Tesla Model Y – Page 2

Ford Explorer review

We get behind the wheel of Ford’s much-anticipated 100% electric family SUV…

In the music business, they say the second album is always the most difficult. Ford has a similar problem with the all-new Explorer.

Not only are there high expectations for the long overdue family-sized EV (it suffered a six-month delay earlier this year), but a lot hangs on it because Ford has fallen behind rivals in the electrification race.

The Mustang Mach-E was launched in 2021, and good though it is, up until now it’s been Ford’s only fully electric car.

There’s also the perception from some that the Explorer is a badge-engineered Volkswagen ID.4. Yes, it’s true that it also uses the Volkswagen Group’s MEB platform, but the good news is that the Explorer couldn’t be more different and it’s very much a Ford.

You only have to look at it. There’s none of the blancmange styling of the VW. Slightly shorter, wider and lower than the ID.4, it’s a distinctively boxy SUV with short overhangs and an athletic stance.

The bluff front end is dominated by a large Ford badge and there are smooth curves all over the body, while the light signature is instantly recognisable.

There are big wheels, a nice pert rear end with a slim window, and the roofline is a little lower than most competitors.

Inside, the Ford Explorer boasts a big 14.6-inch portrait touchscreen which is unique in that can tilt forwards and backwards by up to 30 degrees, and there’s a small storage area behind. The soundbar on top of the dash is pretty novel too.

I suspect the tilting touchscreen is more of a gimmick because it will probably stay where it is once it’s been positioned initially, but there you go.

The screen resolution is good and the graphics are slick, but navigating beyond the initial screen isn’t always intuitive.

Just like the Mustang Mach-E, Ford has thankfully stuck with a small digital display ahead of the driver (it shows essential info such as speed and range) as well as the main touchscreen.

Unlike the Mach-E, some of the Explorer’s switchgear is shared with its ID cousins. Not a VW strong point. So, a stubby gear selector replaces the right-hand stalk, the steering wheel has touch-sensitive, haptic controls, and the window switches are fiddly.

Overall, there’s plenty of space inside the Explorer up front and for adult passengers behind. It’s even possible for rear passengers to tuck their feet under fully-lowered front seats, which isn’t always a given.

The 470-litre boot capacity is smaller than some rivals, but on the plus side, there’s no load lip, there are 60/40-split rear seats and a ski hatch.

Load capacity increases to 1,400 litres with the rear seats flipped down. Additionally, there are various cubbyholes dotted around the cabin, and there’s a handy 17 litres of stowage space in the “MegaConsole” under the front centre armrest.

It was hard to fault the build quality of our test cars, though the interior doesn’t have the wow factor of some rivals and there are a few too many hard surfaces high up for my liking.

Priced from £39,875, you can choose from three versions of the Explorer – an entry-level Standard range model with a 52kWh battery and rear-mounted 168bhp electric motor, offering a claimed 239 miles on a full charge.

A single-motor Extended Range with a 282bhp motor and a 77kWh battery that’s good for a superb 374-mile range, plus the range-topping dual motor Extended Range, which has a combined output of 335bhp, all-wheel drive and a 79kWh battery pack giving it a 329-mile range.

The 52kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 77kWh and 79kWh variants can be charged at up to 185kW, which results in a 10-80% time of around 26 minutes. Impressive times in theory, but as ever, variables such as ambient temperature and driving style will dent those charge times.

There are two trim levels, Select (available with the Standard Range car and the RWD Extended Range) and Premium (also on the RWD Extended Range, and the only way to get the AWD Extended Range).

I tested the two Extended Range models, and frankly I was virtually won over from the moment I sat in the driver’s seat.

I prefer a low driving position, which is a rare experience these days with EVs, because you tend to sit perched above the battery back.

Not only was I comfortable, but once on the road, it was far more involving than your average electric SUV to drive.

It would be an exaggeration to say that the Explorer is as dynamic as the best Fords of the past, but in EV terms, it’s very good.

Tuning the dampers, suspension and roll bars, Ford’s engineers have clearly worked their magic. Eco, Normal, Sport and Individual drive modes are available too.

Sure, the ride is on the firm side, yet it’s forgiving over potholes, and composed for the most part, while body lean is well controlled in more challenging corners.

There was slightly more road noise than I was expecting, but then it always seems unfair to pick on this with EVs, given that they are so quiet.

The steering has just the right amount of weight for it to remain light but still feel precise, though the brakes are on the spongy side (another quirk of VW’s ID cars).

Effortless on the motorway, it’s a doddle to drive in town too. The turning circle is tight, visibility is good and there are plenty of cameras and sensors to help you manoeuvre.

Ultimately, there’s little to choose between the two models. Naturally, the all-wheel drive has more traction and it’s swifter (0-62mph in 5.3 seconds), but the RWD is cheaper, has more range and is more than fast enough (6.4 seconds).

If anything, the heavier dual-motor version’s ride seemed a tad more supple at low-speed, but that’s splitting hairs.

So, the Ford Explorer drives well, easily making it more agile than rivals including the Volkswagen ID.4, Tesla Model Y and Hyundai Ioniq 5.

Driven sensibly, it’s quite possible to extract as much as 4.5 miles/kWh out of the Explorer, which is excellent.

The only slight disappointment is that there are no steering wheel paddles to adjust the brake regeneration levels. Instead, you have to rotate the gear selector from ‘D’ to ‘B’, which is clunkier than it could be.

Verdict: The Ford Explorer is a very impressive package and has definitely been worth the wait. Distinctive, comfortable, safe and engaging to drive, it’s one of the best electric family SUVs on the market.

Ford UK

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

Xpeng G6 review

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.

Xpeng

Tesla Model Y officially the world’s best-selling new car of 2023

Home / Auto News / Tesla Model Y officially the world’s best-selling new car of 2023

Gareth Herincx

41 mins ago
Auto News

Sales of the Tesla Model Y hit 1.22 million in 2023, according to analysis of final figures, making the electric SUV the most popular new car globally last year.

JATO Dynamics revealed that sales of the Model Y were up by 64% from 2022, or 480,000 more units than 2021 — a result achieved by no other manufacturer before.

The mid-sized SUV is also the first ever pure electric vehicle to lead the global market.

Impressively, the Model Y secured this position without a presence in most emerging markets, where it continues to be unaffordable for the majority of consumers.

The Model Y was followed in the world ranking by the Toyota RAV4 (1.07 million) and the Honda CR-V (846,000).

With 36.72 million sales last year, not only did SUVs post a new sales record, but they also recorded their highest ever market share, accounting for 47% of the total global passenger car sales in 2023.

Tags 100% electric 100% electric vehicle EV Tesla Tesla Model Y

Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Renault Scenic E-Tech review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Renault UK