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Genesis Electrified GV70 review

We get behind the wheel of the Genesis Electrified GV70 – the refreshed flagship SUV from the upmarket South Korean brand…

I first tested the Electrified GV70 in 2022. It was one of the first models from Genesis, which was launched in the UK the year before.

To put Genesis into context – it’s the luxury arm of the Hyundai Motor Group, which also includes Kia and Hyundai. So, think Lexus/Toyota or Infiniti/Nissan.

Starting at £64,405, the Electrified GV70 was on the pricey side at launch and it was up against everything from the Tesla Model Y to the Mercedes-Benz EQC.

That said, I was really impressed with the Electrified GV70, and it’s remained a hidden gem of the Genesis range.

Fast forward to 2025, and the GV70 has been treated to a makeover with tweaked styling, a bigger battery, new trim levels, and a more luxurious interior.

Genesis hasn’t used the facelift as an excuse to whack up the price either. The Electrified GV70 now starts at £65,915, which seems rather more reasonable a few years on.

Let’s start with specs. Previously there was just the Sport option. Now buyers can choose Pure, Dynamic, and Luxury.

Externally, the GV70 looks much the same, which is no bad thing, because it’s an elegant SUV.

Changes include slimmer LED headlights, new wheel designs, tweaked bumpers and rear lights. Some say it’s resulted in a baby Bentley look.

Perhaps the most important change is that the GV70 now has a larger 84kWh battery (up from 77kWh), which increases the claimed range to 298 miles.

And thanks to its powerful 800V architecture, it’s possible to charge at up to 350kW, resulting in a theoretical 10-80% top-up time of just 19 minutes.

All three models in the range are all-wheel drive with the same dual-motor set-up that delivers up to 483bhp when the Boost mode is engaged (the standard output is a still potent 429bhp).

Perfect for overtaking, boost mode gives a 10-second burst of maximum performance, taking you from 0-62mph in just 4.4 seconds.

Inside, a lovely new panoramic 27-inch OLED display steals the show with its mix of essential driving information and infotainment functions. It also has wireless Apple CarPlay and Android Auto connectivity for the first time.

The new system now also has the ability to run streaming services such as Netflix and Disney through the screen (ideal during rest stops or whilst charging).

Add the Dolby Atmos sound played through the B&O sound system and active noise cancelling in the cabin, and the effect is truly cinematic.

I’m just pleased that Genesis hasn’t gone totally minimalist. Prodding and swiping a touchscreen on the move is distracting, so keeping physical controls for essentials such as climate control is welcome.

Overall, the quality of the materials used, the mix of metals and leather, plus the superb cabin refinement, give the GV70 a luxury ambience.

There’s even a wireless phone charger next to a UV light-sterilised armrest storage compartment, so you can clean your phone as you drive.

The driving position at its lowest is still a tad high for my liking, but then that is one of my EV bugbears.

There’s plenty of space up front and for rear passengers, and the seats are super comfortable, while the boot expands from 503 litres to 1,678 litres with the rear seats down. Visibility is generally good, though the rear window is on the narrow side.

There are three main drive modes – Eco, Comfort, Sport, and Sport , plus e-Terrain mode which uses artificial intelligence to “read” the driving surface in real time and deliver the appropriate grip. You can also manually choose from Snow, Mud and Sand modes.

But perhaps the best feature of all is the new virtual gear shift function. While not as impressive as the system found in its sporty cousin, the Hyundai Ioniq 5 N, it is clever and allows you to use the regenerative braking paddles as gear shifters, complete with exhaust note and simulated engine braking.

On the road, the Electrified GV70 is very fast and surprisingly agile for a 2.3-tonne SUV, but it’s still a lot of car to control and bring to a halt on the twisty bits, which ultimately dents the driving fun.

But then this EV is more about luxury, comfort and refinement, so it’s at its best simply wafting along.

With accurate steering, strong grip and traction levels and a compliant ride, the GV70 is an impressive cruiser.

When driven sensibly, it’s efficient too, and a useful real-world range north of 250 miles is quite possible – more in city driving.

And if you’re looking for peace of mind, every Genesis model comes with a generous five-year warranty with unlimited mileage.

A five-year Care Plan is also available, which includes at-home collection and return for servicing, a courtesy car, road assistance for five years, and free software updates.

Verdict: The Electrified GV70 is better than ever – and still Genesis’s best all-round car. Elegant, fast, luxurious, practical and easy to drive, it’s a leftfield choice if you’re looking for a large electric SUV.

Genesis UK

Smart #3 review

Smart’s all-electric renaissance continues with the sleek #3 family SUV…

The Smart #3 (pronounced “Hashtag Three”) is the second model from the brand which is now a joint venture between Mercedes-Benz and Chinese giant Geely (also the owner of Volvo, Polestar and Lotus).

Unusually, the Smart #3 has few direct rivals because of its dimensions and pricing.

In other words, it’s about the same size as the £50k Volvo EC40, yet because it starts at just £33,960, it’s also up against smaller EVs including the Volkswagen ID.3.

The Smart #3 is one of an increasing number of “coupe-SUVs” such as the Peugeot E-3008 and Volkswagen ID.5. I’m not sure about the use of the word “coupe”, but they do have lower, sloping rooflines and swept-back hatches.

They say beauty is in the eye of the beholder, so I’ll let you decide on the #3’s styling. All I would say is that it’s certainly distinctive and the rear has a hint of the Mercedes-Benz EQA about it.

The Smart #3 comes in four trim levels – Pro, Pro , Premium, and the top-spec Brabus performance-focused model.

Pro uses a smaller 48kWh battery compared to the 62kWh unit found in the other #3 models.

Smart claims a WLTP range of 202 miles for the Pro, with the Pro offering 270 miles and the Premium achieving 283 miles. These three all use a 268bhp electric motor mounted on the rear axle, and are capable of 0-62mph in 5.8 seconds and a top speed of 112mph.

The bonkers Brabus adds another electric motor on the front axle (making it all-wheel drive), producing 422bhp and 543Nm of torque for a neck-wrenching 0-62mph time of 3.7 seconds, though range is reduced to 258 miles.

I’ll be honest, I thought the Smart #3 would be just another electric SUV, but after a week driving a Pro model, I’d say it deserves to be on any family EV shortlist.

It feels solid and build quality is hard to fault, while the interior has a classy, quirky feel.

Unusually for an electric car, it is possible to sit fairly low in the #3, which means that you feel more involved on the road.

The seats are comfortable and there’s good leg and headroom for rear passengers, despite the roofline. Boot capacity is a so-so 370 litres, increasing to 1,160 litres with the 60:40 split seats folded.

Up front there’s a 9.2-inch driver’s display and 12.8-inch central touchscreen, while higher spec models also get a head-up display.

Sadly, the infotainment system isn’t the most user-friendly, intuitive or responsive I’ve come across.

There’s also far too much swiping and prodding for essentials such as climate control, meaning that you’re taking your eye off the road, while the on-screen cartoon avatar is irritating.

As with all new cars, the #3 is fitted with the latest safety and driver assistance kit (it scored a maximum five stars in Euro NCAP crash tests), so expect bongs and beeps aplenty. The driver distraction warning is particularly irritating and sensitive, which is ironic considering it often goes off when you’re trying to find a function on the touchscreen.

On the plus side, the infotainment system comes with Android Auto and Apple CarPlay smartphone mirroring as standard.

Inside, there’s a commanding view of the road, but rear visibility isn’t so good, thanks to that sloping roofline and slim tailgate window. It’s also worth noting that there is no rear wiper.

The Smart #3’s set-up is on the stiff side, so it’s not at its best on really poor surfaces, but overall the ride is smooth and comfortable.

Push on and body roll is well contained. There’s also an impressive amount of grip, while the brakes are effective – and progressive, which isn’t always a given with an EV.

The steering offers little feedback, but it’s nice to have the option to adjust it (auto, light, standard and heavy), if you can be bothered to tackle the infotainment screen.

The Smart #3 is eager and there are three drive modes (Eco, Comfort and Sport). As ever, Comfort offers the best balance of performance and efficiency, but Sport is fun for short bursts.

Ultimately, it’s more engaging to drive than I thought it would be, but it still doesn’t gain entry to the small club of dynamic EVs on the market.

My Smart #3 Pro was efficient, so I’d expect a real-world of between 220-240 miles – more in city driving.

With maximum charge rates of 150kW (66kWh battery) and 130kW (49kWh), both will go from 10-80% in about half an hour. Obviously, they also charge overnight if you have a connection at home.

The Smart #3 comes with a three-year warranty, which is par for the course, but no match for rivals including Hyundai (five years) and Kia (seven years).

Verdict: Competitively-priced, spacious, safe and good to drive, the rakish Smart #3 should be on your shortlist if you’re looking for an electric family SUV that stands out from the crowd.

Smart UK

Mercedes-Benz E-Class Estate review

We rack up some serious miles in the best all-round luxury estate car on the market…

I’ve driven 100 or so new cars this year. Most have been 100% electric and petrol-hybrid SUVs – leaving just a few pure petrol and diesel cars.

The subject of this week’s road test, the Mercedes-Benz E 220 d, is one of the “few”. It’s also the only new estate car I’ve driven in 2024, such is the domination of high-riding crossovers.

Thanks to the demonisation of diesels, UK sales have plummeted from a 38% share in 2016-19, to less than 10% now.

What’s more, that could fall to as little as 3% in the next four years due to the “legislative direction” around zero-emissions vehicles, warns industry analyst Cox Automotive.

So, diesels are a dying breed, but there’s no doubt that if you’re a high mileage driver, they still make complete sense.

A round-trip of some 600 miles up to the north-east over a long weekend resulted in fuel economy of around 55mpg, which was even more impressive given that I had four adult passengers and luggage. And with a massive tank capacity, it meant that the whole journey could be achieved without a fuel stop.

Spacious and comfortable inside the cabin, there was also ample room in the boot for the various cases and bags (615 litres, or 1,830 litres with the back seats flipped), while the car itself is a handsome beast. Priced from £57,780, it’s not ridiculously expensive either.

Of course, the Mercedes-Benz E-Class Estate is not just available as a diesel. There’s also a choice of petrol and diesel mild hybrids, plus a plug-in hybrid (PHEV).

My test car was a 220 d, which has a 2.0-litre diesel engine producing 194bhp, though if you’re after more power and a silky six-cylinder, then a 450 d with 362bhp will you tick your box.

The 220 d has ample pulling power (440Nm of torque), and can hit 62mph from standstill in 7.6 seconds, while CO2 emissions are 136g/km. The 450 d gets all-wheel drive and has mild hybrid technology to provide some electrical assistance. It’s capable of completing the 0-62mph sprint in just 4.8 seconds, torque is 750Nm and CO2 emissions are as low as 164g/km.

For me, the 220 d is the sweet spot in the range because it offers value for money, and it’s the best balance between power and economy.

For the record, claimed combined WLTP fuel economy for the 220 d is as high as 56.5mpg, while the 450 d manages 44.9mpg.

At nearly five metres long, you might expect the Mercedes-Benz E-Class Estate to handle like a barge.

Well, it’s fair to say that it’s at its best effortlessly cruising motorways. It’s fine on twisty roads too, though there is some body lean in more challenging corners. In other words, this is a load-lugger set up more for comfort than outright driving engagement.

It floats over bumps, partly down to the rear axle air suspension, and it rarely becomes unsettled. The steering is on the numb side, but is light and quick.

Obviously, it feels substantial in urban environments and there isn’t the high driving position you get in an SUV, but all-round visibility is surprisingly good, and there are cameras and sensors to help out with manoeuvres.

The Mercedes-Benz E 220 d is refined for the most part with low wind and road noise, and the four-cylinder engine only becomes vocal under hard acceleration.

Drive is to the rear wheels and overall grip is excellent, while the sometimes lethargic nine-speed automatic gearbox makes for low cruising revs.

Overall, it’s a lovely place to be, and with the low driving position, far more involving to drive than an SUV.

Mercedes-Benz interiors are always impressive, and the E-Class estate is no exception.

Classy and faultlessly finished, there’s plenty of leather and soft-touch surfaces, while the technology is a treat.

My car came with a 14.5-inch central infotainment display in the centre, which also incorporates simple climate controls, plus a physical shortcuts strip below for adjusting drive modes, for instance.

Then there’s a 12.3-inch driver’s display and an optional 12.3-inch touchscreen for the front-seat passenger – ideal for surfing or watching videos – and invisible to the driver.

The infotainment screens are slick and clear, but the touch-sensitive pads on the steering wheel are a tad frustrating.

Priced from £57,780, the Mercedes-Benz E-Class Estate range is also loaded with safety and driver assistance tech, which helped it gain a maximum five-star Euro NCAP score.

Verdict: Elegant, frugal, safe, spacious, packed with tech and beautifully finished, the Mercedes-Benz E 220 d is a class act. If you travel long distances and you’re looking for a luxury load-lugger, look no further.

Mercedes-Benz Cars UK

Mercedes-AMG A45 S review

We take the Mercedes-AMG A45 S – the most powerful hot hatch on the market – for a spin…

It could be argued that the concept of the ‘hot hatch’ – in the traditional sense – is now in its dying days.

After all, we live in an era where a family EV is often quicker off the mark than many a performance ICE (Internal Combustion Engine) car.

There are only a few genuine ‘hot’ hatches left, including the Audi RS3, Volkswagen Golf R, Honda Civic Type R and the Mercedes-AMG A45 S – the subject of this week’s road test.

Just to recap, the fourth-generation Mercedes-Benz A-Class hatchback was launched in 2018 and facelifted at the end of 2022.

Topping the range are a pair of performance models (the Mercedes-AMG A 35 and the even-faster Mercedes-AMG A 45 S), which have now also received a makeover.

The A 45 S is the most powerful hot hatch on the market (415bhp and 369lb ft of torque) and it features the world’s most potent series-production four-cylinder engine.

The key stats say it all, because that turbocharged 2.0-litre engine means it’s capable of 0–62mph in a blistering 3.9 seconds and a top speed of 168mph.

Oh, and all that power is directed to the road via an eight-speed dual-clutch gearbox and AMG’s 4Matic all-wheel drive system.

For what it’s worth, fuel economy is a claimed 30.8mpg. And frankly, unless you possess superhuman levels of restraint, the reality is closer to 25mpg.

First impressions count and the Mercedes-AMG A45 S is a statement car.

Apart from new front and rear lights and an AMG badge on the bonnet, the update hasn’t made much of a difference to the car externally – which is no bad thing.

With its aggressive stance, lower lip spoiler, quad-exhaust pipes, front bumper canards and a massive rear wing, it oozes performance.

Inside, the first thing you notice is the driving position, which is a tad high, while the seats are on the firm side. The dashboard is shared with standard A-Class models, so there’s an impressive dual-screen set-up and a head-up display.

If you prefer things minimalist, the Mercedes-AMG A45 S may not be for you. There’s a complex twin-spoke steering wheel incorporating two mode buttons, five circular air vents and a line of climate-control switches.

There’s plenty of room up front, but those bucket seats eat into the rear passenger space, so best to try the space for size.

The 370-litre boot is about average for a family hatchback and there’s a useful 40/20/40-split rear bench.

Of course, premium materials are used throughout the interior and it’s hard to fault the overall build quality, inside and out.

Naturally, the Mercedes-AMG A45 S is a little more vocal on start-up than your average hatchback, but it’s not anti-social.

In fact, it’s really easy-going, happy pootling around town and cruising on the motorway. Put your foot down and it’s a car transformed. The exhaust note is angrier, it pumps through the gears and before you know it, you’re up to the legal limit.

Traction is prodigious, but hot hatches aren’t just about straight-line speed – it’s how they cope on more challenging roads.

And it’s here that the Mercedes-AMG A 45 S is in another league. There are a bewildering amount of drive mode settings (there’s even a drift mode), and you can tweak the steering, suspension and exhaust, but ultimately, the sportier you get the more astonishing it becomes.

With sharp, responsive steering, phenomenal cornering ability, powerful brakes and a glorious rear bias, it’s remarkably forgiving and remains unbelievably composed.

I can’t pretend to understand all the clever, technical stuff going on behind the scenes. All I know if that it works superbly. Not only does it put a smile on your face, but it leaves you yearning for more. This could be an entertaining track day weapon.

My only criticism is that the ride is firm, even in comfort mode, but it’s certainly not a deal-breaker. Sadly, the starting price of £63,285 will be for many.

Verdict: Quite simply, the Mercedes-AMG A45 S is one of the best hot hatches ever – a heady mix of power, superb driving engagement, top build quality and practicality.

Mercedes-Benz UK

Mercedes-Benz EQC review

We get behind the wheel of the Mercedes-Benz EQC – the EV version of the mighty GLC…

The EQC was the first all-electric model from Mercedes-Benz when it was launched in 2019, and its upmarket rivals include the BMW iX3, Audi Q8 e-tron, Jaguar I-Pace, Tesla Model X and Genesis GV70.

Handsome and well-proportioned, it has aged well and has serious road presence. Inside, it’s a classy blend of technology, comfort, space and excellent build quality.

The EQC’s 80kWh battery pack sits in the floor, while two electric motors are positioned on each axle, enabling four-wheel-drive.

Producing a substantial 402bhp and 560lb ft (760Nm) of torque, it can sprint from 0-62mph in just 5.1 seconds, and on to a top speed of 112mph.

Claimed range is up to 254 miles, which is average these days, and closer to 200 miles in real-world driving.

The EQC has a maximum 110kW charging capability, meaning a boost from 10-80% can take 40 minutes. Naturally, it will also charge overnight using a 7kW wallbox.

To put that into context – cheaper, newer rivals such as the Kia EV6 and Genesis GV60 have a charge rate of up to 350kW – that’s 10-80% in just 18 minutes.

Naturally, there’s the commanding view of the road you’d expect from a big SUV, while the latest MBUX infotainment and driver information system (which stretches across most of the dashboard) is a particular interior highlight.

The MBUX’s party piece is the ‘Hey Mercedes’ voice-control feature which, for the most part, understands commands said in plain English.

And thankfully, there are still plenty of switches and buttons spread around so not all functionality is controlled via the touchscreen.

There’s a decent amount of space in the cabin too, though taller rear passengers might struggle for headroom, thanks to that elegant roofline. It should also be noted that this is a five-seater – you’ll have to go for an EQB if you want three rows.

Boot capacity is a useful 500 litres, expanding to 1,460 litres with the 40/20/40-split back seats folded.

On the road, Mercedes-Benz has done a fine job of masking the EQC’s 2.5-tonne weight and it’s only when you push on in faster, twisty roads that you realise that discretion is the better part of valour.

In its element on motorways and fast A-roads, where it’s an effortless, refined and relaxed cruiser, there’s also plenty of punch in reserve should you need it.

The steering is light and precise, especially around town, plus there’s ample grip from those huge wheels (20 or 21 inches, depending on the trim level).

The ride is excellent, and for the most part it glides over poorer road surfaces, only coming unstuck over sleeping policeman and steep driveways, for instance, where the low front air dam rubber flaps scrape unless you’re extra cautious.

So, the EQC is an impressive EV, but it comes at a price. The entry-level AMG Line starts at £74,330, the AMG Line Premium is £78,975, while the range-topping AMG Line is priced from £81,225. To give it its full title, our test car was an EQC 400 4MATIC AMG Line.

And as you’d expect from a car in this price range, the EQC is one of the safest vehicles on the road, achieving a maximum five-star Euro NCAP rating. A full suite of safety and driver assistance systems are available, with parking sensors, a reversing camera, blind-spot alert, autonomous emergency braking, lane-departure warning and LED headlights as standard.

Verdict: The Mercedes-Benz EQC should definitely be on your shortlist if you’re looking for a premium zero emissions SUV. It may not have class-leading dynamics or range, but it’s fast, safe, spacious, comfortable, loaded with tech and oozes class.