We get to grips with the all-electric and mild hybrid versions of Vauxhall’s stylish next-generation Grandland family SUV…
If ever there was a case of a model that’s evolved for the best over the years, it’s the Vauxhall Grandland.
Originally launched in 2017 as the Grandland X, it was facelifted in 2021 (and the ‘X’ was dropped from the name), but it’s fair to say that it was never the most scintillating SUV on the market that.
The all-new second-generation Grandland is still more sensible than scintillating, but it is a more impressive proposition and deserves to be on every family SUV shortlist.
At launch, it’s available as a 100% electric (for the first time) and mild hybrid, with a plug-in hybrid to follow.
Built on the same platform as its Stellantis cousin, the Peugeot 3008, the Grandland is a good-looking, if fairly generic SUV, featuring the latest 3D iteration of Vauxhall’s signature ‘Vizor’ front end, which now houses an illuminated griffin badge and headlight bar.
There’s a central spine running down the bonnet (a nod to Vauxhalls of old) and there’s plenty of lower body cladding right across the car, while the rear gets a full-width light bar separated by lit-up Vauxhall lettering, plus a meaty upper spoiler.
Three trim levels are offered (Design, GS and Ultimate), and if you choose one of the higher specs (GS is expected to be the most popular), you’ll be able to opt for a contrasting roof, which looks much cooler.
It’s also worth mentioning that those cutting-edge headlights are what’s known as Intelli-Lux Pixel Matrix HDs, no less, and they have more than 50,000 elements. They really do bathe the road ahead in light, and the auto high beam function worked efficiently, so I didn’t get flashed once.
Inside, it’s attractive, spacious and well put together, but like most Vauxhalls, it lacks the wow factor of some competitors. The good news is that Vauxhall claims that 85% of the materials use are recyclable.
The size of the infotainment system depends on the trim chosen, so entry-level Design only gets you a 10.0-inch touchscreen, while the GS and Ultimate upgrade to a more impressive 16 inches. Thankfully, Vauxhall has kept some physical short-cut buttons below the screen and the head-up display adjustment toggle is on the door panel in front of the window switches.
The touchscreen is nothing flash in terms of colour and details, but the screen is clear, easy to use and responsive, and naturally there’s DAB radio, sat nav and Bluetooth, plus Android Auto and Apple CarPlay smartphone mirroring.
There are a lot of blacks and greys in the cabin, so it’s a tad dull, and the surfaces are a mix of soft-touch higher up, and scratchy-hard down below.
The seats are comfortable with plenty of adjustment, and there’s more than enough head and leg room in the back for taller adults.
Unlike many of its rivals, the Grandland has the same boot capacity on the mild-hybrid and 100% electric models, with 550 litres on offer (expanding to 1,645 litres with the 40:20:40 split rear bench folded down).
Visibility is mostly good, but the shallow rear window doesn’t offer the best view, which is where the reversing camera and sensors come in.
I tested the Grandland Electric and Grandland Hybrid versions on a mix of roads in Norfolk and Suffolk.
The Grandland Electric is the most impressive of the two. It gets a 73kWh battery mated to a 210bhp electric motor on the front wheels for an impressive WLTP range of up to 325 miles. Rapid charging at speeds of up to 160kW deliver a 10-80% charge in 26 minutes.
It’s also worth noting that it comes with a heat pump, for greater efficiency, as standard, yet it’s an optional extra on some rivals.
A 98kWh battery option will arrive soon, offering a superb official range of 435 miles. The 73kWh Grandland Electric’s performance is fairly sedate by EV standards, but more than enough for everyday driving with a 0-62mph time of nine seconds.
On the road, it feels more substantial than the outgoing model, and there’s a reason for that, because it’s 173mm longer, 64mm wider and 19mm taller – and its lugging around a heavy battery.
It’s fair to say that it’s not the most sophisticated ride, which is on the firm side. That said, while it doesn’t glide over bumps in the road and it’s fidgety at times, there’s decent body control in more challenging corners.
I suspect the big 20-inch wheels on my test car might not have helped with the ride quality, but overall it’s handles decently – it’s just not an engaging driving experience that will put a smile on your face.
On the plus side, its light steering is perfectly suited to urban driving and it’s refined with a whisper quiet e-motor and very little wind noise.
Three drive modes are on offer (Normal, Sport and Eco), but as ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Normal for the best blend of performance and efficiency.
Thankfully, there are steering wheel paddles, which offer three levels of brake regeneration, so there’s no need to access the touchscreen, but like so many EVs, the brake pedal lacks feel and is spongy.
Officially, energy consumption is 3.6 miles per kWh, and I got pretty close to that, so a real-world range of around 250 miles should be possible – more in city driving and warmer temperatures.
The Grandland Hybrid pairs a 1.2-litre petrol turbo with a 48V hybrid system, giving a total of 134bhp and a 0-62mph sprint of 10.2 seconds.
CO2 emissions are a low 124g/km and Vauxhall claims it can do 51mpg, though we managed around 45mpg.
As mild hybrids go, it works well. It will even run on electric-only power for short periods at slow speeds, which isn’t always the case. Apparently, the electric motor can work up to 84mph and cover 50% of town and city driving.
It seems brisker than the official acceleration figure suggests, and the six-speed dual-clutch transmission and hybrid integration work smoothly. It’s only when pushed that the little three-cylinder makes itself known.
So, the Grandland Hybrid is well suited to urban areas and cruises well enough on faster roads.
But just like its 100% electric sibling, the ride is firm, there’s a fair amount of brake pedal travel and the steering is light, again resulting in a drive that lacks involvement.
Ultimately, it’s unfair to judge the new Grandland too harshly on its driving dynamics because it’s great value compared to some of its rivals and it’s a car that’s more about practicality than performance.
The Grandland Electric is up against the likes of the Tesla Model Y, Skoda Enyaq, Renault Scenic E-Tech, Ford Explorer and Volkswagen ID.4, while the Grandland Hybrid’s competitors include the Peugeot 3008, Hyundai Tucson, Kia Sportage and Nissan Qashqai.
And starting at £34,700 (for the Hybrid) and £40,995 (Electric), the Grandland range is competitively priced.
Finally, even though it’s yet to be tested by Euro NCAP for safety, it does come with a comprehensive suite of driver assistance and safety technology as standard.
Verdict: Whether you go for the mild hybrid or 100% electric version, the stylish next-generation Vauxhall Grandland is an honest, sensible, well-equipped family SUV that delivers value for money, space, safety and practicality.
Vauxhall Motors
