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Nissan X-Trail review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Nissan UK

Mazda CX-60 review

We road test the plug-in hybrid version of the classy new Mazda CX-60 mid-sized SUV…

Slotting in above the slightly smaller CX-5, the all-new CX-60 is Mazda’s new flagship SUV.

Not only does it close the gap on premium rivals from Europe, such as Audi, BMW, Jaguar, Range Rover and Volvo, but it’s available as Mazda’s first ever plug-in hybrid.

The Japanese company still hasn’t given up on the internal combustion engine and the PHEV version is a natural progression.

What’s more, plug-in hybrids look like they will get a stay of execution for five years after the sales of new petrol and diesel cars are banned in 2030, so there’s life in the technology yet.

The CX-60 PHEV combines a normally aspirated 2.5-litre four-cylinder petrol engine with a 100kW electric motor and a 17.8kWh battery.

The result is a total output of 323bhp and 369lb ft of torque, making it the most powerful road car Mazda has ever produced, capable of sprinting from standstill to 62mph in just 5.8 seconds.

What’s more, on paper, fuel economy could be as high as 188mpg with CO2 emissions as low as 33g/km.

Offering up to 39 miles of pure electric driving from a full charge, your visits to a petrol station could be few and far between if you have a modest daily commute. And if you’re a business user, considerable tax advantages come with that meagre CO2 figure.

Further down the line, Mazda will also be offering the CX-60 with 3.3-litre diesel and 3.0-litre petrol engines – both six-cylinders paired with a 48V mild hybrid system.

Priced from £43,950, there’s a choice of three plush trim levels – Exclusive-Line, Homura and Takumi.

You can also choose from two option packs across all grades (Convenience Pack and Driver Assistance Pack), while a Comfort Pack is available on Exclusive-Line.

Highlights of the £1,000 Convenience Pack include privacy glass, a 360 view monitor and wireless phone charging, while the Driver Assistance Pack adds extra active safety technology for £1,100.

The £1,400 Comfort Pack includes goodies such as 20-inch alloy wheels, electric front seats, front seat ventilation and heated rear seats.

Not only is the CX-60 PHEV well equipped, it’s superbly put together and the quality of the materials used inside the cabin is excellent.

Externally, the CX-60 is very similar to the CX-5, but can be distinguished by its bold nose, which polarises opinion. Let’s just say that it’s not the most attractive Mazda head-on.

And at just 190mm longer, 50mm wider and about the same height, there’s not much between them in size, though the CX-60’s more athletic stance hides its height a little better.

There’s nothing revolutionary inside the cabin. It’s still very much a Mazda, which is no bad thing.

There’s a large centrally-located 12.3-inch infotainment screen on top of the dashboard, while Mazda’s sticking with its rotary controller near the gear selector. It’s not a touchscreen, and much of the car’s functionality is accessed by a twist and click.

If you’re not used to a touchscreen, it works well from the off, and even if you are, it becomes second nature after a few hours.

Thankfully, Mazda has kept some buttons and dials, so the climate control can be accessed separately and there’s still an audio volume knob. Additionally, there’s extra functionality, such as cruise control via the steering wheel, while the clear head-up display is one of the best.

The cabin itself is spacious, though little different to the CX-5 in the back, so while adults can sit comfortably in the rear, there’s not class-leading legroom.

The CX-60’s substantial 570-litre boot is about 50 litres bigger than the CX-5’s, expanding to 1,726 litres with the rear seats folded down.

The driving position is great, with plenty of adjustment available (unusually for an SUV, it is possible to sit lower if you prefer). Whichever you choose, there’s a commanding view of the road.

If you’ve had your CX-60 on charge (it takes 2hr 20 min via a 7kW home charger), or you have some charge left, it will start off in EV mode.

Unlike some PHEVs, there is a vague whine from the off, but it’s smooth going and, in theory, if you take it easy the petrol engine won’t kick in until you hit 62mph.

The transition from EV to petrol and vice versa is seamless if you’re not in a hurry. However, if you’re heavy with your right foot there’s a little hesitation and the petrol engine becomes more vocal.

There are four drive modes accessed by a selector (Mi-Drive) near the rotary controller – Normal, Sport, Off-Road and EV.

Frankly, Normal is just fine. The driver’s display turns an angry red if you select Sport and the engine can get a little harsh, but it does firm up the throttle response and handling.

Obviously EV will keep you driving in electric mode until the battery runs out, while Off-Road will help you along if the going gets tough.

Mazda isn’t pretending it’s a hardcore 4×4, but the extra traction and raised ride height should help you out on those rare extreme weather occasions.

The petrol engine is mated to a new eight-speed automatic transmission, and for the most part it works perfectly well. However, it can be hesitant on kickdown and hold onto a gear for a little longer on hills. Should that happen, it is possible to manually hurry things along via the steering wheel paddle shifters.

Initially, the CX-60 feels big and heavy, but thanks to that excellent driving position and Mazda’s “Kinetic Posture Control” technology, you soon settle in, and it feels surprisingly agile and controlled in more challenging corners.

There’s plenty of grip and traction, while the steering is light and precise. As with most hybrids, the brakes aren’t the most progressive, but they are effective, and you soon get used to them.

The ride is on the firm side, and even though there’s plenty of power on tap, it is at its most relaxed and refined best cruising along.

As with any PHEV, fuel economy will depend on whether you keep the battery charged up, journey length, speed and driving style. So, while 100mpg is quite possible on shorter runs where the petrol engine is hardly used, your MPG can dip into the 30s on longer trips when the battery charge is used up and the 2.5-litre petrol engine does the heavy lifting.

It’s also worth noting that the CX-60 is one of the few PHEVs able to pull a caravan or trailer with a decent towing capacity of 2,500kg.

The CX-60 is a welcome addition to the plug-in hybrid club that includes some formidable opposition in the shape of the Toyota RAV4, Volvo XC60, Lexus NX, Audi Q5 and BMW X3.

Verdict: The boldly styled new Mazda CX-60 is a class act. Practical, powerful, engaging to drive, generously equipped and well put together with quality materials, it’s very much a premium SUV.

Mazda UK

Wild family adventures with TV’s Steve Backshall and Toyota

Gareth Herincx

1 day ago
Auto Blog

Keeping kids occupied during the summer holidays is no easy task. Exploring the great outdoors, whatever the weather, is one way to enjoy time together as a family.

Toyota has teamed up with TV naturalist, adventurer and father-of-three Steve Backshall to provide ideas for adventures in nature.

Steve and his wife – two-time Olympic champion rower Helen Glover – spent their respective childhoods exploring the Surrey heathland and Cornish beaches.

“For many parents, bug-hunting and pond-dipping are reminiscent of their own childhoods, while for others, new ideas for outdoor experiences will help increase knowledge and appreciation of the natural world and will entertain kids of any age during the long school holidays,” says Steve.

Steve’s trusted countryside companion is the new Toyota RAV4 Plug-in Hybrid SUV, which is ideal for a family expeditions.

It offers low emissions and can drive for up to 46 miles in pure electric mode. All-wheel drive is standard and there’s a Trail Mode, so it’s perfect for tackling tricky terrain, plus there’s boot space for naturalist kit, picnics and spare clothes.

Steve and Helen’s new book, Wildlings: How to raise your family in nature (published by Two Roads) contains the following outdoor ideas for all the family…

Building an A-frame den in the woods: dens can be used as hideouts, birdwatching hides, or simply as somewhere to shelter when it rains, and building them is a fun family activity. Find two trees close together with lowish forks and put a long straight branch between them. Use material you find on the ground to build up each side of the den, propping sticks in a row against the long branch. Use smaller, bendy sticks to weave in and out of the upright sticks – the den should look a bit like a tent shaped basket. Finish by packing leaves, grass, or moss on top to fill in the gaps.
Treasure hunt in the woods: a common parenting challenge is how to get children to walk further. A treasure hunt is a great way to do this. On family walks, scoring arrows into the mud or sand, or making arrows with sticks or stones, can help engage children and will distract from cries of ‘are we nearly there yet?’
Go blackberry picking: blackberry picking is a great way to introduce children to foraging. Blackberries are easy to pick as they tend to grow at a child’s height, often beside paths or hedgerows, and it’s easy for a child to identify a ripe from an unripe blackberry simply by looking at the colour. The whole family will enjoy eating the harvested berries, or you could get the kids involved in making and eating a blackberry crumble.
Butterfly hunts: a butterfly net, or sweep net, is a fun way to find out what is living in a park, field, or meadow. Over the summer holidays, you’re likely to catch bush crickets, moths and butterflies. Sweep the net through the upper sections of grasses in the colourful bits of a meadow, but be careful not to damage wildflowers. You can put the collected insects in a ‘pooter’. This is a little pot with two straws attached, where you suck on one straw and the insects are gently whisked into the pot for examination (there’s a valve on the human straw so there is no danger of getting a mouthful of ants!). Use a hand lens with x10 magnification to identify insects and examine them in detail. Remember to release them afterwards.
Bird spotting: according to the British Ornithologists Union, 574 different bird species have been spotted in the British Isles, and kids can learn to identify them by sight using a guide to British birds, or sticker book, or by sound, using free mobile apps such as BirdNET. You only need to record a few seconds of birdsong and the app will identify the bird.
Wildlife photography challenge: Steve says: “Everyone has a camera and learning to capture a moment in time through a lens, how to frame a picture and when to take a photo, are lessons that require a child to slow down and connect with nature. Smartphones are fine for taking pictures of mini-beasts, or sunsets, or capturing the dew on a spider’s web. Encourage youngsters to identify a subject, and place it in the centre of the shot, making sure the light falls on it. Then set a photography project, such as taking photos of 10 things beginning with the letter ‘P,’ or five things you think an animal would want to eat.” No smartphone will rival what you can capture with an SLR (single lens reflex) camera, so you might want to invest in one. Big lenses let you photograph birds and deer from a distance and take wildlife photography to a whole new level.
Setting a wildlife camera trap: camera traps have transformed naturalist pursuits, and easy-to-use, compact HD video camera traps are reasonably priced. Classic subjects are badgers, which are shy, nocturnal creatures. If you set a camera trap near a badger sett, the results can be spectacular. Choose a sett entrance that is used frequently – it will have the fewest cobwebs across it and may have the most teddy-bear-like footprints at the front. Think of the height of a badger when setting the camera; don’t aim it too high, and make sure the shot is wide enough to see more than the animal running in and out of frame. Also, don’t position it where it could be damaged or stolen, or in the way of people or wildlife.
Woodland treasure hunt: Steve suggests that every ramble can turn into an animal detective novel: “Tracking has drama, secrets, the potential to experience an animal you may never see, to feel you are walking in their footsteps.” Challenge the kids to look for things like a discarded nutshell, a feather, an acorn, an animal print, evidence of animal feeding areas, or animal trails.
Learn to use an Ordnance Survey (OS) map: with a GPS in everyone’s pocket, map-reading is a dying art, but learning to see the relief of the land from the contours is a skill that saves time and could save a life in the future. Micro-nav is fine for navigating short distances, following a compass bearing. Give your kids a six-figure grid reference for a point of interest, such as a tower, or a footbridge over a small stream, to plot on the OS map. Give them a compass bearing, or another grid reference which they need to find, then follow the bearing to the next grid point. This can be challenging, even in a city park, as if you are a degree out on your bearing, you could end up off-track.

Pond dipping: Steve recommends swimming pool nets for pond-dipping, as they are sturdier than seaside fishing nets. At a pond or river, get the kids to sweep the net through the water in a figure of eight movement to catch as much life as possible, then empty the contents into a tray or jam jar. You’ll find vertebrates such as newts, frogs, and small fish, by sweeping around reeds. For invertebrates it is better to sweep the river or pond bed. Remember to tip everything back into the water when you’ve finished.

Steve’s recommended wildings kit

Naturalist kit:

Hand lens x 10 magnification
Binoculars
Wildlife camera trap
SLR camera (single lens reflex camera)
Butterfly nets
Pond-dipping nets and jam jars
Buckets and spades
OS maps
Wildlife guidebooks

Practical essentials:

Change of clothes
Towels
Wetsuits (if planning to kayak, canoe or surf)
Snacks, water in reusable bottles, flask of tea
Sun cream
Spare battery pack for mobile phone
Umbrella

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Jeep Compass 4xe review

We drive the impressive new plug-in hybrid version of Jeep’s mid-sized SUV…

When I first drove the Jeep Compass soon after its launch in 2018, I really wanted to like it. It was practical and looked good, but for me it was let down by an unsophisticated diesel engine, disappointing fuel economy and an underwhelming interior.

Fast forward to 2022 and Jeep has added a new plug-in hybrid version to the revamped Compass range, which will battle it out with other PHEV SUVs including the Ford Kuga, Kia Sportage, Toyota RAV4, Vauxhall Grandland and Volkswagen Tiguan.

Using much the same plug-in hybrid system as the smaller Renegade 4xe (which is no bad thing), the new Compass 4xe has also been facelifted inside and out, and gets a technology update.

Like all PHEVs, the Compass 4xe offers the best of both worlds, delivering some of the experience of an EV without any of the associated range anxiety.

My test car was fitted with the most powerful version of the hybrid system used in the Renegade, producing a combined total of 237bhp from the 1.3-litre turbo petrol unit. There are two electric motors and there’s assistance from a 11.4kWh battery.

On the road, the Compass works out when it’s best to operate on electric, petrol, or a combination of both, to give the ideal performance in any given situation.

The EV mode lasts for up to 30 miles at speeds of up to 80mph, which means visits to the garage will become rare occasions for low mileage users. As with all PHEVs, it works most efficiently if you can charge the battery overnight or at work (less than two hours using a 7.4kW chargeppoint).

There are potentially huge fuel savings to be made, but even on long journeys where most of the time is spent on motorways using the petrol engine with hybrid assistance, it can return around 40mpg.

First impressions are good. The mild makeover, which includes new full LED headlights and a revamped seven-slot grille, gives the Compass a fresh new look and more road presence.

The biggest changes are reserved for the cabin which seems to have been given a complete overhaul, with better build quality, more of an upmarket feel and bang up to date technology.

Standard features include a 10.25-inch driver’s digital instrument cluster and the latest 10.1-inch Uconnect 5 centre console infotainment system which features Apple CarPlay and Android Auto connectivity.

There’s also a “Hey Jeep” voice assistant for hands-free adjustment of the air conditioning and media, or setting the TomTom sat nav. Slick and crisp, the new infotainment set-up is a huge improvement.

The new Compass is a surprisingly refined cruiser, and you’d never know the engine is so dinky, given the overall amount torque on tap.

Obviously the engine becomes more vocal if you floor it and it’s no hot hatch on kickdown, but for the record, the petrol hybrid combo can deliver a 0-60mph time of just 7.3 seconds and a top speed of 124mph.

More importantly for many, CO2 emissions are as low as 45g/km, meaning business users can access significant tax benefits.

There’s the occasional hesitancy when switching between electric and hybrid – and vice versa – but the system works well generally. And compared to some PHEVs fitted with CVT gearboxes, the traditional six-speed automatic transmission is a breath of fresh air.

Basic drive modes available include Hybrid, Electric and E-save, which stores up the battery energy for use at a later stage while maintaining range or can convert the engine into a generator to charge up battery.

There are also Auto, Sport, Snow, Sand, and Mud modes. And as you’d expect from a serious off-roader, there’s also 4WD low ratio, 4WD lock and hill descent.

I tried a little green-laning and it coped admirably on road tyres. Compared to the opposition, it’s one of the most capable 4×4 off-roaders with plenty of traction and healthy ground clearance.

Even if you only use a tiny percentage of that ability, it’s good to know that it can in theory cope with rough terrain or extreme weather conditions, such a flooding.

A commanding driving position, compact exterior proportions, supportive leather seats and driving assistance tech (including a reversing camera as standard and an optional 360-degree camera), mean that progress in the Compass 4xe is comfortable and classy.

The Compass handles well, feels composed and is easy to manoeuvre in town. For a relatively heavy car, it’s even quite entertaining to drive, especially in Sport mode, with body lean under control and decent grip.

Overall cabin space is not class leading, but there’s room for two adult-sized passengers in the rear, while luggage capacity is slightly down on a regular Compass, offering a modest 420 litres (1,239 litres with the rear seats flipped down).

The update means the Compass 4xe is now packed with the latest safety kit too, ranging from autonomous emergency braking (AEB) and Traffic Sign Recognition to Drowsy Driver Alert and LaneSense Departure Warning.

It’s also the first Jeep vehicle in Europe to offer level 2 autonomous driving. Highway Assist combines adaptive cruise control and lane centring, enabling the car to automatically adjust its speed and trajectory.

Priced from £39,895, there are two trim levels – the ‘S’ or the more off-road orientated ‘Trailhawk’.

Verdict: With the introduction of plug-in hybrid technology, the Jeep Compass is now the car it always should have been. Comfortable, refined, well built, economical, easy to drive and packed with the latest tech, the 4xe is one of the best and most capable 4×4 PHEVs on the market.

Jeep UK

Mazda CX-5 review

We’ve been driving the new, improved Mazda CX-5 – still one of the best mid-sized SUVs on the market

Originally launched in 2017 and treated to a refresh for 2022, Mazda has done just enough to keep the CX-5 competitive against fierce new opposition from the likes of the latest Kia Sportage, Hyundai Tucson and Toyota RAV4.

At first glance the “new” CX-5 is almost identical to the 2021 model, for this is the most subtle of facelifts.

There are new headlight and taillight clusters, while the front and rear bumpers have been tweaked, along with the front grille.

Elsewhere, there’s a new drive mode selector on selected models and an expanded range of safety features, while Mazda claims there’s reduced road noise and enhanced driving dynamics.

There are five trim levels: SE-L, Newground, Sport, Sport Black and GT Sport. Newground is new for 2022, featuring a slightly more rugged look with front and rear silver underguard trims matched to silver lower body side skirts, black door mirrors and 19-inch black diamond cut alloy wheels, plus subtle lime green accents in the grille, which are replicated inside.

Priced from £28,145, the CX-5 range is certainly not at the bargain end of the sector. In fact, the top-of-the-range GT Sport, complete with a 2.5-litre petrol engine and all-wheel drive, is the wrong side of £38,000 all in with optional extras.

That said, it’s hard to fault the build quality, while the overall feel is nudging premium rivals such as the Audi Q3 and Volvo XC40.

Inside, the spacious interior is attractive and intuitively laid out. However, it is traditional and light years away from the dual-screen infotainment set-up on the new Sportage, for instance.

The seats are comfortable and supportive, there’s a commanding driving position and there’s space for five adults with plenty of rear leg and headroom. The boot is a useful 510 litres, expanding to 1,626 litres with the rear seats folded.

As I say, the technology isn’t class-leading, but easy to use and it’s good to see that Mazda has stuck with a rotary controller (next to the gear-shifter) for accessing frequently used infotainment functions – no need for all that distracting swiping, pinching and finger-dabbing on the 10.25-inch screen.

Mind you, it’s a while since I’ve used a daisy wheel for letter/number selection on a sat nav.

I tested three versions of the new CX-5 – the flagship 2.5-litre (191bhp) petrol model with 6-speed automatic gearbox and all-wheel drive, plus the entry-level 2.0-litre (163bhp) petrol and 2.2-litre (148bhp) diesel – both front-wheel drive and blessed with Mazda’s slick six-speed manual box.

The CX-5 is at its dynamic best on challenging country roads, where it’s also surprisingly agile for a substantial crossover. And of course, it will also cruise comfortably on the motorway.

But here’s the thing, there’s no need to pay extra for the big 2.5-litre engine. When pushed, it’s a tad vocal, and there isn’t as much pulling power as you’d expect. Economy is also disappointing, while the auto box is a little hesitant at times and tends to hold onto lower gears under acceleration.

If you’re not put off by diesels, then opt for that engine option because it delivers the best combination of performance and economy. That said, the basic petrol works well too, and the sporty six-speed manual is a gem.

It’s worth mentioning that I tested out the big petrol variant’s all-wheel drive. Simply select the Off-Road setting on the new Mazda Intelligent Drive Select (Mi Drive) beside the gear lever and off it goes.

With standard road tyres, it can cope with a muddy field and the raised ride keeps the car clear of trouble, but we’re not talking serious all-terrain capability.

Verdict: The new Mazda CX-5 is starting to show its age when it comes to technology and the lack of hybrid powertrain options, but it’s still one of the best handing SUVs on the market. Distinctive, stylish, comfortable, practical and well built, it’s a class act.