SUV – Pulpaddict

Revealed: Top 10 most reliable SUVs

55 seconds ago
Auto News

The Honda CR-V has been ranked as the most reliable used SUV, according leading UK used car warranty provider, Warrantywise.

Utilising data from 2021-24*, the Top 10 is based on a range of criteria, including repair costs, frequency of repairs, and overall reliability scores.

Fifth generation Honda CR-V (2017–2022)

Leading the pack with an overall score of 85/100, the Honda CR-V stands out for its consistent performance and low maintenance costs, making it a top choice for families looking to minimise the risk of unexpected repairs.

Closely following are the Mitsubishi Outlander and the Dacia Duster, with scores of 81/100 and 79/100 respectively, both proving robust and dependable, offering a balance of performance and cost-effectiveness that appeal to budget-conscious families.

Position	Models	Most Expensive Repair Request	Overall Score /100
1	Honda CR-V	£2,519.17	85
2	Mitsubishi Outlander	£14,298.08	81
3	Dacia Duster	£4,325.26	79
4	Kia Sportage	£10,404.00	78
5	Ford EcoSport	£7,242.85	77
6	Renault Captur	£4,288.70	75
7	Hyundai ix35	£4,453.20	72
=	Nissan Juke	£10,850.58	72
9	BMW X3	£5,668.75	71
=	Hyundai Tucson	£8,799.74	71

“The Honda CR-V’s top ranking confirms its reputation as a dependable and trustworthy choice,” said Antony Diggins, Managing Director of Warrantywise.

“In a time when families need their vehicles to be as reliable as possible, especially with the increasing demands of daily life, having a car that consistently performs without unexpected breakdowns is invaluable.”

* Warrantywise’s 2021-24 data period includes the fifth and sixth generation Honda CR-V models.

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Polestar 3 review

We get behind the wheel of Polestar’s impressive new kid on the block…

New Polestar models are a little like waiting for a bus. You wait for ages, then two come along at once.

Full marks to the rightly popular Polestar 2 for flying the flag since its launch in 2020, but the bigger, more upmarket Polestar 3 and 4 will provide a welcome boost to the luxury EV performance maker.

Despite its lower number, the subject of this review is the more expensive car (newer models get high numbers in Polestar land).

Built on the same platform that underpins the new EX90 of sister brand Volvo, the sleek Polestar 3 looks like no other SUV on the road, with its low roofline, sloping bonnet and smooth surfaces.

Inside, it’s what we’ve come to expect from cutting-edge premium EVs, but thankfully, it’s not as minimalist as some, and at least there’s a driver’s digital display with essential info to complement the massive 14.5-inch portrait-orientated touchscreen running Google’s superb Android Automotive operating system.

And even though there are short-cuts on the homescreen, having to adjust the steering wheel height/reach and door mirrors via the screen and steering wheel pads is a faff. And like a Tesla, opening the glovebox involves a prod of the touchscreen too.

Oh, and a special mention for the epic Bowers & Wilkins audio system fitted to our car.

And thanks to its not insignificant 2985mm wheelbase and 4900mm overall length, it spacious inside. Surprisingly, there’s ample headroom in the rear too, though the high floor does mean passengers sit in a knees-up position and there’s little room to put your feet under the front seat if the driver lowers their seat.

Priced from £69,900, three versions of Polestar 3 will be on offer – an entry-level single motor (coming soon) and an all-wheel drive dual motor (£75,900), plus the latter with a Performance Pack (£81,500).

All get a 111kWh (107kWh usable) battery as standard, giving the base-spec model 390 miles of range on a single charge, while even the range-topper gets an impressive 348 miles.

At launch, only the dual motors will be available, delivering 483bhp or 510bhp (Performance Pack), which translates into brisk 0-62mph times of 4.8 and 4.5 seconds. We tested the former, which offered more than enough grunt.

On the road, Polestar 3 initially feels big, but such is the driver-focused set-up and low centre of gravity, it’s surprisingly agile for a substantial car that weighs around 2.5 tonnes.

Of course, there are no issues with traction and its more than fast enough. If anything, the ride is on the firm side (the optional 22-inch wheels probably didn’t help matters), but for the most part it’s smooth and comfortable.

There are Range and Performance drive modes, plus adjustments can be made to the adaptive suspension and steering feel (all via the touchscreen).

It’s at its best cruising, but if you do decide to push on in Performance mode, Polestar 3 is well up to the challenge, feeling planted with minimal body lean in more challenging corners with lots of technology, such as torque vectoring, working its magic.

Responsive brakes (not a given with EVs, even in this price range) and sharp steering complete the picture, helping to inspire confidence.

Frankly, it’s hard to pick holes in Polestar 3. Perhaps the only disappointment is the boot space, which is wide but shallow, resulting in a modest capacity of 394 litres (1,411 litres with all the seats down). On the plus side, there’s also a 32-litre ‘frunk’ under the bonnet – ideal for storing charging cables.

Talking of which, there’s a 400-volt architecture (though some cheaper rivals have 800-volt systems), which will give a 10-80% recharge in as little as 30 minutes via a 250kW connection.

There are three brake regen settings, but sadly no steering wheel paddles. Instead, selection is via the touchscreen.

We’d need a longer time behind the wheel to give a real-world estimate of the car’s efficiency, but driven sensibly, around 3 miles per kWh should be possible, which is par for the course.

Polestar 3 is produced in the US and China, and its rivals include everything from the BMW iX to the Audi Q8 e-tron, Tesla Model Y, Jaguar I-Pace and Mercedes EQE SUV.

Verdict: Good looking, spacious, packed with tech, engaging to drive and oozing quality, the distinctive Polestar 3 SUV has been well worth the wait.

Polestar UK

New Vauxhall Frontera EV and hybrid models will cost the same

Gareth Herincx

16 mins ago
Auto News

In an industry first, Vauxhall has confirmed its new Frontera compact SUV will be launched with price parity for electric and petrol-powered models.

The average list price difference across the wider market between an electric and petrol car is currently 31%. That has been reduced to 0% with the new Frontera.

So, for £23,495, entry-level customers will be able to choose either an EV version with a 111bhp front-mounted electric motor and 44kWh battery, giving a claimed range of up to 186 miles, or a 1.2-litre three-cylinder petrol-electric hybrid with total power of 99bhp.

The hybrid will come with a choice of five or seven seats, while the EV will be a five-seater only. Additionally, a ‘Long Range’ EV version will arrive in 2025 with a range of up to 248 miles.

The Frontera, which is a replacement for the Crossland, will sit between the Mokka and upcoming all-new Grandland in the Vauxhall range.

The launch of the new model also marks the return of the Frontera name, which was originally used on a forgettable SUV in the 1990s.

The all-new Frontera’s many rivals include the Hyundai Kona, MG ZS, Ford Puma, Kia Soul, Dacia Duster and Nissan Qashqai.

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Volvo EX30 review

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

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.

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).

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.

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.

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.

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).

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.

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.

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.

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