four-wheel-drive – Pulpaddict

Lexus RZ review

Luxury brand Lexus is a little late to the party with its first purpose-built electric vehicle. So, the question is – has the RZ been worth the wait?

Lexus is no stranger to electrification. After all, Toyota’s premium sister brand launched its first hybrid, the RX 400h, way back in 2005.

However, it’s taken until now for Lexus to introduce its debut pure electric car designed from the ground up – the RZ 450e – which sits between the mid-size NX and larger RX SUV models.

The RZ’s many EV rivals include the Audi Q4 e-tron, Mercedes-Benz EQA, Volvo XC40 Recharge, Kia EV6, Genesis GV60, Polestar 2 and Jaguar I-Pace.

Before I begin, let’s deal with the elephant in the room, because the RZ has been co-developed with the very similar Toyota bZ4X and Subaru Solterra EVs.

In fact, the RZ 400h is being manufactured alongside its cousins in the same plant at Motomachi, Japan, and they all share the same e-TNGA platform.

It may bear more than a passing resemblance to the Toyota and Subaru, but the RZ differs in some key areas.

The exterior has some uniquely Lexus touches. Its sharper front end features the signature spindle grille (now sealed), while its derriere features a light bar running across the width of the car and softer lines than the BZ’s rump.

Naturally, there’s also a more opulent, driver-focused interior with leather upholstery, heated front seats, dual-zone climate control and Lexus’s latest (and much improved) 14-inch touchscreen infotainment system, plus an optional double panoramic roof (which is dimmable and has a coating to reduce the heat it lets into the car) and 20-inch wheels.

So-called “radiant” heaters mounted at knee-level in front of the driver and passenger are another option. Unlike convection heating, they use infrared radiation to heat solid objects directly in front of them and Lexus claims they use around 8% less energy.

The RZ 450e has an all-wheel-drive layout as standard. Named Direct4, it features two electric motors mounted on each axle, and though it has the same 71.4kWh battery ((of which 64kWh is usable) used by its cousins, the front motor has been upgraded to deliver 201bhp while the rear remains unchanged at 107bhp, producing a combined 308bhp with a maximum torque of 321 lb-ft.

It’s swift, with a 0-62mph sprint time of 5.3 seconds, while driving range varies from around 245 miles (20-inch wheels) to 270 miles (18-inch).

The RZ has a maximum 150kWh charging capability, meaning a boost from 10-80% can take as little as 30 minutes when connected to a fast public charger. Naturally, it will also charge overnight using a 7kW wallbox.

Sounds good, but some rivals have ranges of around 300 miles, while the Kia EV6 and Genesis GV60 have a maximum charging capacity of up to 350kWh – that’s 10-80% in just 18 minutes.

On a more positive note, Lexus loves innovation and the RZ is a classic case. From 2024 there will be an option to ditch the traditional steering wheel and choose a butterfly-shaped ‘yoke’ instead.

Looking like something out of Top Gun, it also utilises Lexus’s new One Motion Grip steer-by-wire system. That means it has no mechanical link and no steering column between the steering wheel and driving wheels.

The system requires just 150 degrees of steering wheel rotation between straight ahead and full lock, eliminating the need for any hand-over-hand movements, and allows a better view of the instrument binnacle ahead. However, you also have to keep your hands at the quarter to three position.

I tried the ‘yoke’ version, as well as a regular wheel with a conventional electric power steering rack.

Given a few weeks to adapt, I think the quirks of the new steering wheel would become second nature. For instance, at low speeds, little movement is required for a lot of steering to the front wheels, making it easier to manoeuvre.

Higher speeds require more movement to apply less steering to the wheels for better stability. In practice, that change in ratio meant that my cornering wasn’t as smooth at higher speeds because the steering is so sharp and fast.

Frankly, I felt much more confident driving the RZ with a traditional steering wheel, though the yoke and steer-by-wire are not just a gimmick and many drivers will prefer the system.

My only other observation would be that the yoke’s diminutive stature means the stalks for indicators and lights are on the stubby side, while the regenerative braking paddles have been reduced to buttons.

When it’s available from 2024, a test drive in both versions would be highly recommended.

The steering is a talking point, but ultimately the RZ drives like a Lexus, which means it’s luxurious, smooth, refined and supremely comfortable.

Compliant over poorer road surfaces, it felt nothing but composed over our varied test routes. Hustle it in Sport mode and it stays nicely flat in faster corners and there’s no shortage of grip. Given its agility, you’d never know it weighs more than two tonnes. That said, the RZ is best enjoyed wafting along in the default Normal setting.

Unlike many EVs, the RZ’s brakes seemed fairly responsive and I liked the use of paddles behind the steering wheel to adjust the level of regen on the move.

Ultimately, the Lexus RZ ticks Lexus’s three Cs of confidence, control and comfort in all driving situations. Job done.

The cabin is a mixed bag. The design up front means it’s not quite a spacious as some other EVs because the centre console is solid and fixed. Puzzlingly, there’s not even a glovebox on the passenger side.

The good news is there’s plenty of head and legroom for three adults in the back and boot capacity is a healthy 522 litres, or 1,451 litres with the rear seats flipped. Note, there is no ‘frunk’ under the bonnet – the charging cables have to be stored in the boot.

There are three trim levels to choose from (Premium, Premium Plus and range-topping Takumi).

Priced from £62,600-£72,100, the entry-level Premium model comes with a generous amount of standard equipment including LED headlights, eight-way electrically adjustable front seats, a powered bootlid, leather upholstery, heated front seats, dual-zone climate control and Lexus’s extensive safety and driver assistance systems.

Move up the grades and other goodies such as a head-up display, 360-degree camera system, radiant heated front seats, a two-tone paint job and a Mark Levinson sound system are offered.

And a special mention for Safe Exit Assist (a Lexus exclusive) which prevents your door opening into the path of vehicles and cyclists approaching from the rear. Great idea.

Finally, if you choose an RZ you’re also buying into Lexus’s reputation for reliability and award-winning customer service.

Like all Lexus cars, it also benefits from an extended manufacturer warranty for up to 10 years or 100,000 miles, whichever comes first (as long as you service your car with Lexus).

What’s more, Lexus guarantees the battery will retain at least 70% of its capacity after 10 years. And given its long experience in battery technologies, the company believes the actual capacity at the point should be at least 90%.

Ultimately, the Lexus brand means a lot, which may trump the fact that some RZ rivals offer longer ranges, more power and engagement, plus quicker charging at a lower price.

Verdict: Striking, sumptuous, safe and sensible, the pure electric Lexus RZ 450e is a classy family-sized SUV delivering superb build quality and clever innovations. An impressive debut EV from a top-notch brand.

Lexus UK

INEOS Grenadier review

A new brand, a tough new 4×4. Here’s our take on the hotly anticipated INEOS Grenadier utility vehicle…

Are you sitting comfortably? Well, let’s start at the beginning because the INEOS Grenadier has a back story like no other new vehicle.

Without Sir Jim Ratcliffe – billionaire and chairman of the multinational chemicals company INEOS – there would be no Grenadier.

When the iconic Land Rover Defender finally ceased production at Solihull in 2016 after 67 years, Sir Jim offered to buy the tooling to continue production.

Jaguar Land Rover weren’t so keen, so, over a beer with friends at his favourite pub – The Grenadier in Belgravia, London – he decided to create his own old-school off-roader.

INEOS Automotive was created and hundreds of millions of pounds has been spent developing the 4×4 named after a pub.

The original plan was to build the Grenadier at a new factory in Wales, but then in 2020 INEOS Automotive bought a Mercedes-Benz/Smart plant at Hambach, France, which is where the first vehicle rolled off the production line in 2022.

The Grenadier has some seriously good DNA. Magna Steyr of Austria developed the chassis, the axles are from Italian tractor supplier Carraro and the were brakes developed with Brembo, plus the two engine options are care of BMW, and they are both mated to a ZF automatic transmission.

In other words, the Grenadier has come a long way since the project kicked off in 2017.

So, what is the Grenadier, what’s it like to drive, and has Sir Jim achieved his goal?

It may look similar to the boxy old Land Rover Defender with a hint of Mercedes-Benz G-Wagen, but the Grenadier is new from the ground up and there are some subtle differences.

As Toby Ecuyer, head of design at INEOS Automotive, said: “The brief was simple. We set out to design a modern, functional and highly capable 4×4 vehicle with utility at its core.”

Available as a five-door station wagon, two or five-seat utility wagon and a two-door double pick-up, its design isn’t overcomplicated.

Featuring distinctive round headlights and tail-lights, a vertically split 70/30 tailgate, a rear-mounted spare wheel, external door hinges and an (almost) flat windscreen, it ticks all the right boxes for a utility vehicle targeted at 4×4 buyers. They will range from farmers, emergency services, international charities and the military at the hardcore end of the market to cool people who want to stand out from the crowd.

There are some clever touches too, such as twin mini-sunroofs which can be hinged or popped out, plus a multitude of accessories which can be added from the word go, including a ladder, full-length roofrack, integrated side roof rails, roof-mounted LED light bar and an integrated all-weather side awning.

Inside it’s a world away from the old Defender and the current minimalist trend. Up front there’s a large two-spoke steering wheel and a meaty centre console with air vents, a 12.3-inch touchscreen infotainment system with both Apple CarPlay and Android Auto smartphone integration and a multitude of dials, switches and buttons.

Up above there’s another panel which is more off-road focused, with controls for diff locks, wade mode, hill descent and much more.

The rest of the cabin has a suitably rugged, functional feel. There are water-resistant, anti-stain Recaro seats, wipe-down materials throughout and even drain plugs under the rubber mats so the interior can be hosed out.

Drilling down to the hardcore spec, the Grenadier has full-time four-wheel drive with a centre differential lock (front and rear electronically actuated diff locks are optionally available), an eight-speed automatic gearbox with a two-speed transfer case and passive suspension using ZF dampers and Eibach coil springs.

There’s a choice of two 3.0-litre straight-six BMW engines – a 245bhp diesel with 550Nm of torque and a 281bhp petrol with 450Nm of torque. The latter is faster off the line (0-62mph in 8.6 seconds, compared to 9.9 seconds).

As I found out during an extensive two-day test (on and off road in the Scottish Highlands), the Grenadier is a hardcore go-anywhere adventurer.

The figures speak for themselves (a ground clearance of 264mm, a wading depth of 800mm and a maximum side angle limit 45 degrees), but nothing beats being able to put a 4×4 through its paces in tough, real-world conditions.

However, first we had to drive to our all-terrain locations, and unlike the old Land Rover Defender and some 4×4 pick-ups, the Grenadier is a well-mannered performer on the road.

The combination of a surprisingly smooth, refined ride, along with comfortable, supportive seats and ample space made the cabin a civilised place to be.

Visibility is generally good, but the split rear doors and spare wheel mean that the rear camera is vital for manoeuvring because the wiper-swept area is modest.

The driving position is good, except that the engine unit eats into the driver’s footwell on right-hand drive versions, so there’s limited space to rest your left foot. On the plus side, there’s plenty of room for back seat passengers, while boot capacity is a “class leading” 1,152 litres, expanding to 2,035 litres with the 60:40 split folding rear bench seat folded flat.

I couldn’t wholly adjust to the steering because I was constantly have to correct and over-correct. The recirculating ball steering layout with hydraulic assistance is nothing new in the 4×4 world, but it is known for its vagueness. Also, the 3.85 turns takes some getting used to.

There are always compromises when developing no-nonsense off-roaders that also have to perform on tarmac, and overall, the Grenadier manages well.

However, it’s off-road where the Grenadier excels. Whether it was wading through a lake, climbing snow-covered hills or tackling tracks covered in slippery rocks and mud, it took it all in its stride with almost no fuss.

Effortless though it was, my only reservation was that some of the overhead switches were on the fiddly side to operate. I understand the logic, but having to press some twice for safety reasons seemed fiddly, while the stubby and clunky mechanical lever for switching between high and low ratios seems archaic in this day and age.

No vehicle is perfect and the Grenadier is no exception. Let’s start with the folding stuff, because even a basic two-seat Station Wagon starts at £55,000, a five-seat Station Wagon will set you back £55,000, while the two Belstaff editions (the Trialimaster or Fieldmaster we tested) start at an eye-watering £69,000.

In other words, very capable though it is, the Grenadier isn’t quite the utilitarian vehicle off-road enthusiasts had hoped for. In fact, it’s pretty much in the same price bracket as the new upmarket Land Rover Defender.

And when you consider that you needed around £35,000 to buy a Defender 110 XS back in 2015, it’ll be a while before used Grenadiers will become affordable for the masses.

Then there’s economy. Official figures for the petrol engine are 18.9-19.6mpg, while the diesel fares a little better (23.1-26.9mpg). CO2 emissions are also challenging 325-336g/km (petrol) and 276-319g/km (diesel), though INEOS is looking into an electric, or even hydrogen fuel cell variants.

Next comes safety. These days it seems odd for new cars not to have a long of safety systems and driver assistance tech.

Yes, the Grenadier has airbags and ISOFIX points, automatic hazard warning, SOS Emergency Call and basics such as anti-lock brakes (ABS) and Electronic Stability Control (ESC) and cruise control, but that’s as far as it goes for now.

Apparently a more extensive safety suite is expected for 2024 when it will become mandatory in the EU, but for now, commonplace Autonomous Emergency Braking (AEB), land-keeping systems and adaptive cruise control are not available on the Grenadier.

Finally, a bit of housekeeping. The Grenadier has an excellent 3.5-tonne towing capacity and all models in the UK get a generous five-year unlimited mileage warranty as standard.

So, all in all, the Grenadier is a great first effort from INEOS. It turns heads for all the right reasons, and as we found out during the launch, generates huge amounts of interest.

Verdict: The Grenadier is an impressive debut model from INEOS Automotive. In school report parlance, there’s definitely “room for improvement”, but ultimately it’s a practical, very capable and serious off-roader with good road manners.

INEOS Grenadier

BMW X1 review

We road test the all-new BMW X1 – the ‘baby’ of the brand’s SUV family is bigger than before, and much better for it…

More than 119,999 BMW X1s have found homes in the UK since the model was launched way back in 2009.

Now it’s time for the third generation, and it’s a much improved proposition in every department.

Size is everything in the modern world and the new X1 is slightly bigger than its popular predecessor (53mm longer, 24mm wider, 44mm higher and 22mm in wheelbase), crucially delivering more space for passengers and their luggage.

So, just as the latest Volkswagen Polo is about the same size as the original Golf, the new X1 isn’t far off the Mk 1 BMW X3.

Sharing the same platform as the BMW 2 Series Active Tourer MPV, the overall shape of the Mk 3 X1 is chunkier with a greater road presence.

Up front, the large kidney grille is flanked by slim LED headlights. The side profile sports meaty wheel arches and fared-in door handles, while the rear boasts a pert tailgate, three-dimensional LED lights and underride protection.

Inside, the X1 features BMW’s impressive eighth generation iDrive operating system, which includes a 10.7-inch touchscreen infotainment system and a 10.25-inch driver’s digital instrument cluster.

The curved screen infotainment system is mainly operated via the touchscreen, voice commands and flush buttons on the steering wheel. There’s no longer a rotary controller next to the gear selector, which may annoy some, along with the general minimalisation of switches, buttons and dials.

Priced from £33,775, the new X1 is available with a range of petrol, diesel and plug-in hybrid engines (with an EV range of up to 57 miles), while a flagship all-electric iX1 variant joins the family in early 2023.

BMW expects 66% of UK sales to be pure electric, 14% PHEV and the final 20% split between petrol and diesel.

We had a brief test drive in a prototype iX1, but spent most of our time in the xDrive23i, which features a 2.0-litre four-cylinder petrol engine with 48V mild hybrid tech that makes 215bhp and is mated to BMW’s seven-speed Steptronic dual clutch transmission.

Taking just 7.1 seconds to cover the 0-62mph dash, it delivers a claimed 42.2mpg with CO2 emissions of 151g/km.

The top-of-the range iX1 EV costs substantially more, has a 64.7kWh battery producing 308bhp, a claimed range of up to 272 miles, and it can polish off the 0-62mph sprint in a swift 5.6 seconds.

We tested the AWD xDrive23i in xLine and M Sport trim levels (there’s an entry-level Sport too), and a posh piece of kit it is too, with BMW’s usual top build quality and classy materials.

There’s a commanding view of the road from up front (I would prefer the option of a lower seating position), visibility is good, though the reversing camera (standard on all models, along with front and rear sensors) comes in handy when manoeuvring thanks to the slim tailgate window.

A special mention for the infotainment system, which is slick and sharp, along with the clear head-up display and augmented satellite navigation system which overlays upcoming directions on the touchscreen via big chevron graphics.

Refinement levels in the cabin are impressive, there’s plenty of grunt from the petrol engine, which is only vocal under heavy acceleration, while the sweet-shifting gearbox cracks on effortlessly.

The M Sport comes with adaptive suspension, and frankly the difference is marginal. Overall, the set-up is on the firm side, which is noticeable on bumpier surfaces, but not uncomfortable.

The pay-off is that the X1 delivers a more dynamic driving experience. With an agile feel, body control and grip levels are good in more challenging corners – whether you’re in Personal, Sport or Efficient drive modes. Meanwhile, the steering is light and direct, making town driving a doddle.

It’s worth noting that the M Sport gets shift paddles and the left one activates the Sport Boost, which delivers an extra 19bhp of power (useful for overtakes).

Of course, the iX1 is the one to go for if you can stretch to £52,255 and you have a home charger. It looks just like its petrol, diesel and PHEV siblings, but BMW’s entry-level electric car is a real smoothie.

Faster than it really needs to be (there’s a Sport Boost function too), it’s whisper quiet (once you switch off the irritating Hans Zimmer ‘IconicSounds’ digital soundtrack) and easy to drive.

Despite the fact that it weighs around 400kg more than its ICE stablemates, the boffins at BMW have done a great job hiding it, because the iX1 is nimble and fun.

The iX1 we tested has two electric motors, one driving the front wheels and one the rears. Needless to say, there’s excellent traction and it feels nicely composed.

Whether you go electric or not, BMW’s baby SUV is a practical proposition with plenty of space inside the cabin and superb leg and headroom in the back.

Boot space varies according to the degree of electrification, but peaks at 540 litres for the petrols and diesels (1,600 litres with the 40/20/40-split seats folded).

Finally, the X1 is safe too. Awarded a maximum five stars by Euro NCAP, it’s packed with safety and driver assistance goodies as standard, including autonomous emergency braking (AEB), lane departure warning and speed limit assist, plus an additional centre airbag between the driver and front passenger seats.

Premium rivals include the Audi Q3, Mercedes-Benz GLA, Lexus UX and Volvo XC40.

Verdict: The latest-gen BMW X1 goes straight to the top of the class with its winning blend of space, technology, driving engagement and quality. If you’re looking for a classy, compact family SUV, the X1 should head your shortlist.

BMW UK

Toyota bZ4X review

It’s fair to say that Toyota is a little late to the EV party. Despite the fact that it was a hybrid technology pioneer 25 years ago with the Prius, it’s taken until 2022 for the Japanese giant to launch its first pure electric car in Europe.

So, I guess the big question is – has it been worth the wait? Before I attempt to answer that, let’s deal with the baby elephant in the room – how did it end up with a name like the bZ4X?

Well, to put it simply, it’s the first model in Toyota’s “Beyond Zero” family of zero emission battery electric vehicles, while the ‘4’ references the size of the car (mid-sized) and ‘X’ denotes it’s a 4×4 crossover/SUV.

Slightly longer, lower and wider than a RAV4, the bZ4X has been co-developed with Subaru (its version is called the Solterra) and it’s available with front or four-wheel drive.

Your choice of drive will have an impact on your car’s performance and range. The FWD version (201bhp) offers up to 317 miles of range and a 0-62mph time of 7.5 seconds, while the 4×4 option (215bhp) has a lower range of about 286 miles, but is quicker off the mark (6.9 seconds).

Priced from £41,000, Toyota’s is going big on peace of mind, also offering the bZ4X via an intriguing new, all-inclusive monthly leasing scheme that covers the vehicle, maintenance, wall box charger and access to connected services.

Meanwhile, the battery is supported by an optional extended care programme for owners, guaranteeing battery capacity of 70% after 10 years or 1,000,000km (620,000 miles) driven.

The bZ4X also benefits from Toyota’s standard Relax warranty which covers your vehicle for 10 years (up to 100,000 miles), provided your car is serviced by a Toyota dealer.

Talking of the battery, the bZ4X’s 71.4kWh pack can be charged from 0-80% in around 30 minutes using a rapid 150kWh charger.

Four trims are offered, including entry-level ‘Pure’, which comes with goodies such as 18-inch alloy wheels, a reversing camera and smart entry.

‘Motion’ models look sportier thanks to big 20-inch alloy wheels, tinted windows and roof spoiler, while kit includes heated seats, wireless phone charging and a panoramic glass roof.

‘Vision’ is next up with standard equipment that includes heated and cooled front seats, a digital key that means you can open and start the car with your phone and synthetic leather upholstery.

We tested the top-of-the range Premier Edition model which comes with four-wheel drive as standard, plus a nine-speaker JBL sound system, and is priced from £51,550.

At first glance, the bZ4X looks like a sleeker, more futuristic RAV4. Get up closer and the design is more complex with an accent on aerodynamics in order to reduce drag and maximise range.

Inside, there’s a real feeling of space, light and visibility. Up front there’s a new driver-focused set-up with a low steering wheel and a 7.0-inch digital display which sits directly in the driver’s forward eyeline. Not quite as radical as Peugeot’s i-Cockpit, but still a change which works surprisingly well once you get used to it.

Praise too for the 12.3-inch touchscreen in the centre console. Slick with crisp graphics, thankfully Toyota hasn’t completely forsaken traditional buttons, so there’s less need to take your eyes off the road while you swipe through menus to access key functions.

It’s just a shame that there were some hard plastics used high up in the cabin, while the driver’s instrument binnacle structure is a fairly flimsy affair.

On the plus side, there’s stacks of space in the back for passengers, while the boot has a useful 452-litre luggage capacity, though sadly there’s no space for a frunk in the “engine bay” to store your cables.

The first thing you notice on the road is the smooth ride and the refinement inside the cabin.

Just like all EVs, there’s plenty of instant torque available. However, the acceleration is perfectly pitched if you floor it, rather than gut-wrenching like some rivals.

There’s a little body roll on more challenging corners, but then the bZ4X is more comfortable cruiser than performance SUV. No complaints about grip and traction either.

It’s easy to drive and Toyota has tried to make it as simple as possible with its automatic brake regeneration (a system that recharges the battery by harvesting power otherwise wasted during deceleration).

Maybe I’m the odd one out, but I prefer the ability to adjust regen settings manually (as is more often the case). Weirdly, the Subaru Solterra includes just such a feature.

Our test car came equipped with the X-Mode four-wheel drive system which has settings for snow/mud; deep snow and mud and Grip Control for tougher off-road driving (below 6mph), so it should be able to cope on those few days of the year when extreme weather makes the headlines.

We went through various exercises to test its off-road capability and it passed with flying colours. Few bZ4X owners will ever stretch it to its limits, but there’s a hill-descent control, low-speed crawl control and it can wade through a depth of 500mm.

Any more gripes? Well yes, just a couple. There’s no glovebox and far more annoyingly, no rear wiper (it’s been sacrificed on the altar of aerodynamic efficiency).

Oh, and in answer to the question I posed way back at the beginning of this article. Yes, the bZ4X has been worth the wait.

Rivals include everything from the Hyundai Ioniq 5, Kia EV6, Skoda Enyaq iV and Audi Q4 e-tron to the Volkswagen ID.4,Tesla Model Y and Ford Mustang Mach-E.

Verdict: The all-new Toyota bZ4X is a welcome addition to the long-range electric SUV scene – smooth, spacious and surprisingly capable, it’s the peace of mind choice.

Toyota UK

Cupra Formentor review

You’ve got to hand it to Cupra, SEAT’s sporty spin-off brand. To take a generic SUV like the Ateca and transform it into a bold, head-turning coupe-crossover is no mean feat.

In fact, the first fully-fledged Cupra model looks like nothing else on the market in its price bracket.

Athletic with a sculpted profile, muscular wheel arches and an elegantly extensive bonnet, it’s longer and sits lower than most school-run SUVs.

Add Cupra’s trademark copper-coloured alloy wheels, distinctive badge and full-width rear light bar, and you have a car that oozes kerb appeal.

Priced from £28,270 and available with 1.5-litre and 2.0-litre turbo petrol engines, plus a 1.4-litre plug-in hybrid, there’s something for everybody.

Our range-topping test car (badged 2.0 TSI 4Driven) developed 306bhp, sported four-wheel drive, a seven-speed DSG auto gearbox and a ticket price just north of £40,000.

With a 0-62mph time of 4.9 seconds and a top speed of 155mph, the performance figures speak for themselves.

The claimed fuel economy of 31.4-33.2mpg (you’ll have to restrain yourself in real-world driving to hit 30mpg) and CO2 emissions of 193g/km also tell a story.

However, this version of the Formentor is all about power and handling, so if you want to ease your eco conscience, opt for the plug-in hybrid.

It’s a class act inside too with subtle copper flourishes throughout, leather upholstery, soft-touch surfaces and supportive sports seats, plus it’s hard to fault the build quality.

A bright and clear 12-inch touchscreen is the nerve centre of an otherwise smart, fairly minimalist dashboard. Like most other new Volkswagen Group cars, there’s a lot of swiping and prodding even to access the most basic of infotainment functions such as climate control, though we had some success with the voice control system.

On the plus side, as well as gear-shifting paddles, the sporty flat-bottomed steering wheel also incorporates a handy drive mode button, just like a Porsche 911 (a great shortcut for selecting for Sport).

Hit the Start button (also on the steering wheel) and the Cupra fires up, emitting a purposeful growl, though purists will whinge that it’s enhanced via the audio system.

Spacious with ample room for adults in the back and lots of space for stowing smaller items, it has a decent boot capacity of 450 litres, stretching to 1,475 litres with the rear seats folded.

On the road it feels every bit as fast as the stats indicate with plenty of torque on tap, while the dual-cutch transmission efficiently pumps through the gears.

Thanks partly to its low-slung design, the Cupra is as agile as it handsome, feeling more like an overgrown hot hatch than a 4×4.

Add sharp steering that’s quick and light at low speeds, a comfortable ride and serious amounts of grip, and you have a crossover that can be fun on more challenging roads, yet also effortless on longer hauls.

It’s safe too, achieving a maximum five stars in Euro NCAP crash tests. Standard safety features for the Formentor include Front Assist with auto emergency braking (AEB) and pedestrian detection, along with side and exit assist, emergency steering, junction assist, lane assist and e-call that will alert the emergency services if the car is involved in a heavy collision.

Verdict: In these days of generic SUV design, Cupra has dared to be different with its athletic Formentor coupe-crossover, which delivers dynamism, performance, practicality, style and the latest technology.

Cupra Official UK