Ford Explorer – Pulpaddict

Cupra Tavascan review

We road test Cupra’s second all-electric model – the slick and sporty Tavascan family coupe-SUV

The Cupra Tavascan is one of many models (as varied as the Audi Q4 e-tron, Skoda Enyaq and Ford Capri) sharing the same platform as the Volkswagen ID.4.

If you’ve read my reviews of the Volkswagen ID range (excluding the superb ID Buzz van), you’ll know that I’m not a fan of the “blancmange” styling.

The Cupra Tavascan couldn’t be more different, with its distinctive sculpted exterior design – a blend of SUV and coupe body style – and bold, yet upmarket, interior.

So, just as the Cupra Born eclipsed the ID.3, the Tavascan is a cut above the ID.4/ID.5.

That said, with a starting price of £47,350, the Tavascan should be good.

The first Volkswagen Group electric vehicle manufactured in China, you can choose between rear-wheel and all-wheel drive models with different power outputs (both sharing the same 77kWh battery pack.

The entry-level Tavascan puts out 281bhp (0-62mph in 6.8 seconds) and has a claimed range of up to 353 miles.

The range-topper gets two e-motors, which send 335bhp through all four wheels, resulting in a sprint time of 5.3 seconds and a range of up to 323 miles.

My test car was the flagship Tavascan VZ2, priced from £60,845.

In addition to the 15-inch touchscreen with Apple CarPlay and Android Auto connectivity, matrix LED headlights, 12-speaker Sennheiser sound system, and suite of driver assistance and safety kit fitted to all Tavascans, it gets 21-inch alloys, special bucket seats and leather upholstery.

In fact, a big thumbs up for the interior in general, which has a unique design featuring a curvaceous dashboard swooping into a central division between the driver and passenger that’s reminiscent of the wishbone-shaped halo head safety device used in motor racing.

The only black mark up front is that Cupra uses VW’s frustrating infotainment system, complete with haptic touch-sliders, and touch-sensitive steering wheel controls.

Elsewhere, there are plenty of soft surfaces inside the cabin, plus ample head and legroom for rear seat passengers, while the easily-accessed boot is a generous 540 litres, expanding to 1,550 litres with the back seats flipped. Sadly, there’s no ‘frunk’ under the bonnet to store charging cables.

Just as importantly, the Tavascan is well built and has a premium feel, which helps to justify that price tag. And if you’re looking for some peace of mind, then Cupra’s five-year warranty for up to 90,000 miles, along with eight-year/100,000-mile warranty for the battery, helps.

One of the faster family-sized electric SUVs on the market, it’s refined and more than quick enough for our roads.

The steering is nicely weighted and there’s abundant grip, while the suspension setup might be on the firm side for some, but I think it’s well balanced – delivering a blend of composure in more challenging corners, and comfort in everyday driving.

The only let-down is the spongy brakes – an unfortunate characteristic of other ID-based cars.

This is especially disappointing in the Tavascan, because it’s one of the few electric SUVs with a low driving position, should you want it, allowing you to feel more involved with the car. Sadly, the vagueness and extra foot pressure needed to bring it to a halt rather blunts the otherwise dynamic driving experience.

There are six driving modes (Range, Comfort, Performance, CUPRA, Individual and Traction), all selectable via buttons on the steering wheel and the infotainment system. They are worth a play, but as ever, default Comfort offers the best balance overall.

I drove the Tavascan in late summer over a variety of UK roads, and on a mix of journeys. I averaged around 3.6 miles/kWh, which is pretty much par for the course with SUVs of this size.

I’d estimate the real-world ranges are closer to 270 miles (against the claimed 323 miles) for the AWD model I tested, while the entry-level RWD car should nudge 300 miles (353 miles). Obviously, those range figures are subject to other factors too. So, for instance, expect better range figures in lower speed urban areas.

And just in case you’re wondering, the Tavascan’s peak 135kW rapid-charging speed allows a 10-80% top-up to be completed in around half an hour.

Verdict: If you want a sporty, spacious, family SUV with a premium feel that stands out from the crowd, then the Cupra Tarascan should be on your shortlist.

Cupra UK

Skoda Elroq review

We spend some quality time with the Skoda Elroq – one of our favourite family EVs on the market…

The last time I tested a Skoda EV was in 2021. It was the impressive Enyaq – the brand’s first electric car.

Apart from a “coupe” version of the Enyaq, there’s been nothing else on the zero-emissions front until the 2025 launch of its little brother, the Elroq.

Priced from a competitive £31,510, it’s about the same size as a Nissan Qashqai, and its many all-electric SUV rivals include everything from the Volvo EX30 and Ford Explorer to the Kia EV3 and Renault Scenic E-Tech.

I’ve just spent a week with the Elroq, and it’s clear that Skoda has another success on its hands.

First impressions are great. It’s a nicely-proportioned, sharp looking car, featuring the Czech manufacturer’s new styling direction called “Modern Solid”, which includes a “Tech-Deck” face.

While it’s shorter than the Enyaq, the Elroq’s wheelbase is almost the same, meaning that there’s ample space front and back for adults.

In fact, right from the moment I adjusted the driving seat, I knew I was going to like the Elroq. Unlike most EVs where I feel perched, I could lower the seat to my preferred position.

Vitally, this ability to sit lower in the car makes you feel more involved in the driving experience.

As you’d expect in a Skoda, there are plenty of smaller storage spaces too, while the boot is a decent 470 litres, expanding to 1,580 litres with the rear sets folded down.

Overall, it’s a stylish, well-built interior, even if it’s on the minimalist side when it comes to the dashboard. Apart from a row of buttons below the air vents, and the multi-function steering wheel, everything is controlled via the central touchscreen.

Swiping and prodding any screen on the move isn’t safe, so sticking essentials such as climate control in there makes no sense. Rant over.

The Elroq is offered in four trims: SE, SE L, Edition and SportLine, plus the performance-focused, range-topping vRS. As well as this, you’ll have to choose from various battery and electric motor configurations.

The options range from the entry-level 50 model with a 52kWh battery and 168bhp motor that produces 310Nm of torque. That’s sufficient for a 0-60mph acceleration time of 8.7 seconds.

Next up is the Elroq 60 with a 59kWh battery, 201bhp motor and 310Nm of torque. That’s good for a 0-60mph sprint of 7.7 seconds.

Then there’s the Elroq 85 complete with a 77kWh battery and 282bhp motor, generating a potent 545Nm of torque, which is enough for a very brisk 0-60mph time of 6.4 seconds.

For the record, the vRS has twin motors and a 5.2-second sprint time.

Finally, it’s worth noting that all Elroq models, except for the vRS, are rear-wheel drive.

It’s no surprise that the Elroq is quick off the mark, but it’s range that matters for most.

Depending on the model chosen, according to the claimed figures, range varies from 232 miles (Elroq SE 50) to 355 miles, for my test car – the Elroq Edition 85.

On the road, the soft suspension gives the Elroq a comfortable if slightly floaty, ride, though it only becomes unsettled over bigger bumps.

Progress is refined and parking is a doddle thanks to light steering, good all-round visibility, a tight turning circle, and the various electronic aids.

Push on and there’s surprisingly little body lean on twisty roads, but it’s clearly set up more for comfort than driving engagement – even with the ability to sit lower in the car.

Also, the brakes are fine, but on the spongey side, while front-end grip is fine in the dry, but might be more challenging in slippery conditions. In other words, it’s at its best cruising along.

If you fancy experimenting, the drive modes available include Normal, Eco, Sport and Individual, which allow for customisation of settings such as engine response, steering and suspension. As ever, Normal offers the best combination of performance and efficiency, while Eco is sensible for long motorway runs and Sport spices things up a little for short bursts.

There also an optional DCC (Dynamic Chassis Control) with Normal, Comfort, Sport and Custom settings. It features adjustable dampers that vary the level of ride firmness, but I suspect most buyers will be happy with the standard-set-up.

All but entry-level models get paddles on the steering wheel to adjust the level of regenerative braking, plus there’s a “B” mode on the gear selector, which is useful for eking out extra miles on long downhill stretches of road, for instance.

A 10-80% rapid charge is possible in around 30 minutes across the line-up, and of course it’ll charge overnight if you have a home connection.

Claimed efficiency for my test car was 4.1 miles per kWh. On a long run I got close to 4.0, and at worst during my week I achieved 3.2. So, driven sensibly, it’s one of the more efficient EVs on the market. In city driving, a range north of 300 miles is possible, but on mixed roads you’re probably looking at a real-world range closer to 275 miles.

Ultimately, the Skoda Elroq is an impressive all-round package and represents great value for money.

Verdict: Skoda has another winner on its hands with the electric Elroq compact SUV. Stylish, spacious, safe, comfortable and easy to drive, it’s affordable and has a decent range.

Skoda UK

Vauxhall Grandland review

We get to grips with the all-electric and mild hybrid versions of Vauxhall’s stylish next-generation Grandland family SUV…

If ever there was a case of a model that’s evolved for the best over the years, it’s the Vauxhall Grandland.

Originally launched in 2017 as the Grandland X, it was facelifted in 2021 (and the ‘X’ was dropped from the name), but it’s fair to say that it was never the most scintillating SUV on the market that.

The all-new second-generation Grandland is still more sensible than scintillating, but it is a more impressive proposition and deserves to be on every family SUV shortlist.

At launch, it’s available as a 100% electric (for the first time) and mild hybrid, with a plug-in hybrid to follow.

Built on the same platform as its Stellantis cousin, the Peugeot 3008, the Grandland is a good-looking, if fairly generic SUV, featuring the latest 3D iteration of Vauxhall’s signature ‘Vizor’ front end, which now houses an illuminated griffin badge and headlight bar.

There’s a central spine running down the bonnet (a nod to Vauxhalls of old) and there’s plenty of lower body cladding right across the car, while the rear gets a full-width light bar separated by lit-up Vauxhall lettering, plus a meaty upper spoiler.

Three trim levels are offered (Design, GS and Ultimate), and if you choose one of the higher specs (GS is expected to be the most popular), you’ll be able to opt for a contrasting roof, which looks much cooler.

It’s also worth mentioning that those cutting-edge headlights are what’s known as Intelli-Lux Pixel Matrix HDs, no less, and they have more than 50,000 elements. They really do bathe the road ahead in light, and the auto high beam function worked efficiently, so I didn’t get flashed once.

Inside, it’s attractive, spacious and well put together, but like most Vauxhalls, it lacks the wow factor of some competitors. The good news is that Vauxhall claims that 85% of the materials use are recyclable.

The size of the infotainment system depends on the trim chosen, so entry-level Design only gets you a 10.0-inch touchscreen, while the GS and Ultimate upgrade to a more impressive 16 inches. Thankfully, Vauxhall has kept some physical short-cut buttons below the screen and the head-up display adjustment toggle is on the door panel in front of the window switches.

The touchscreen is nothing flash in terms of colour and details, but the screen is clear, easy to use and responsive, and naturally there’s DAB radio, sat nav and Bluetooth, plus Android Auto and Apple CarPlay smartphone mirroring.

There are a lot of blacks and greys in the cabin, so it’s a tad dull, and the surfaces are a mix of soft-touch higher up, and scratchy-hard down below.

The seats are comfortable with plenty of adjustment, and there’s more than enough head and leg room in the back for taller adults.

Unlike many of its rivals, the Grandland has the same boot capacity on the mild-hybrid and 100% electric models, with 550 litres on offer (expanding to 1,645 litres with the 40:20:40 split rear bench folded down).

Visibility is mostly good, but the shallow rear window doesn’t offer the best view, which is where the reversing camera and sensors come in.

I tested the Grandland Electric and Grandland Hybrid versions on a mix of roads in Norfolk and Suffolk.

The Grandland Electric is the most impressive of the two. It gets a 73kWh battery mated to a 210bhp electric motor on the front wheels for an impressive WLTP range of up to 325 miles. Rapid charging at speeds of up to 160kW deliver a 10-80% charge in 26 minutes.

It’s also worth noting that it comes with a heat pump, for greater efficiency, as standard, yet it’s an optional extra on some rivals.

A 98kWh battery option will arrive soon, offering a superb official range of 435 miles. The 73kWh Grandland Electric’s performance is fairly sedate by EV standards, but more than enough for everyday driving with a 0-62mph time of nine seconds.

On the road, it feels more substantial than the outgoing model, and there’s a reason for that, because it’s 173mm longer, 64mm wider and 19mm taller – and its lugging around a heavy battery.

It’s fair to say that it’s not the most sophisticated ride, which is on the firm side. That said, while it doesn’t glide over bumps in the road and it’s fidgety at times, there’s decent body control in more challenging corners.

I suspect the big 20-inch wheels on my test car might not have helped with the ride quality, but overall it’s handles decently – it’s just not an engaging driving experience that will put a smile on your face.

On the plus side, its light steering is perfectly suited to urban driving and it’s refined with a whisper quiet e-motor and very little wind noise.

Three drive modes are on offer (Normal, Sport and Eco), but as ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Normal for the best blend of performance and efficiency.

Thankfully, there are steering wheel paddles, which offer three levels of brake regeneration, so there’s no need to access the touchscreen, but like so many EVs, the brake pedal lacks feel and is spongy.

Officially, energy consumption is 3.6 miles per kWh, and I got pretty close to that, so a real-world range of around 250 miles should be possible – more in city driving and warmer temperatures.

The Grandland Hybrid pairs a 1.2-litre petrol turbo with a 48V hybrid system, giving a total of 134bhp and a 0-62mph sprint of 10.2 seconds.

CO2 emissions are a low 124g/km and Vauxhall claims it can do 51mpg, though we managed around 45mpg.

As mild hybrids go, it works well. It will even run on electric-only power for short periods at slow speeds, which isn’t always the case. Apparently, the electric motor can work up to 84mph and cover 50% of town and city driving.

It seems brisker than the official acceleration figure suggests, and the six-speed dual-clutch transmission and hybrid integration work smoothly. It’s only when pushed that the little three-cylinder makes itself known.

So, the Grandland Hybrid is well suited to urban areas and cruises well enough on faster roads.

But just like its 100% electric sibling, the ride is firm, there’s a fair amount of brake pedal travel and the steering is light, again resulting in a drive that lacks involvement.

Ultimately, it’s unfair to judge the new Grandland too harshly on its driving dynamics because it’s great value compared to some of its rivals and it’s a car that’s more about practicality than performance.

The Grandland Electric is up against the likes of the Tesla Model Y, Skoda Enyaq, Renault Scenic E-Tech, Ford Explorer and Volkswagen ID.4, while the Grandland Hybrid’s competitors include the Peugeot 3008, Hyundai Tucson, Kia Sportage and Nissan Qashqai.

And starting at £34,700 (for the Hybrid) and £40,995 (Electric), the Grandland range is competitively priced.

Finally, even though it’s yet to be tested by Euro NCAP for safety, it does come with a comprehensive suite of driver assistance and safety technology as standard.

Verdict: Whether you go for the mild hybrid or 100% electric version, the stylish next-generation Vauxhall Grandland is an honest, sensible, well-equipped family SUV that delivers value for money, space, safety and practicality.

Vauxhall Motors

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.

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”.

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.

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.

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).

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.

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.

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.

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.

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.

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).

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.

Ford UK

Ford Explorer review

We get behind the wheel of Ford’s much-anticipated 100% electric family SUV…

In the music business, they say the second album is always the most difficult. Ford has a similar problem with the all-new Explorer.

Not only are there high expectations for the long overdue family-sized EV (it suffered a six-month delay earlier this year), but a lot hangs on it because Ford has fallen behind rivals in the electrification race.

The Mustang Mach-E was launched in 2021, and good though it is, up until now it’s been Ford’s only fully electric car.

There’s also the perception from some that the Explorer is a badge-engineered Volkswagen ID.4. Yes, it’s true that it also uses the Volkswagen Group’s MEB platform, but the good news is that the Explorer couldn’t be more different and it’s very much a Ford.

You only have to look at it. There’s none of the blancmange styling of the VW. Slightly shorter, wider and lower than the ID.4, it’s a distinctively boxy SUV with short overhangs and an athletic stance.

The bluff front end is dominated by a large Ford badge and there are smooth curves all over the body, while the light signature is instantly recognisable.

There are big wheels, a nice pert rear end with a slim window, and the roofline is a little lower than most competitors.

Inside, the Ford Explorer boasts 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.

I suspect the tilting touchscreen is more of a gimmick because it will probably stay where it is once it’s been positioned initially, but there you go.

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

Just like the Mustang Mach-E, 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.

Unlike the Mach-E, 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.

Overall, there’s plenty of space inside the Explorer up front and for adult passengers behind. It’s even possible for rear passengers to tuck their feet under fully-lowered front seats, which isn’t always a given.

The 470-litre boot capacity is smaller than some rivals, but on the plus side, there’s no load lip, there are 60/40-split rear seats and a ski hatch.

Load capacity increases to 1,400 litres with the rear seats flipped down. 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.

It was hard to fault the build quality of our test cars, though the interior doesn’t have the wow factor of some rivals and there are a few too many hard surfaces high up for my liking.

Priced from £39,875, you can choose from three versions of the Explorer – an entry-level Standard range model with a 52kWh battery and rear-mounted 168bhp electric motor, offering a claimed 239 miles on a full charge.

A single-motor Extended Range with a 282bhp motor and a 77kWh battery that’s good for a superb 374-mile range, plus the range-topping dual motor Extended Range, which has a combined output of 335bhp, all-wheel drive and a 79kWh battery pack giving it a 329-mile range.

The 52kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 77kWh and 79kWh variants can be charged at up to 185kW, which results 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.

There are two trim levels, Select (available with the Standard Range car and the RWD Extended Range) and Premium (also on the RWD Extended Range, and the only way to get the AWD Extended Range).

I tested the two Extended Range models, and frankly I was virtually won over from the moment I sat in the driver’s seat.

I prefer a low driving position, which is a rare experience these days with EVs, because you tend to sit perched above the battery back.

Not only was I comfortable, but once on the road, it was far more involving than your average electric SUV to drive.

It would be an exaggeration to say that the Explorer is as dynamic as the best Fords of the past, but in EV terms, it’s very good.

Tuning the dampers, suspension and roll bars, Ford’s engineers have clearly worked their magic. Eco, Normal, Sport and Individual drive modes are available too.

Sure, the ride is on the firm side, yet it’s forgiving over potholes, and composed for the most part, while body lean is well controlled in more challenging corners.

There was slightly more road noise than I was expecting, but then it always seems unfair to pick on this with EVs, given that they are so quiet.

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 (another quirk of VW’s ID cars).

Effortless on the motorway, it’s a doddle to drive in town too. The turning circle is tight, visibility is good and there are plenty of cameras and sensors to help you manoeuvre.

Ultimately, there’s little to choose between the two models. Naturally, the all-wheel drive has more traction and it’s swifter (0-62mph in 5.3 seconds), but the RWD is cheaper, has more range and is more than fast enough (6.4 seconds).

If anything, the heavier dual-motor version’s ride seemed a tad more supple at low-speed, but that’s splitting hairs.

So, the Ford Explorer drives well, easily making it more agile than rivals including the Volkswagen ID.4, Tesla Model Y and Hyundai Ioniq 5.

Driven sensibly, it’s quite possible to extract as much as 4.5 miles/kWh out of the Explorer, which is excellent.

Verdict: The Ford Explorer is a very impressive package and has definitely been worth the wait. Distinctive, comfortable, safe and engaging to drive, it’s one of the best electric family SUVs on the market.

Ford UK