Skoda Enyaq – Pulpaddict

Cupra Tavascan review

We road test Cupra’s second all-electric model – the slick and sporty Tavascan family coupe-SUV

The Cupra Tavascan is one of many models (as varied as the Audi Q4 e-tron, Skoda Enyaq and Ford Capri) sharing the same platform as the Volkswagen ID.4.

If you’ve read my reviews of the Volkswagen ID range (excluding the superb ID Buzz van), you’ll know that I’m not a fan of the “blancmange” styling.

The Cupra Tavascan couldn’t be more different, with its distinctive sculpted exterior design – a blend of SUV and coupe body style – and bold, yet upmarket, interior.

So, just as the Cupra Born eclipsed the ID.3, the Tavascan is a cut above the ID.4/ID.5.

That said, with a starting price of £47,350, the Tavascan should be good.

The first Volkswagen Group electric vehicle manufactured in China, you can choose between rear-wheel and all-wheel drive models with different power outputs (both sharing the same 77kWh battery pack.

The entry-level Tavascan puts out 281bhp (0-62mph in 6.8 seconds) and has a claimed range of up to 353 miles.

The range-topper gets two e-motors, which send 335bhp through all four wheels, resulting in a sprint time of 5.3 seconds and a range of up to 323 miles.

My test car was the flagship Tavascan VZ2, priced from £60,845.

In addition to the 15-inch touchscreen with Apple CarPlay and Android Auto connectivity, matrix LED headlights, 12-speaker Sennheiser sound system, and suite of driver assistance and safety kit fitted to all Tavascans, it gets 21-inch alloys, special bucket seats and leather upholstery.

In fact, a big thumbs up for the interior in general, which has a unique design featuring a curvaceous dashboard swooping into a central division between the driver and passenger that’s reminiscent of the wishbone-shaped halo head safety device used in motor racing.

The only black mark up front is that Cupra uses VW’s frustrating infotainment system, complete with haptic touch-sliders, and touch-sensitive steering wheel controls.

Elsewhere, there are plenty of soft surfaces inside the cabin, plus ample head and legroom for rear seat passengers, while the easily-accessed boot is a generous 540 litres, expanding to 1,550 litres with the back seats flipped. Sadly, there’s no ‘frunk’ under the bonnet to store charging cables.

Just as importantly, the Tavascan is well built and has a premium feel, which helps to justify that price tag. And if you’re looking for some peace of mind, then Cupra’s five-year warranty for up to 90,000 miles, along with eight-year/100,000-mile warranty for the battery, helps.

One of the faster family-sized electric SUVs on the market, it’s refined and more than quick enough for our roads.

The steering is nicely weighted and there’s abundant grip, while the suspension setup might be on the firm side for some, but I think it’s well balanced – delivering a blend of composure in more challenging corners, and comfort in everyday driving.

The only let-down is the spongy brakes – an unfortunate characteristic of other ID-based cars.

This is especially disappointing in the Tavascan, because it’s one of the few electric SUVs with a low driving position, should you want it, allowing you to feel more involved with the car. Sadly, the vagueness and extra foot pressure needed to bring it to a halt rather blunts the otherwise dynamic driving experience.

There are six driving modes (Range, Comfort, Performance, CUPRA, Individual and Traction), all selectable via buttons on the steering wheel and the infotainment system. They are worth a play, but as ever, default Comfort offers the best balance overall.

I drove the Tavascan in late summer over a variety of UK roads, and on a mix of journeys. I averaged around 3.6 miles/kWh, which is pretty much par for the course with SUVs of this size.

I’d estimate the real-world ranges are closer to 270 miles (against the claimed 323 miles) for the AWD model I tested, while the entry-level RWD car should nudge 300 miles (353 miles). Obviously, those range figures are subject to other factors too. So, for instance, expect better range figures in lower speed urban areas.

And just in case you’re wondering, the Tavascan’s peak 135kW rapid-charging speed allows a 10-80% top-up to be completed in around half an hour.

Verdict: If you want a sporty, spacious, family SUV with a premium feel that stands out from the crowd, then the Cupra Tarascan should be on your shortlist.

Cupra UK

Skoda Elroq review

We spend some quality time with the Skoda Elroq – one of our favourite family EVs on the market…

The last time I tested a Skoda EV was in 2021. It was the impressive Enyaq – the brand’s first electric car.

Apart from a “coupe” version of the Enyaq, there’s been nothing else on the zero-emissions front until the 2025 launch of its little brother, the Elroq.

Priced from a competitive £31,510, it’s about the same size as a Nissan Qashqai, and its many all-electric SUV rivals include everything from the Volvo EX30 and Ford Explorer to the Kia EV3 and Renault Scenic E-Tech.

I’ve just spent a week with the Elroq, and it’s clear that Skoda has another success on its hands.

First impressions are great. It’s a nicely-proportioned, sharp looking car, featuring the Czech manufacturer’s new styling direction called “Modern Solid”, which includes a “Tech-Deck” face.

While it’s shorter than the Enyaq, the Elroq’s wheelbase is almost the same, meaning that there’s ample space front and back for adults.

In fact, right from the moment I adjusted the driving seat, I knew I was going to like the Elroq. Unlike most EVs where I feel perched, I could lower the seat to my preferred position.

Vitally, this ability to sit lower in the car makes you feel more involved in the driving experience.

As you’d expect in a Skoda, there are plenty of smaller storage spaces too, while the boot is a decent 470 litres, expanding to 1,580 litres with the rear sets folded down.

Overall, it’s a stylish, well-built interior, even if it’s on the minimalist side when it comes to the dashboard. Apart from a row of buttons below the air vents, and the multi-function steering wheel, everything is controlled via the central touchscreen.

Swiping and prodding any screen on the move isn’t safe, so sticking essentials such as climate control in there makes no sense. Rant over.

The Elroq is offered in four trims: SE, SE L, Edition and SportLine, plus the performance-focused, range-topping vRS. As well as this, you’ll have to choose from various battery and electric motor configurations.

The options range from the entry-level 50 model with a 52kWh battery and 168bhp motor that produces 310Nm of torque. That’s sufficient for a 0-60mph acceleration time of 8.7 seconds.

Next up is the Elroq 60 with a 59kWh battery, 201bhp motor and 310Nm of torque. That’s good for a 0-60mph sprint of 7.7 seconds.

Then there’s the Elroq 85 complete with a 77kWh battery and 282bhp motor, generating a potent 545Nm of torque, which is enough for a very brisk 0-60mph time of 6.4 seconds.

For the record, the vRS has twin motors and a 5.2-second sprint time.

Finally, it’s worth noting that all Elroq models, except for the vRS, are rear-wheel drive.

It’s no surprise that the Elroq is quick off the mark, but it’s range that matters for most.

Depending on the model chosen, according to the claimed figures, range varies from 232 miles (Elroq SE 50) to 355 miles, for my test car – the Elroq Edition 85.

On the road, the soft suspension gives the Elroq a comfortable if slightly floaty, ride, though it only becomes unsettled over bigger bumps.

Progress is refined and parking is a doddle thanks to light steering, good all-round visibility, a tight turning circle, and the various electronic aids.

Push on and there’s surprisingly little body lean on twisty roads, but it’s clearly set up more for comfort than driving engagement – even with the ability to sit lower in the car.

Also, the brakes are fine, but on the spongey side, while front-end grip is fine in the dry, but might be more challenging in slippery conditions. In other words, it’s at its best cruising along.

If you fancy experimenting, the drive modes available include Normal, Eco, Sport and Individual, which allow for customisation of settings such as engine response, steering and suspension. As ever, Normal offers the best combination of performance and efficiency, while Eco is sensible for long motorway runs and Sport spices things up a little for short bursts.

There also an optional DCC (Dynamic Chassis Control) with Normal, Comfort, Sport and Custom settings. It features adjustable dampers that vary the level of ride firmness, but I suspect most buyers will be happy with the standard-set-up.

All but entry-level models get paddles on the steering wheel to adjust the level of regenerative braking, plus there’s a “B” mode on the gear selector, which is useful for eking out extra miles on long downhill stretches of road, for instance.

A 10-80% rapid charge is possible in around 30 minutes across the line-up, and of course it’ll charge overnight if you have a home connection.

Claimed efficiency for my test car was 4.1 miles per kWh. On a long run I got close to 4.0, and at worst during my week I achieved 3.2. So, driven sensibly, it’s one of the more efficient EVs on the market. In city driving, a range north of 300 miles is possible, but on mixed roads you’re probably looking at a real-world range closer to 275 miles.

Ultimately, the Skoda Elroq is an impressive all-round package and represents great value for money.

Verdict: Skoda has another winner on its hands with the electric Elroq compact SUV. Stylish, spacious, safe, comfortable and easy to drive, it’s affordable and has a decent range.

Skoda UK

BYD Sealion 7 review

We drive the latest model from BYD, which recently overtook Tesla to become world’s leading EV maker…

In 2024, Tesla made slightly less (4,500) electric vehicles than Chinese powerhouse BYD. A small margin, maybe, but a massive statement. BYD is now the biggest manufacturer of electric cars globally.

Founded in February 1995, BYD (Build Your Dreams) has expanded rapidly since it launched in the UK in 2023.

Since the Atto 3 SUV’s introduction, the brand’s new models have been named after marine mammals, hence the Dolphin, Seal, Seal DM-I and the subject of this week’s review – the Sealion 7 large family SUV.

And let’s be clear – the BYD Sealion 7 has its work cut out, because it’s up against everything from the Tesla Model Y, Skoda Enyaq and Hyundai Ioniq 5 to the Renault Scenic E-Tech, Volkswagen ID.4 and Ford Capri.

Pried from £44,990 to £58,990, the Sealion 7 (the fourth model in BYD’s Ocean Series) is available with two battery options and three trim levels.

Comfort and Design come with an 82.5kWh battery, offering up to 300 miles range on RWD models and 283 miles on AWD. The top-spec Excellence AWD trim boasts a 91.3kWh battery, achieving the longest range in the line-up at 312 miles.

The single motor RWD has a power output of 308bhp, delivering 0-62mph in a respectable 6.7 seconds. The dual motor AWD models have 523bhp and rocket to 62mph in just 4.5 seconds.

Entry-level versions offer up to 150kW DC fast charging (10-80% top-up in 32 minutes), while the range-topping Excellence has a 230kW DC charge rate (10-80% in 24 minutes).

A heat pump is fitted as standard to all models, helping to maximise range, particularly in cold conditions.

Based on the same platform as the BYD Seal saloon, but with a coupe-SUV body style, the Sealion 7 is sleek and distinctive with a low-slung bonnet. BYD reckons the “dual waistline” styling mimics “the energy of ocean waves”.

The Sealion 7 is slightly longer than its main rivals, which means there’s excellent space inside.

Rear leg and headroom is impressive, while the boot is a useful (but not class-leading) 520 litres, rising to 1,789 litres with the rear seats folded. There’s also a 58-litre frunk under the bonnet, which is ideal for storing charging cables.

The Sealion 7 is solidly screwed together and the quality of the materials used inside the cabin gives it a classy feel.

All versions of the Sealion 7 have a 15.6-inch central infotainment touchscreen which can rotate from landscape to portrait, plus a separate driver’s digital instrument cluster.

Even though I’m not a huge fan of minimalist dashboards, I could live with the BYD’s over, say the Tesla Model Y, which is too touchscreen-centric and doesn’t even have a driver’s display.

The Sealion 7 is well equipped too. Comfort models get heated seats, 19-inch alloy wheels, dual-zone climate control and a wireless charging pad, Design spec adds 20-inch alloys, while Excellence models feature Nappa leather seats and a head-up display.

All Sealion 7s get a full suite of driver assistance and safety tech. No wonder it was awarded a maximum five-star rating by Euro NCAP.

The driving position is on the high side for me, even at its lowest setting, but I accept that many drivers prefer that. It’s also worth noting that the steering wheel angle is slightly odd, pointing upwards rather than directly towards you, so try before you buy.

Visibility is good up front, but more challenging at the rear because of the chunky pillars and modest tailgate window, which makes the standard-fit 360-degree camera all the more important – especially when parking.

I tested the all-wheel drive version of the BYD Sealion 7 on a mix of UK roads, and the first impression is that it feels substantial (though not unwieldy) to drive.

Naturally, it’s also quiet and refined, and as you’d expect, traction is superb too.

For a car that’s marketed as an “electric performance SUV”, it certainly ticks that box in terms of raw power, delivering a hefty 509 lb-ft of torque. So, it’s very quick, thanks to that extra motor.

BYD claims the Sealion 7’s suspension is “tailored for excellent handling and secure vehicle control” with double wishbones at the front and a multi-link rear axle.

It’s also the first BYD model in Europe to be equipped with Frequency Sensitive Dampers (FSD), a variable system that controls the oil flow in the damper cylinders, ensuring a relatively firm set-up on smoother surfaces to improve stability and handling, but allowing a softer, more compliant configuration when the car encounters potholes or scarred road surfaces.

However, while its handling is on a par with the Tesla Model Y, in my mind that’s a fairly low bar. It’s not as engaging as I’d hoped and doesn’t live up to the hype, which is disappointing given that its saloon sibling (the Seal) is so slick.

The 2.4-tonne Sealion 7 can feel unsettled over poorer surfaces, and there’s some body lean at faster speeds in more challenging corners.

Ultimately, the combination of high driving position, spongy brake pedal and limited steering feel don’t give you much confidence to fully enjoy twisty roads.

You can toggle between three driving modes (Eco, Normal and Sport), while Snow is reserved for extreme weather conditions.

As ever, the default Normal mode offers a good balance of power and economy. Eco dulls the driving experience, while the steering is light in both modes.

Sport sharpens the throttle response and firms up the steering, but eats up the battery, so best left for short bursts of fun.

Two levels of regenerative braking are offered, though I’d prefer steering wheel-mounted paddles rather than the toggle switch on the centre console.

Depending on which model you choose, efficiency ranges from a claimed 2.8 to 3.1 miles per kWh. Interestingly, I managed a bit more than that on my test drive, but real-world range could be around 225 miles for the entry-level Sealion 7, or 270 miles for the top-spec Excellence AWD. As ever, driving style and conditions will also affect the range.

Finally, if you’re looking for a bit of peace of mind, the Sealion 7 comes with a six-year manufacturer’s warranty (above average) and eight years for the battery and electric motor.

Verdict: The BYD Sealion 7 is a real statement of an SUV and a serious rival to the big-selling Tesla Model Y. Stylish, fast, plush, practical and packed with tech, it will be on many people’s EV shortlist. However, range and price could count against it.

BYD UK

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