that means there’s more space for occupants and their luggage, and it’s had a significant tech upgrade.

First a quick recap. The MINI Countryman first appeared in 2010, with the second generation following in 2017. Significantly the Mk 2 was also available as a plug-in hybrid.

The all-new Countryman goes one better. There’s now a 100% electric option with a range of up to 287 miles.

The EV wasn’t available at the launch event, so we sampled two of the turbo petrol versions – the entry-level Countryman C, which has a 1.5-litre three-cylinder petrol engine and is likely to be the most popular model – and the high-performance Countryman JCW (John Cooper Works) ALL4 range-topper, complete with 2.0-litre four-cylinder.

The 2024 MINI Countryman follows the clean, minimalist look already seen in the new MINI Cooper Electric.

There’s now an octagonal grille, smoother lines and simplified LED lighting front and back, while its rugged, upright proportions give it more of an SUV style.

Starting at £29,290 the MINI Countryman is offered with three trim levels – Classic, Exclusive or Sport. The JCW tips the scales at a hefty £40,425.

Arguably, the wow factor comes when you step inside the cabin. It’s paired back, like the exterior, and now the centrepiece is the world’s first circular OLED display.

Serving as an instrument cluster and onboard infotainment hub, the stunning touchscreen is 9.4 inches in diameter. The upper half displays vehicle-related information such as speed and battery status, with the lower area is used for navigation, media, phone and climate.

Frankly, it was a little overwhelming at first because there’s an awful lot going on there, but I reckon it would all start to make sense after a week or so of ownership. Thankfully, MINI has kept a few signature toggle switches below the display.

The display’s party trick is a range of different ‘Experience’ modes, which change the look of the infotainment system and the car’s driving characteristics.

The default ‘Experience’ mode is referred to as Core, with others including Go Kart, Green, Vivid, Timeless, Personal, Balance, and Trail. Whenever you change the mode there’s a corresponding animation and jingle that plays. You’ll either find these quirky or irritating.

Elsewhere, the cabin definitely feels roomier and lighter than before (there’s an optional panoramic glass roof).

A sliding rear seat bench with adjustable backrests adds to the car’s flexibility, while up to 460 litres of boot space is offered with the seats up, expanding to 1,450 litres when they’re folded. Plus, there’s an additional under-floor compartment for stowing charging cables, for instance. In short, it’s a genuine family-sized car.

One of the outgoing Countryman’s strengths was the premium quality of the cabin. Except for the soft synthetic leather seats, I’d say the new model isn’t quite as classy, with its blend of rough-textured ‘knitted’ fabric made from recycled materials wrapped round the dashboard and door cards, and scratchy plastic surfaces.

Another example is the small perspex head-up display. Better than nothing, but nowhere near as classy as a HUD that projects directly onto the windscreen.

On the road, the third-gen Countryman has retained the fun-loving character you’d associate with the MINI family.

The front-wheel drive Countryman C’s punchy engine produces 167bhp and 280Nm of torque, and it can dash from 0–62mph in 8.3 seconds.

So, it’s swift, but it’s also no hot hatch – you’ll need to choose the S or JCW versions for more performance.

That said, it’s willing, and if you like a three-pot thrum and economy is important to you (it averages up to 46.3mpg, while CO2 emissions start at 138g/km), then this model ticks all the right boxes.

The C gets a standard passive suspension setup, which is on the firm side. It’s only really noticeable over the worst lumps and bumps, though it can feel a little jittery on poorer surfaces too.

For the most part it’s a perfectly pleasant ride with tidy handling and plenty of grip. The steering is direct and responsive, while the seven-speed automatic gearbox is slick with well-judged rations.

There’s decent body control in more challenging corners, but it would be an exaggeration to say that the Countryman C is agile with go-kart handling.

If you want more performance and sporty handling, then try the distinctive John Cooper Works Countryman. Its 2.0-litre produces 296bhp and 400Nm of torque, drive is via all four wheels and it can sprint from 0–62mph in just 5.1 seconds.

On the downside, fuel economy drops to an official 36.2mpg and CO2 emissions rise to an old-school 177-188g/km.

The JCW gets an adaptive suspension setup, so it constantly alters its behaviour according to road conditions and driving style in order to maximise the balance between ride and handling.

In reality, it feels more planted on the road, and if anything, it’s just a bit too powerful at times.

The steering is sharp and, for the most part, the ride is better, but it’s still firm and will still crash over the worst UK roads can offer.

The engine is more refined, though some won’t like the fact that it is artificially enhanced.

Stick the JCW into ‘Go-Kart’ mode and it sharpens up, delivering more driving engagement than its conventional SUV rivals.

Verdict: The new MINI Countryman is a real step-up from its predecessor, especially when it comes to practicality and technology. Fun to drive, well equipped and nicely finished, there’s arguably more of a cooler vibe than premium feel this time round.

MINI UK