Mazda CX-80 review

Mazda CX-80 review

We get to grips with the classy CX-80 seven-seater SUV – Mazda’s new flagship…

If you need a big SUV that’s capable of carrying seven people in reasonable comfort, there’s already a pretty good choice.

The new Mazda CX-80 is a welcome addition to the more affordable end of the list, which includes the Skoda Kodiaq, Hyundai Santa Fe, Nissan X-Trail, SEAT Tarraco, Peugeot e-5008 and Kia EV9.

Mazda CX-80 review

Priced from £49,670, it looks familiar because it’s essentially a stretched version of the smaller CX-60 SUV.

At nearly five metres long, the CX-80 is no shrinking violet. From the front, it’s easily mistaken for a CX-60, but that profile with its huge 3,120mm wheelbase (longer than a Kia EV9 and BMW X7) is something else, and it’s 26mm taller.

The good news is that these dimensions result in a third row of seats and there’s a choice of layouts, so the middle row can either have two “captain’s chairs” (six seats in all) or a three/two-seat bench. Both bench and individual seats fold and slide backwards and forwards (by 120mm) for added practicality.

Mazda CX-80 review

As always, I tried the third row for size, and as a 5’11” adult I can confirm that there is space as long as the middle row is pushed forward a little. The important takeaway is that it is just possible for passengers my height to sit behind each other

There’s plenty of load space in the CX-80 too, with a reasonable 258 litres with all the seats up, 566 litres with the third row down and 1,971 litres with all the seats flat.

Powered by the same engines as the Mazda CX-60, there’s a choice of plug-in hybrid or diesel, and all-wheel drive (rear-biased) is standard.

Mazda CX-80 review

The 2.5-litre petrol engine and plug-in hybrid set-up produces 323bhp (369lb ft of torque) for a 0–62mph of 6.8 seconds, while the 17.8kWh battery is good for an official 38 miles of electric-only range and CO2 emissions are just 35g/km.

If you prefer diesel, the 3.3-litre six-cylinder paired with a 48V mild hybrid system, pumps out 251bhp (406lb ft), is good for an 8.4-second 0–62mph dash and can manage a claimed 49.6mpg (CO2 emissions 148g/km).

Both engines are rated at 2,500kg for towing, but naturally, the diesel makes more sense when it comes to grunt and long-range economy. Incidentally, there’s a clever drive mode available which improves stability and driving performance when towing. Additionally, a “Trailer Hitch View” rear-facing camera makes it easier to align the car and a “See-Through View” helps when manoeuvring in tight car parks and city streets.

Mazda CX-80 review

The CX-80 is packed with the latest safety and driver assistance technology and achieved a maximum five stars in Euro NCAP tests. In fact, it was named Best in Class in the Large SUV category, narrowly beating the Audi Q6 e-tron.

All in all, the CX-80 has a premium look and feel throughout the cabin. And Mazda does things differently, so there’s a 12.3-inch digital instrument cluster and a 12.3-inch central display, but the latter is not a touchscreen. Control is via a rotary dial in the centre console, or Amazon’s virtual assistant Alexa, which is built-in and can control music, air-conditioning, navigation and third-party apps such as Spotify. Wireless Apple CarPlay and Android Auto are also standard.

On the road, the Mazda CX-80 doesn’t feel any more substantial than the CX-60, while visibility is decent and where it’s more challenging (the far-off rear when manoeuvring), the 360-degree camera helps out.

Mazda CX-80 review

For me, the seating position at its lowest setting is still too high for me, but then that’s not unusual.

The ride is on the firm side, which is not helped by the big 20-inch wheels on the higher grade models, so probably best to stick with the 18-inch wheels on the entry-level Exclusive-Line if comfort is your priority.

It handles well for such a big SUV and feels planted, while body lean is minimal in faster corners. The steering is well weighted and responsive, while good grip gives you the confidence to push on.

Mazda CX-80 review

Ultimately, your CX-80 experience is likely to be determined by your choice of powertrain.

The big turbodiesel is a joy. While it’s not quite up there with an equivalent six-cylinder BMW unit, it’s smooth, sounds the part, and is blessed with plenty of low-down grunt.

I averaged around 42mpg with a high of 46mpg, during my test, which isn’t bad for a car this size. With a little restraint, the claimed 49.6mpg on a steady run may well be achievable.

Mazda CX-80 review

The plug-in hybrid is a mixed bag. You’ll have to take it very easy to get close to 38 miles of pure EV range (which in itself is modest compared to a Kodiaq’s 62 miles, for instance).

Then once you’ve run out of juice (or you put your foot down) the petrol engine kicks in. The transition isn’t always the smoothest and the four-cylinder unit is on the harsh side when pushed.

That said, it’s powerful enough, but economy will drop below 40mpg when the battery is drained, which isn’t ideal on a longer journey. On shorter runs, closer to 100mpg is possible (as high as 176.6mpg) in theory.

Mazda CX-80 review

Weirdly the PHEV feels lighter and more agile, even though it’s heavier than the diesel, while the slick eight-speed automatic on both models is just the job.

A Sport drive mode, which boosts throttle response and handling, s available with both engines, but default Normal offers the best balance of performance and economy.

As ever, with a big SUV, it’s at its best cruising, soaking up the miles in comfort.

Verdict: The big Mazda CX-80 is a welcome addition to the seven-seater SUV category. Distinctive, safe, spacious and engaging to drive, it’s a premium car at a reasonable price.

Mazda UK

Mazda CX-80 review

KGM Actyon review

KGM Actyon review

We road test the all-new KGM Actyon, a striking SUV from the company formerly known as SsangYong…

Thanks to the huge success of Hyundai and Kia, it’s often forgotten that South Korea is also the home of KGM.

To cut a long story short, SsangYong Motor UK rebranded to KGM Motors in the UK in 2024 after the acquisition of the SsangYong Motor Company in Korea by the KG Group in 2022.

KGM Actyon review

Even though the company can trace its heritage back to 1954, it’s fair to say that its cars haven’t exactly set the world on fire.

What’s more, its current bestseller isn’t a car at all – it’s the award-winning Musso pick-up – most recently 4×4 Magazine’s Best Value Pick-Up for 2024, no less.

The Actyon (pronounced act-e-yon) is marketed as a “coupe SUV” by KGM, though it doesn’t have a fastback-style sloping rear roofline like others in that category.

KGM Actyon review

The first new KGM model, the Actyon is based on the same platform as the slightly smaller Torres SUV, and it has the big-selling Kia Sportage in its sights.

Other possible rivals include the Toyota RAV4, Vauxhall Grandland, Skoda Kodiaq, MG HS, Honda CR-V, Nissan X-Trail and Hyundai Tucson.

The KGM Actyon certainly has kerb appeal. It has a rakish profile with a chunky C-pillar and big 20-inch wheels, a distinctive front end featuring slim lights and a grille that’s supposed to evoke the lines of the South Korean flag, plus a rear with hints of the Range Rover Velar.

KGM Actyon review

If the exterior is a pleasant surprise, the interior continues to impress. The Actyon is more upmarket than you might have expected, with hand-stitched black Nappa leather seats and classy materials such as suede and wood-effect trim.

There are 12.3-inch dashboard screens side-by-side – a central infotainment featuring TomTom navigation, Apple CarPlay, Android Auto, media and climate controls, plus a driver’s display with the essentials.

Thankfully, KGM hasn’t done a Tesla and gone all minimalist, and there’s a big shortcut button on the almost-hexagonal steering wheel, which can be configured. The infotainment screen graphics are not top-notch, but work well enough. As with all touchscreen-based infotainment, there’s just a tad too much prodding and swiping.

KGM Actyon review

Then there’s the massive sense of space inside the cabin. There’s no seven-seat option, but rear passengers can stretch out and headroom is no issue either. With a large 668-litre boot, which expands to 1,568 litres with the 60:40 rear seats folded down, it ticks lots of boxes.

Priced from just £36,995, it represents a lot of car for your money. KGM have kept it simple too, because there’s just one full-loaded trim level. So, goodies such as a hands-free kick-motion power tailgate, front and rear heated seats, ventilated front seats, heated steering wheel and remote rear-seat heating control are all standard.

The only engine option is a 1.5-litre four-cylinder petrol turbo which develops 161bhp and is paired with a six-speed automatic gearbox, while drive is via the front wheels.

It’s packed with safety and driver assistance tech too, so you’ll find everything from adaptive cruise control to lane-keeping assist and autonomous emergency braking (AEB).

KGM Actyon review

The KGM Actyon is a bit of a revelation on the road. There’s a commanding view over the chunky bonnet thanks to the high driving position and visibility is generally good. Those big rear pillars can result in a bit of blind spot when reversing, but the 360-degree 3D surround view camera system takes care of that.

The Actyon feels substantial and the ride is a tad firm, but not uncomfortably so. On the plus side, when it’s pushed in faster corners it stays remarkably flat.

The steering is nicely weighted and it bowls along nicely with good grip and decent traction for a front-wheel drive SUV.

KGM Actyon review

The engine may seem small for a big car, but it’s gutsy and the Actyon feels faster than its 10.8-second 0-62mph time would suggest. It’s refined too for the most part, only becoming harsh under aggressive acceleration.

In-cabin refinement is helped by a set of Michelin noise-cancelling tyres, laminated front door glass and all-round solid build quality.

There are three driving modes – Normal, Sport and Winter. Normal was just fine, Sport sharpened up the throttle response, while Winter seemed to add a little traction on my wet grass test.

Gareth Herincx driving the KGM Actyon

It’s a shame that there isn’t a four-wheel drive option because it has built-in off-road capability thanks to an approach angle of 17.6 degrees and a departure angle of 21.4 degrees, and it has a wading depth of up to 300mm at speeds below 18mph.

For the record, it also has a useful towing capacity of up to 1.5 tonnes braked (750kg unbraked), plus the Actyon comes with a five-year/100,000 mileage warranty and 12-month RAC Roadside Assistance.

Pretty much all good so far, but no car is perfect and the KGM Actyon is no exception.

You see, that petrol engine doesn’t have a whiff of electrification – it’s not even a mild hybrid, which is unusual for a brand-new model these days.

Gareth Herincx driving the KGM Actyon

The result is a car with poor official WLTP figures – that’s 33.1mpg and CO2 emissions of 194g/km (thus incurring a hefty first-year VED payment).

What’s more, in the real-world you’ll only get close to that kind of economy on a long, steady run. I only achieved around 27mpg during my road test.

Maybe there will be an EV version, like the Torres EVX, at some stage, but for now it is what it is.

Ultimately, the Actyon is great value for money and a real step-up for KGM in terms of quality, but its poor fuel efficiency is a big, black mark..

Verdict: If you’re looking for a classy, spacious SUV that’s well made, safe, stands out from the crowd and drives well, then the all-new KGM Actyon should be on your shortlist. Just check out the running costs before you sign on the dotted line.

KGM Motors UK

Skoda Kodiaq review

Skoda Kodiaq review

We get behind the wheel of the latest version of Skoda’s big seven-seater SUV…

The Kodiaq has been a success for Skoda. Since its launch in 2016, more than 866,000 have been produced.

After Germany, the UK is the big SUV’s second biggest market in Europe, with 55,000 sold – that’s 6.4% of global sales.

Interestingly, in the UK, 90% have been seven-seaters (it’s also available as a five-seater), while 54% of owners chose two-wheel drive over AWD.

Skoda Kodiaq review

The good news is that its successor neatly builds on all the things that were so loved about the first-gen Kodiaq.

There’s even a plug-in hybrid version coming later in 2024, to join the petrol and diesels available from launch.

Design-wise, the new Kodiaq is more revolution not revolution. It’s slightly longer (61mm) and its lines are smoother (low drag coefficient of 0.282).

Skoda Kodiaq review

Up front there’s a distinctive octagonal radiator grille with vertical slats and sleeker headlights, plus a wide air intake below. At the rear there’s a large tailgate with low loading sill and confident “Skoda” lettering slapped across it.

It’s also worth noting that the new flying arrow shape of the front light signature pays homage to the winged arrow of the Skoda logo.

Inside, there’s more room than ever thanks to an even bigger 910-litre boot for the five-seat version, which rises to 2,105 litres with the back row folded down. Seven-seater models offer 340 litres and 2,035 litres respectively.

Skoda Kodiaq review

Oh, and the third row is just about big enough to squeeze adults in for short journeys, if you slide the second row forward a little.

The driving position is suitably high and there’s plenty of storage with large door bins and various cubbyholes.

The dashboard is dominated by a huge 13.0-inch touchscreen, which has sharp graphics and is easy to navigate. There’s also a 10.25-inch driver’s digital display.

Skoda Kodiaq review

Thankfully, there are also some physical infotainment controls below in the form of three configurable smart dials, which are operated by turning and pressing.

These control essentials such as ventilation, volume, driving modes, map zoom and other comfort functions.

My only minor quibble is that the traditional gear selector has moved from the centre console to the stalk to the right of the steering wheel, meaning the indicators and wipers are combined on the left. It’s fine after a while, but engaging wipers instead of activating the indicator is the initial result.

Skoda Kodiaq review

Overall, the cabin is a very pleasant place to be, now with a range of recycled materials, including seat upholstery, carpets and headlining, plus an impressive quality upgrade.

There are three engine options for the new Skoda Kodiaq, ranging from the mild hybrid 148bhp 1.5 TSI e-TEC 150 turbocharged petrol, which uses a small electric motor and battery to boost performance and efficiency. It’s capable of sprinting from 0-62mph in 9.7 seconds. Fuel economy is a claimed 47mpg, while CO2 emissions are 136g/km.

The Kodiaq has always been a favourite with caravanners, so the two 2.0-litre diesel options will go down well (148bhp and 190bhp). The latter especially, has stacks of mid-range grunt and comes with four-wheel drive as standard, though the former has better economy (around 48mpg).

Skoda Kodiaq review

The upcoming 201bhp plug-in hybrid (PHEV) model (badged 1.5 TSI iV PHEV) will have a 25.7kWh battery with a range of up to 76 miles (enough for most journeys), while acceleration is 8.4 seconds and CO2 emissions are as low as 9g/km.

The PHEV gets a six-speed DSG automatic transmission, while the other models all have seven speeds.

Starting at £36,645, the Kodiaq isn’t quite as affordable as it once was, but it still represents a lot of car for the money. Initially, just two well-equipped trim levels are available: SE and SE L.

Gareth Herincx driving 2024 Skoda Kodiaq

On the road, it certainly feels substantial and a little lofty, but you soon get used to it. As you’d expect, there’s a bit of body lean in more challenging corners, but there’s also ample grip. We tried the 4×4 on a beach too, and it managed admirably, even during quick changes of direction.

Ultimately the Kodiaq is a family car/load-lugger, so it doesn’t matter that it doesn’t handle like a performance SUV.

All-round visibility is good, and it comes with a suite of parking sensors and a reversing camera, which means that manoeuvring in town is surprisingly straightforward.

Gareth Herincx driving the 2024 Skoda Kodiaq

The entry-level petrol-engined version offers a refined driving experience, only becoming vocal under heavy acceleration. We got close to 40mpg, but that’s some way short of the claimed fuel economy figure.

Diesel engines are becoming increasingly rare these days, but they are well suited to big SUVs. Here again, noise suppression is good on the Kodiaq, and naturally, there’s plenty of torque. More importantly for some, the higher-powered diesel can tow up to 2.4 tonnes, as opposed to 2.0 tonnes for the 150hp diesel and 1.8 tonnes for the petrol and PHEV.

We tested the Kodiaq on a variety of roads, and for the most part it smoothes over the bumps nicely, but it will thud over the worst of potholes.

Skoda Kodiaq review

Finally, you can pay extra for an optional adaptive suspension system (Dynamic Chassis Control, or DCC), which allows you to stiffen or soften the ride at the touch of a button.

The Kodiaq’s many seven-seater rivals include the Hyundai Santa Fe, Land Rover Discovery Sport, Nissan X-Trail, Peugeot 5008 and Kia Sorento.

Verdict: The all-new Skoda Kodiaq SUV continues to offer a winning blend of space, safety, practicality, comfort and value for money. Now with the latest tech, a sharper new look and quality upgrade, it’s cemented its position as a class-leading family load-lugger.

Skoda UK

Nissan X-Trail review

Nissan X-Trail review

We get to grips with the impressive all-new Nissan X-Trail SUV – now an electrified seven-seater…

The Nissan X-Trail is a global success story. Originally launched in 2001, more than seven million have been sold globally, making it one of the world’s most popular SUVs. In the UK alone, some 138,599 have found homes.

Now it’s the turn of the fourth-generation X-Trail, marketed as “the only electrified seven-seater SUV”.

However, there’s more to the new X-Trail than the optional extra seats. It’s everything you’d expect from a vehicle with such well-established DNA, but it also delivers state-of-the-art hybrid technology, versatile packaging, comfort and genuine off-road capability.

Nissan X-Trail

Priced from £32,030 to £47,155 and available as either a mild-hybrid or with Nissan’s unique ‘e-Power’ hybrid powertrain, the X-Trail is more than a match for its rivals which include the Skoda Kodiaq, Hyundai Santa Fe, Kia Sorrento and latest Toyota RAV4 (though it only has five seats).

The X-Trail takes design cues from its smaller sibling, the Qashqai, including the brand’s signature ‘V-Motion’ trapezoidal grille.

Wider and taller than the outgoing model, it’s well-proportioned with a chunky, more muscular design. The extra cladding around the wheel arches and bumpers, slim headlights and big wheels (20 inches on our test car) give it real road presence.

Nissan X-Trail review

The interior of the new X-Trail is a big step-up too. Modern, spacious and bathed in light, it has a near-premium feel with classy materials and great build quality.

There’s a commanding view of the road from the comfy seats, and if you do have any qualms about manoeuvring into tight spaces, there’s ample tech on board to help you, whether it’s sensors or a 360-degree camera with Moving Object Detection.

Your choice of grade (from entry-level Visia to top-of-the-range Tekna ) will determine which goodies you get with your car, but we’d say the mid-range N-Connecta which gets the twin 12.3-inch displays up front, roof rails and privacy glass is a good choice.

Nissan X-Trail review

However, if you splash out on the next grade up (Tekna) you get a panoramic sunroof, electric tailgate, head-up display, wireless phone charger and ProPilot Assist with Navi-Link – an impressive suite of safety and driver assistance tech.

The top-of-the-range Tekna comes with 20-inch diamond-cut alloy wheels, a premium Bose sound system with 10 speakers and quilted leather seats.

Equipment and tech is one thing, but the big decision you have to make with the new Nissan X-Trail is which electrified powertrain to choose.

The entry-level option is a 161bhp 1.5-litre turbocharged petrol with mild hybrid assistance, which is only available with front-wheel drive.

Next up is the X-Trail e-POWER, which is Nissan’s take on a full hybrid (no need to plug it in). The drivetrain combines a 1.5-litre petrol engine of 201bhp with a 150kW electric motor on the front axle.

Nissan X-Trail review

Unusually, the petrol engine doesn’t drive the wheels at all – it simply acts as a generator to charge the 2.1kWh battery and power the electric motor, which is responsible for driving the wheels at all times.

The top-spec all-wheel drive (e-4ORCE) powertrain option uses the same e-POWER configuration, but adds a 100kW electric motor to the rear axle, increasing the X-Trail’s power output to 211bhp.

The stats for the three powertrains are predictable. Fuel economy on the mild hybrid is up to 39.9mpg, CO2 emissions start at 161g/km, while the 0-62mph sprint takes 9.6 seconds.

Nissan X-Trail review

The two-wheel drive e-POWER takes eight seconds to reach 62mph and can manage as much as 48.6mpg, while CO2 is as low as 132g/km.

Finally, the e-POWER with e-4ORCE is the fastest accelerating (7 secs), has CO2 emissions starting at 143g/km and fuel economy tops out at 44.7mpg.

Unless you need all-wheel drive, on paper the mid-range X-trail with e-POWER looks like it offers the best blend of performance and economy.

Perhaps what’s most surprising is that Nissan’s hybrid system produces economy figures which are not dissimilar to a conventional hybrid where a battery provides electrical assistance to a petrol motor which drives the wheels.

We tested the flagship e-POWER with e-4ORCE on a mixed driving route, which included some gentle off-roading and controlled automotive gymnastics – and it’s an impressive piece of kit.

Gareth Herincx Nissan X-Trail Slovenia

As you glide off, it’s immediately clear that the new Nissan X-Trail is no ordinary 4×4. The ride is smooth (even with the 20-inch wheels), the cabin is a comfortable and refined place to be, and it feels substantial.

Despite its large dimensions, it’s easy to drive with light and responsive steering. Hustle it a little and it remains remarkably composed.

Body lean is surprisingly well controlled in more challenging corners and there’s superb grip and traction – even on the rough stuff. In fact, it’s very capable off-road, demonstrating a surprising amount of agility in a serious of tests.

Gareth Herincx Nissan X-Trail Slovenia

It takes a while to get used to the sensation of the engine revving away in the background as it charges up the battery. The only time it makes its presence known is when you’re heavy with your right foot, especially on uphill stretches.

Though it’s reasonably vocal, frankly it’s nowhere near as intrusive as full hybrids using CVT transmission from other manufacturers.

Nissan says the X-Trail has a 10,000 times faster rear torque response than a mechanical 4WD system, adding that the constant torque redistribution also contributes to handling and ride comfort, enabling a powerful yet smooth, driving experience.

I’ll go along with that, because the X-Trail is an excellent all-rounder – just as content cruising on a motorway as it is soaking up the worst poor surfaces have to offer.

Nissan X-Trail

What’s more, the X-Trail has always been a favourite with caravanners, so the braked towing capacity of up to 2,000kg will be welcome.

Finally, let’s deal with one of the X-Trail’s USPs – that optional third row of seats. I’m a fraction under six-foot and I could squeeze into seats six and seven, but in order to travel any distance the second row would have to slide forward, which may in turn require some compliance from the driver and front passenger too.

So, I’d say the third row of seats is there for occasional use, preferably children and small adults.

With the third row of seats in use, the X-Trail’s boot has a capacity of 485 litres. In five-seat formation (where there’s ample space for three passengers) this increases to 585 litres, and with both sets of rear seats down there’s a cavernous 1,424 litres of space.

A quick mention too for the rear doors which open at an impressive 85-degree angle (just like a Qashqai) for easy access – useful for lifting small children into car seats, for instance.

Verdict: Smooth, refined, robust and easy to drive, the hybrid Nissan X-Trail is a class act. Offering a unique proposition in the SUV sector, it’s also surprisingly capable off-road and delivers big bang for your bucks.

Nissan UK