Nissan Ariya – Pulpaddict

Leapmotor C10 review

A second car from a new brand to the UK. We get behind the wheel of the Leapmotor C10 family SUV…

Yes, the Leapmotor C10 is yet another SUV from yet another Chinese manufacturer.

The difference is that unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

I’ve already reviewed the dinky Leapmotor T03 city car. Now it’s the turn of the C10 mid-sized SUV.

One thing is for sure – it has its work cut out. It’s a hugely competitive sector and its many rivals include the big-selling Tesla Model Y, the Xpeng G6, BYD Atto 3, Omoda E5, Skoda Enyaq, Nissan Ariya, MG ZS EV, Vauxhall Grandland and Hyundai Kona Electric.

About the same size as the Tesla, the Leapmotor C10 follows the high-riding SUV template that’s made this type of vehicle so popular the world over.

I don’t mean that in a derogatory way. It’s a good-looking car with a no-nonsense design that’s well-proportioned with the focus on practicality.

And the Tesla-style flush-mounted door handles that pop-out automatically as your approach, or retract when the car is locked or moving, are a classy feature.

Oh, and there’s a rear wiper hidden under the spoiler at the top of the tailgate – an essential that’s not a given on all EVs.

It not unlike Elon Musk’s car’s inside too, with a plush, minimalist look and feel, and plenty of tech – especially for the price point. Build quality gets the thumbs up too.

Starting at a very competitive £36,500, the C10 is launching in the UK with just one version featuring a high level of specification as standard.

Available in five colours – Canopy Grey, Pearly White, Tundra Grey, Metallic Black and Glazed Green (my favourite) – it comes standard with 20-inch alloy wheels, electrically adjustable heated and ventilated front seats, panoramic sunroof, privacy glass, automatic LED headlights and taillights, plus electrically operated heated and folding exterior mirrors.

There’s also a large central 14.6-inch touchscreen, 10.25-inch driver’s display, plus a full suite of safety and driver assistance features including adaptive cruise control (ACC) and autonomous emergency braking (AEB). In fact, the C10 was awarded a maximum five stars by independent safety testing body Euro NCAP.

At the heart of the car is a 69.9kWh battery and a single electric motor on the back axle producing 215bhp and 236lb ft for 0-62mph in 7.5 seconds.

So, it’s rear-wheel drive and its claimed range is a decent 263 miles. Its DC rapid charging rate is capped at 84kW, which is less than the average 150kW you’d expect in this class, but its 30 to 80% capacity charge time of 30 minutes is reasonable, all the same.

Interior passenger space is excellent, front and back, but the 435-litre boot (1,410 litres with the rear seats folded down) is useful, but not class-leading.

That said, visibility is excellent, and if you need extra reassurance when manoeuvring, rear parking sensors and a 360-degree panoramic camera, make parking easier and safer in tight spaces.

Oh, and a cool feature of the C10 is that you can fold the front seats back to create an almost-flat space for lounging, or sleeping, should the need arise!

To get moving, there’s no start button. Just flick the column-mounted gear selector up or down to drive either forwards or backwards.

On the road, the Leapmotor C10 is brisk without being savagely fast, like some EVs. The accent is more on comfort and refinement, and judged on those terms, it fulfils the brief.

The suspension set-up is on the firm side and it has a tendency to thud over poorer surfaces at low speed. Pick up the pace on better A-roads and motorways, and it smoothes out imperfections better.

In town, its light steering and tight turning circle are just the job. The C10 drives well enough on more challenging roads, but there’s a bit of body lean in faster corners and the brakes are grabby.

Grip is good, helped on my test car by the Dunlop e-Sportmaxx tyres fitted, no doubt.

There are three driving modes – Eco, Comfort and Sport – which change throttle response, steering feel and regenerative braking sensitivity. As ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Comfort for the best blend of performance and efficiency.

The Leapmotor C10 offers selectable levels of brake regen, including a ‘one-pedal’ mode and a ‘freewheeling’ function with no regenerative braking. Sadly, there are no steering wheel paddles to adjust the level of regenerative braking.

Just like the Tesla Model Y and some other rivals, too many of the car’s essentials are controlled via the infotainment screen and there are no physical buttons for short cuts and climate, for instance.

On the plus side, there is a decent driver’s display for important information such as speed, remaining charge and traffic sign recognition.

There are a few glitches too. The sat nav dropped out at one stage and the infotainment screen’s ‘night mode’ was triggered too easily when I drove through a shady woodland area.

And unfortunately, like most new cars, the endless bongs and chimes from the driver assist systems are very intrusive.

However, the deal-breaker for some will be the lack of Apple CarPlay and Android Auto connectivity at launch.

I’d need to drive the Leapmotor C10 for a week or so to give a proper estimate of real-world range. Based on my test drive on mixed roads in Kent, where I achieved a creditable average efficiency of 3.8 miles per kWh, I’d say it’s capable of around 210 miles on a full charge, though colder weather and an aggressive driving style will knock it down.

Finally, the C10 is covered by Leapmotor’s four-year/60,000-mile warranty, plus an eight-year/100,000-mile warranty for the battery. Leapmotor also reckons the C10’s battery has an expected lifespan of more than 372,000 miles. Quite the claim.

Along with the pint-sized T03, the C10 is another competent debut car offering serious bang for your buck from a new brand to the UK. Now Leapmotor needs to work on creating a wow factor for its models.

Verdict: The Leapmotor C10 is a welcome addition to the fiercely competitive electric family SUV scene. Great value for money, safe, and pleasant to drive, there’s loads of space for passengers, and it has the back-up of the established Stellantis dealership network.

Leapmotor UK

Skywell BE11 review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Skywell UK

Renault Scenic E-Tech review

We get behind the wheel of the all-new, all-electric Renault Scenic E-Tech…

The Renault Scenic has been re-invented for 2024. It’s goodbye to the worthy MPV and hello to a chic zero emissions family crossover – the 2024 European Car of the Year, no less.

Based on kerb appeal alone, the new Renault Scenic E-Tech is more than a match for its many rivals which include the Hyundai Ioniq 5, Kia EV6, Tesla Model Y, Nissan Ariya, Skoda Enyaq and Peugeot E-3008.

Priced from a very competitive £37,495, Renault is offering the Megane E-Tech’s big brother with two battery options, two power outputs and a choice of three trim levels (entry-level Techno, sporty Esprit Alpine and even better equipped Iconic).

With hints of hatchback and SUV, it’s certainly stylish. The front end is particularly striking with the latest Renault logo set within diamonds which merge into the LED headlights.

Other goodies, such as flush door handles and big 19-inch or 20-inch alloy wheels, help to make this a statement car.

There’s a wow factor inside too with a 12.3-inch driver display and a portrait-orientated 12.0-inch centre infotainment touchscreen which uses Google’s slick tech.

The spacious, classy interior features plenty of storage areas, plus a 545-litre boot, which expands to an impressive 1,670 litres with the rear seats folded.

A special mention for the rear central armrest which houses cup holders that also double up as smartphone or tablet holders, plus two USB-C ports.

There’s also a clever ‘Solarbay’ glass roof on top spec models. It is, in effect, a cutting-edge sunblind, switching from clear to opaque at the touch of a button – and doesn’t eat into headroom either.

Build quality is right up there with the best of its rivals. The animal-friendly leather-like seats and most of the surfaces have a plush feel, and it’s only when you feel around lower down that cheaper, scratchy plastics can be found.

The Scenic E-Tech scores big when it comes to sustainability too. Renault claims that 24% of the materials used are recycled, and 90% of its mass – including the battery – is recyclable.

Standard equipment includes a frameless electro-chromatic rear-view mirror (it can switch to a rear-view screen), heated front seats and steering wheel, paddle shifters for regenerative braking, automatic wipers and a rear-view camera.

Driver assistance and safety kit includes adaptive cruise control, traffic and speed sign recognition, driver attention alert, lane departure warning, lane keep assist, emergency braking with pedestrian and cyclist detection, and blind spot warning.

The new Renault Scenic E-Tech is available with two sizes of battery and it’s front-wheel only. The standard range model has a 60kWh battery paired with a 168bhp electric motor, delivering a claimed range of more than 260 miles and a 0-62mph time of 8.6 seconds.

The larger 87kWh battery and more powerful 217bhp electric motor has a range of 379 miles, while the 0-62mph sprint takes 7.9 seconds.

Rapid charging is good, but not outstanding (up to 150kW for the larger battery and 130kW for the basic one), so a 20-80% boost should take around 30 minutes. On the plus side, the Scenic E-Tech does come with a heat pump as standard (a feature which is often an optional extra) which aids recharging, especially in cooler temperatures.

Our test car was a top-of-the-range Scenic E-Tech in Iconic trim, featuring the larger 87kWh battery pack.

The driving position is on the high side for me, but it does offer a commanding view of the road ahead, plus there’s plenty of adjustment for the steering wheel and seat. Rear visibility isn’t so hot thanks to large C pillars and the slim tailgate window.

That said, the Scenic E-Tech is blessed with light steering, a tight turning circle and lots of parking aids, making it easy to manoeuvre and drive in town.

With instant torque, it’s quick off the mark too, but not blisteringly so like some other EVs.

The ride is comfortable for the most part, only becoming unsettled on poorer surfaces, while the cabin is refined, making it a smooth cruiser.

It’s fair to say that it looks more athletic than it is, so while it’s not a dull drive, it’s not particularly dynamic either. Even so, it manages to stay reasonably flat in more challenging corners and there’s good grip.

Sadly, like many EVs, the brakes are spongy, so there’s a lot of dead travel before they bite, making it hard to slow down smoothly.

The ‘Multi Sense’ driving modes (Personal, Comfort, Eco and Sport) alter the steering weight, throttle response and interior ambient lighting, but – as ever – you’ll find yourself staying in Eco or Comfort, for the best all-round experience and efficiency.

We’d need to spend at least a week with the car to give a proper estimate of real-world range, but we’d guess it’s an impressive 310-330 miles in the 87kWh and the right side of 200 miles in the entry-level model.

Verdict: Stylish, safe, spacious, easy to drive and well equipped as standard, the all-new Renault Scenic E-Tech is keenly priced and one of the best family EVs on the market.

Renault UK

Peugeot E-3008 review

We road test the pure electric version of the next-generation Peugeot 3008…

The Peugeot 3008 is a great example of how the automotive industry has evolved since 2007.

Back then it was a dumpy looking MPV, but all that changed in 2016. In one fell swoop, Peugeot’s designers re-invented the 3008 so that it became one of the most stylish and distinctive mid-sized SUVs on the market.

Crowned 2017 European Car of the Year, at launch it was available with a choice of petrol and diesel engines, though mild hybrids and a plug-in hybrid followed.

So, that’s SUVs in, diesels out.

The 2024 third generation Peugeot 3008 is greener still, and is first model to use parent group Stellantis’ new STLA Medium electric powertrain. Ultimately, there will be mild hybrid, plug-in hybrid and fully electric versions.

It’s on-trend too because it’s marketed as an “electric fastback SUV”, which means it has a sporty, sloping roof.

The first model in the 3008 line-up is the 100% electric E-3008. It will come with two sizes of battery (73kWh or 98kWh batteries), but initially only the former with a claimed 326-mile range will be available.

We’ll have to wait until 2025 for the 98kWh Long Range with an impressive 422 miles on a single charge, and the Dual Motor all-wheel drive (73kWh, 326 miles).

We road tested the entry-level Peugeot E-3008 73kWh Single Motor, which starts at £45,850.

And the good news is that the new 3008 is even more striking than the outgoing car. There’s a bold front end featuring slim LED headlamps integrated into the frameless grille, but the most obvious change is that it now sports an aerodynamic SUV-coupe profile (think Audi Q4 Sportback e-tron).

Naturally, Peugeot’s trademark light signatures feature too – ‘lion’s claw’ LED daytime running lights up front and ‘three-claw’ at the rear.

Inside, there’s the wow factor of Peugeot’s new “Panoramic i-Cockpit”, complete with a floating, curved 21-inch HD screen that combines the head-up display with the central touchscreen.

I’ve had my issues with Peugeot’s i-Cockpit design before, because the dinky, low-set steering wheel and higher dashboard results in a slightly awkward driving position for taller drivers (ie the steering wheel is almost in your lap, otherwise it blocks the dashboard).

Thankfully, this situation is much-improved in the E-3008, though it’s still a quirk.

The main takeaway is that the infotainment screen and instrument cluster are a huge-step up from the previous model. The graphics are still not-class-leading, but it’s a big improvement and works well.

There are no physical buttons, but the touch keys are great and the ability to create shortcuts really boosts usability. There’s also a handy “OK Peugeot” voice assistant.

The cabin is well designed and the quality is impressive as long as you don’t look too far down where more basic scratchy black plastics lurk.

It’s spacious too – not just up front, but at the back (the rakish profile doesn’t appear to have impacted headroom too much) and in the boot, where there’s a 588-litre luggage capacity, expanding to 1,663 litres with the seat folded down.

On the road the front mounted electric motor develops 213bhp and drive is via the front wheels. It’s swift, but not blisteringly fast off the line.

With 253lb ft of torque, it can complete the 0-62mph sprint in a respectable 8.8 seconds and tops out at 105mph.

For the record, the E-3008 is capable of charging speeds up to 160kW, enabling it to be boosted from 20-80% in just 20 minutes (or 30 minutes via a 100kW connection).

It’s easy to drive in urban areas thanks to light steering, a tight turning circle and good visibility for the most part, except for the rear pillars and slim tailgate window.

And despite firm suspension settings and the big 20-inch wheels on our car, it dealt with the lumps and bumps of everyday driving well, only becoming a little unsettled over larger potholes and really poor surfaces.

Grip is good, but the brakes are disappointing (a common issue with EVs) because they lack a progressive feel and have a tendency to snatch.

You’re also aware of its bulk (2,108kg) on more twisty roads, so there is some body lean. In short, it’s at its best and most refined cruising at higher speeds.

The drive modes (Eco, Normal and Sport) tweak the dynamics slightly, but you can’t alter the fact that this is a family five-seater and not one of the more engaging electric SUVs on the market to drive.

On the plus side, there are three levels of regenerative braking that are adjusted via the steering wheel paddles.

We achieved an efficiency of around 3.5 miles per kWh, which would translate to a real-world range of about 270 miles, so the upcoming 98kWh Long Range should be quite the thing when it arrives on the scene.

The Peugeot E-3008 is available with a choice of just two trim levels (Allure and GT) and its many rivals include the Renault Scenic E-Tech, Volkswagen ID.5, Nissan Ariya, Hyundai Ioniq 5, Tesla Model Y, Kia Niro EV, Volvo EC40 and Skoda Enyaq.

Verdict: If you’re looking for a classy and refined family-sized SUV loaded with kit and ample kerb appeal, then the all-new, all-electric Peugeot E-3008 could be the car for you.

Peugeot UK

Subaru Solterra review

We get behind the wheel of the Solterra mid-sized SUV – the first pure electric car from Subaru…

The Subaru brand has a relatively low profile here in the UK. Elsewhere, in countries such as the US and Australia, the Japanese company’s cars are more appreciated and sell in much bigger numbers.

Subaru’s very capable 4x4s are renowned for their durability, and traditionally, owners are intensively loyal, holding onto their cars for longer than any rivals.

Quite what they will make of the all-new Solterra is another matter because it’s sayonara to Subaru’s signature boxer engines and effective ‘symmetrical’ four-wheel drive system.

Before we begin, let’s deal with the elephant in the room, because the Solterra has been co-developed with the Toyota bZ4X and Lexus RZ.

In fact, it’s manufactured alongside its cousins in the same plant at Motomachi, Japan, and they all share the same e-TNGA platform.

It also bears more than a passing resemblance to the Toyota and Lexus. However, there are some key differences.

The most important is that Subaru has kept things simple with the Solterra, which is only available in twin-motor four-wheel-drive form. That also means it has a higher starting price than some single-motor rivals.

There are just two trim choices too – entry-level Limited (£49,995) and top-spec Touring (£52,995). Both seem to be almost identical mechanically, which means they share a 71.4kWh battery pack and two electric motors, producing a combined total of 215bhp and 249lb ft of torque – enough for 0-62mph in 6.9 seconds.

Significantly, Limited has a claimed range of 289 miles, while Touring tops out at 257 miles. The only obvious difference between the two is that the latter has 20-inch wheels (Limited has 18s) and Touring weighs 25kg more.

In other words, on paper it’s hard to justify the extra few thousand quid for a shorter range and a few spec upgrades such as an electric passenger seat, (synthetic) leather and a passenger door mirror that tilts when reversing.

As Subaru customers would expect, the 4×4 system is permanent, plus there’s an X-Mode button which helps you navigate tougher terrain such as deep mud, snow and steep, slippery slopes — all in a controlled, calm way.

We tried some light off-roading and the Downhill Assist Control, the speed of which can be adjusted via a simple switch on the steering wheel, is particularly effective.

What’s more, with a minimum ground clearance of 210mm, it can tackle trips some EV competitors can’t and it has a water-fording wading depth. It’s also worth noting that the Solterra has a towing capacity of just 750kg.

Inside, it’s not unlike Subarus of old in that it has a feel of functionality and durability, but it is a tad dark and drab.

Like its Japanese cousins, there’s the same unconventional layout for the driver. In other words, they share the same Peugeot-esque low steering wheel position and high instrument binnacle, plus centrally mounted 12.4-inch infotainment touchscreen.

That said, it is easy to get used to the driving position and the infotainment system works well.

There’s plenty of room for adults to sit comfortably in the rear, while the boot capacity is a useful 452 litres (441 litres in the Touring version). On the minus side, there’s no ‘frunk’ under the bonnet to store charging cables and no glovebox inside.

It’s well equipped too and, as Subaru owners will like the fact that it boasts the latest safety equipment, achieving a maximum five-star rating from Euro NCAP.

All-round visibility is good, and if you need extra assurance, there’s a reversing camera and 360-degree surround-view monitor. Our only gripe is that there’s no rear wiper, which is OK in light rain, but a nuisance on filthy motorway journeys.

On the road the Subaru Solterra feels solid, composed and surprisingly agile for a relatively large, heavy car.

Push it on more challenging roads and body roll is kept to a minimum, there’s also plenty of grip and the steering turns in keenly.

There are three driving modes (Eco, Normal and Power). As ever, Eco dulls the driving experience, so it’s fine on motorway runs, but Normal is best for everyday tootling along, while Power is fun for overtaking.

Even though the 71.4kWh battery and two motors are on the modest side compared to some competitors, the Solterra seems to have plenty of poke.

Unlike some EVs, the brakes are fairly progressive, while brake regeneration can be adjusted via paddles mounted behind the steering wheel.

One final thought. If you test drive a Solterra, choose a smooth stretch of road and listen out for noise. Our Touring spec test car wasn’t quite the whisper-quiet experience we’d hoped for. Harsh, when even a bit of wind noise is noticeable in an EV, but we’ve come to expect no more than a distant wine from those electric motors.

As for charging, it’s capable of delivering an 80% boost in as little as 30 minutes via its (average) 150kW fast-charging system. The same charge at home will take 7-8 hours. Our charging experience wasn’t ideal because the weather was cold, so we couldn’t match the 30-minute target time or get close to the advertised charge rate.

Perhaps more importantly, our Touring spec Solterra only gets a 257-mile range, which in real-world driving is closer to 200 miles, so not ideal. What’s more, if you switch on the heating, for example, the range takes another hit. As we said before, stick with entry-level Limited spec for those extra miles of range.

Looking in the small print, the Solterra is covered by a three-year/60,000-mile warranty (whichever is sooner). However, the bZ4X benefits from Toyota’s warranty which covers your vehicle for 10 years (up to 100,000 miles), provided your car is serviced by a Toyota dealer.

The Solterra’s electric SUV rivals include everything from the Tesla Model Y, Skoda Enyaq iV and Nissan Ariya to the Ford Mustang Mach-E, Kia EV6 and Hyundai Ioniq 5.

So, the Solterra isn’t perfect, but don’t be put off. We like it, and in fact, we’d say it just edges the bZ4X.

Verdict: The handsome Subaru Solterra SUV is a confident EV debut. It’s not without a few gripes, but overall it delivers an assured drive, it’s easy to live with, well equipped, safe and spacious.

Subaru UK