plug-in hybrid – Pulpaddict

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.

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.

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.

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.

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.

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.

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.

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.

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

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

Volkswagen Tiguan review

We road test the latest version of VW’s biggest selling car – the Tiguan family crossover…

The Tiguan is a hugely important model for Volkswagen. Since the family crossover was first launched back in 2007, nearly eight million have been sold and it’s the German giant’s best-selling car globally.

However, there’s no time to rest on your laurels in the automotive world, so it’s welcome to the third-generation Tiguan.

It’s got its work cut out too, because its many rivals in the mid-size family SUV sector include the Nissan Qashqai, Kia Sportage, Ford Kuga, MINI Countryman and Hyundai Tucson.

On the engine front, Volkswagen has covered most bases with a choice of petrol (TSI), diesel (TDI) and mild-hybrid petrol engines (eTSI) from launch.

Later in 2024 there will be two plug-in hybrid (eHybrid) models offering offer up to 62 miles of electric range thanks to a large 19.7kWh battery.

All Tiguan models now feature automatic transmission, while 4Motion (four-wheel drive) is only available in the more powerful 2.0-litre petrol turbo (TSI) powered cars.

At 4539mm long, 1639mm tall (minus roof rails) and 1842mm wide, the new Tiguan is 30mm longer, 4mm taller and the same width as its popular predecessor.

Looks-wise, it’s fair to say that it’s more of an evolution of the outgoing model, rather than cutting-edge design.

Overall, the styling is smoother and more curvaceous (the drag coefficient has improved from 0.33 to 0.28) and its front end is not unlike its all-electric ID cousins.

At the back, there’s a full-width horizontal LED strip with classy ‘Tiguan’ lettering on the tailgate.

The biggest changes are inside, where the third-gen Tiguan has been treated to a new cabin sporting a cleaner look, improved technology, higher quality materials and more space than its predecessor.

All versions come with a 10.3-inch driver’s digital instrument panel, plus a central 12.9-inch infotainment touchscreen. A huge 15.0-inch version is also available as part of an upgrade – as is a head-up display.

The touch sliders at the bottom of the infotainment screen work better than some of the original ID models and they are now illuminated so easier to use at night. Thankfully, there are physical buttons on the steering wheel, rather than touch-sensitive controls.

There’s plenty of space for all the family, with ample head and legroom for rear passengers, plus a large 648-litre boot.

Overall, the cabin is comfortable and pleasant (if slightly business-like) place to be with good visibility and clear, intuitive instrumentation and solid build quality.

My test car was a 1.5-litre eTSI mild (48V) hybrid, pushing out 148bhp. As you’d expect, the driving position is suitably high, while the gear selector has been moved up to the right-hand side of the steering column, meaning the left stalk now controls the windscreen wipers and indicators.

Mercedes-Benz already does this, and once you get over the initial wiper/indicator activation mistakes, it kind of works, but my preference would always be for separate stalks. Additionally, there are gear-change paddles behind the steering wheel.

It’s also worth noting that Volkswagen has decided to fit a useful rotary controller down in the centre console which adjusts the radio volume and switches between drive modes (Eco, Comfort, Sport or Individual).

For the record, the Tiguan I drove is capable of 130mph with a respectable 0-62mph time of 9.1 seconds. CO2 emissions and economy are a claimed 141g/km and 45.6mpg respectively, with the latter seemingly very achievable even after a few hours of mixed driving.

On the road, the four-cylinder engine is smooth with plenty of mid-range pulling power. It will become more vocal under heavy acceleration, but for the most part it’s impressively refined.

The slick seven-speed DSG automatic gearbox works well, though it occasionally holds onto gears for a fraction too long.

It would be an exaggeration to say that the Tiguan’s ride and handling are class-leading, but they are well up to the job. The suspension is at the firmer end of the scale, but not uncomfortably so. The steering is easy and light, and the car is generally composed with good body control in faster corners, combined with ample grip.

Choose Sport mode and the throttle and gearbox are a tad more responsive, but then performance and dynamism aren’t the main priorities for the family favourite that is the Tiguan.

At launch, the Volkswagen Tiguan range consists of five trim levels (Tiguan, Life, Match, Elegance and R-Line) with prices starting at £34,075.

Verdict: Volkswagen has played it safe with the much-improved third-generation Tiguan, sticking with a winning formula of understated style, comfort and quality. The good news for families is that it now also boasts more space, it’s equipped with the latest technology and safety kit, and it’s more economical.

Volkswagen UK

Toyota C-HR Plug-in Hybrid review

We put the PHEV version of Toyota’s funky family car through its paces…

Cards on table time. We’re already fans of the latest Toyota C-HR family crossover. If a car could be judged purely on its styling, it would be best-in-class.

When we first tested the second-generation C-HR in 2023, it was the full hybrid (‘self-charging hybrid’ in Toyota-speak) version.

Now the new C-HR’s appeal has been widened further with the addition of a plug-in hybrid to the line-up.

Before we assess the PHEV, let’s time travel back to 2017 when the first generation ‘Coupe-High Rider’ was launched in the UK.

With its radical looks, it was something of a departure for Toyota which was still selling the conservative Auris and Avensis at the time.

The funky C-HR was a aerodynamic crossover with a low-slung roofline like a coupe. Distinctively styled with a big roof spoiler and sloping rear window, it sold very well but it wasn’t without issues.

The new Toyota C-HR is a looker. A more grown-up version of the outgoing model, it boasts a wider stance and the original’s curves have been replaced by sharper lines and solid surfacing.

Once again there’s a heavily raked tailgate, though this time it features a dual-element rear spoiler and a full-width LED light bar below with an illuminated ‘C-HR’.

At the front, it features the new ‘hammerhead’ face of Toyota SUVs, while the ‘hidden’ raised rear door handles have been replaced by retractable ones, front and rear. Overall build quality, interior materials and technology have also been upgraded.

The plug-in hybrid C-HR is priced from £39,145, which is a jump from the entry-level full hybrid model (£31,290). Additionally, there are three PHEV trim levels – Design, Excel and GR Sport.

It uses the same 2.0-litre four-cylinder petrol engine as the most powerful hybrid model. However, it’s paired with a bigger electric motor (161bhp) and larger battery pack (13.6kWh compared to 11.1kWh), boosting total output from 194bhp to 220bhp.

This extra power translates into a swift 0–62mph time of 7.4 seconds, compared to 8.1 seconds for the 2.0-litre hybrid model and 10.2 seconds for the 1.8-litre hybrid model. It’s also worth noting that the C-HR PHEV is front-wheel drive – there is no AWD option.

In theory, the plug-in hybrid is capable of 353.1mpg, while CO2 emissions are a low 19g/km, putting it in the 8% benefit-in-kind company car tax band.

But, of course, it’s the fact that the PHEV has an all-electric driving range of up to 41 miles (more than most rivals) that matters most. If you can charge at home and your commute is short (or you just use your car for short journeys) your trips to the garage could be few and far between.

As with all plug-in hybrids, it’s most economical when it’s not used for long journeys and is kept charged up.

Significantly, Toyota says the C-HR PHEV uses less fuel when running in hybrid mode compared to most competitor plug-ins because the clutch-less dual motor system eliminates friction and wear. We’d need a week or so with the car to be able to comment, but we certainly noticed the EV light regularly popping up on the dash while driving.

First impressions count, and the second-gen Toyota C-HR certainly oozes kerb appeal, especially if you opt for a two-tone paint-job.

In terms of size, its dimensions are almost identical to the Suzuki S-Cross, which makes it a tad smaller than its main competitors (including the Nissan Qashqai), but bigger than cars in the class below (eg Nissan Juke).

The driving position will be on the high side for some, but you soon get used to it because it’s comfortable with a decent amount of support.

There are roomier cabins, not just because the C-HR isn’t as wide as some rivals, but the driver focused set-up with high centre console makes it snug, especially on the passenger side.

The good news is that the 12.3-inch infotainment touchscreen combined with the driver’s digital display looks the part and works well enough. And mercifully, the C-HR has some physical controls for essentials such as air-conditioning.

There’s reasonable space for passengers at the back, while the cabin as a whole has a classier feel, with more soft-touch surfaces.

Toyota’s also ticked the sustainability box because the seat fabrics are made from recycled plastic bottles and there’s animal-free ‘leather’ on the steering wheel.

Load capacity is a modest 310 litres (down from 388 litres in the 1.8 Hybrid), while the 60:40 split rear seats flip to increase cargo volume to 1,076 litres.

Visibility is good ahead, but slightly more challenging behind thanks to those chunky rear pillars and small rear windows. Thankfully, all versions have a reversing camera.

On the road, the C-HR is refined for the most part. Every time you start a journey, it defaults to fully-electric mode and it will continue that way until it’s run out of battery charge.

However, if you’re heavy with your right foot, or your battery is out of charge, the petrol engine will kick in.

Drive smoothly and it’s fine, but if you hustle it the CVT automatic gearbox causes the revs to rise and stay high until you’ve reached your desired speed. The din in the cabin soon settles down, but it puts you off driving anything but sensibly.

That said, it has a supple suspension with only the worst lumps and bumps upsetting the calm progress. So, it’s one of the more comfortable SUVs on the market.

Light steering suits its natural urban habitat well, but the C-HR is at its best cruising along. It would be an exaggeration to call it dynamic on entertaining B-roads, but it’s agile and there are good levels of body control, while grip is decent.

The C-HR flips between electric and engine drive seamlessly, and it’s as close as you can get to driving a 100% electric car when it’s running in EV mode.

The other three modes available are auto EV/HV, HV and charging.

In EV/HV mode the engine will engage when extra power is needed, returning to EV running afterwards.

HV mode helps maintain the battery’s state of charge and is engaged automatically when battery charge runs low, while charging mode can be used when the driver wants to charge the EV battery when driving, using power generated by the engine.

Additionally, there are three drive modes – Normal, Eco and Sport – plus Custom, which allows the driver to select their preferred powertrain, steering and air conditioning settings.

Finally, it’s always worth remembering that the C-HR comes with a three-year warranty that extends up to 10 years/100,000 miles so long as your car is serviced annually at an authorised Toyota workshop.

Verdict: The eye-catching Toyota C-HR Plug-in Hybrid is easy to drive, comfortable and well equipped, with the potential to be super economical. It may not be the cheapest or most spacious family PHEV, but it’s definitely got that wow factor.

Toyota UK

Honda CR-V e:PHEV review

We road test the first plug-in hybrid from Honda – the all-new CR-V e:PHEV…

The Honda CR-V started off life as a pioneering family-friendly SUV way back in 1995. The Comfortable Runabout Vehicle’ is now in its sixth generation, and as a sign of the times, it’s now only available as a full hybrid (badged e:HEV) or plug-in hybrid (e:PHEV).

Such is the popularity of crossovers, the list of rivals for the CR-V is enormous these days, and includes the Toyota RAV4, Kia Sportage, Ford Kuga, Nissan Qashqai and Hyundai Tucson.

Wider, longer and taller than the previous generation car, we reckon the latest Honda CR-V is the best proportioned model yet with its chiselled lines and sporty stance.

It feels roomy and light as soon as you step into the cabin, while the driving position provides a commanding view of the road.

It’s comfortable too, with standard eight-way electrically adjustable leather seats, plus a useful memory function.

The rear seats slide and recline, and offer excellent legroom, though taller adults may struggle for headroom, and there is no seven-seat option.

There is also a generous boot capacity of 617 litres, expanding to 1,710 litres with the 60/40 rear seats folded down.

The CR-V gets the same clear and responsive 9.0-inch central infotainment touchscreen as the latest Civic, which sits alongside a 10.2-inch digital driver’s display on the dashboard. Physical buttons and dials for items such as climate control are welcome too, and there’s also a head-up display for essential driving information.

Other goodies include a multi-view camera system, Honda Parking Pilot, heated steering wheel, heated front and rear seats, front cooling seats, premium Bose sound system and My Honda app connectivity.

The CR-V is also the first European model to get Honda’s latest safety and driver assist system which removes blind spots around the vehicle.

Overall, the cabin is well put together and it’s a step-up in terms of quality, but there are still a few too many plastics and hard surfaces.

The Honda CR-V e:PHEV pairs a 2.0-litre four-cylinder engine with a 17.7kWh battery and single electric motor, producing 181bhp.

It can travel in pure electric mode for up to 50 miles on a single charge, plus there’s a tow drive mode, which means it’s capable of pulling a decent 1.5 tonnes.

The 0-62mph sprint in the CR-V e:PHEV takes 9.4 seconds, while top speed is 121mph. In theory, it’s capable of 353mpg. The reality is that fuel economy will dip to a claimed 45.6mpg when the battery charge has been used up and it’s functioning more as a full hybrid.

CO2 emissions are as low as 18g/km, which means lower VED, plus a tax benefit for company car drivers.

As with any plug-in hybrid, it’s most efficient when the battery is kept charged up. On shorter trips, impressive fuel economy is possible because the petrol engine is getting electric assistance from the battery, or its running in pure EV mode. However, on longer motorway journeys we found that it can dip below 40mpg.

That said, the 50-mile EV range is longer than most rivals, and driven sensibly diesel-equivalent economy overall is quite possible.

There’s a choice of five drive modes: Sport, Normal, Econ, Snow and Tow.

Frankly, it’s just fine in Normal mode, but worth flicking into Econ when cruising or on motorways. We didn’t get the opportunity to try it in snow or tow mode, not did we take it off-road.

However, unlike the full hybrid CRV the e:PHEV is only available with front-wheel drive, so it will always have its limitations.

There’s no shortage of power from the hybrid system and it’s smooth for the most part, with the petrol engine only becoming vocal when it kicks in under heavier acceleration.

The switch from electric to engine power (and vice versa) is seamless, and it’s particularly satisfying to see the EV light illuminate on the dashboard so often – sometimes when just cruising along.

With a maximum charging rate of 6.8kW, plugging the CR-V into a 7kW home charger will get you from 0-100% in around 2.5 hours.

The biggest different between this and the outgoing model is the new two-stage automatic gearbox, so no more high revs on acceleration like the old CVT transmission. It’s still not perfect, but a huge improvement.

On the road, the two-tonne CR-V feels substantial, so while it’s quick off the line, composed and refined, it’s not particularly nimble.

Hustle it on more challenging roads and there’s a little body lean, but it’s manageable. Sport mode delivers a little extra performance and a firmer suspension for improved handling, but we’re not great fans of the accompanying fake exhaust note pumped through the cabin.

Oh, and if you’re heavy with your right foot it’s all too easy to spin the front wheels in wet or slippery conditions.

Ultimately, the CR-V Is easy to drive and more about comfort than driving dynamics.

It’s also a doddle to manoeuvre around town too, thanks to the numerous cameras and sensors.

Starting at £53,995, the plug-in hybrid CR-V is more expensive than the full hybrid (from £45,895), and whereas the latter is available in Elegance, Advance and Advance Tech trims, you can currently only order the e:PHEV in the top grade.

Verdict: The Honda CR-V e:PHEV is an impressive plug-in hybrid and a real step-up from the previous generation model. Spacious, safe, comfortable, practical and with a good EV range and hybrid economy, it ticks plenty of SUV boxes for families and business drivers.

Honda UK