Image Gallery

Exterior Styling

The Kia Ceed GT is a sort of ‘warm’ hatch. It is relatively sprightly compared to other versions of the Ceed, but is not really in the same league as the likes of the Ford Focus ST or Hyundai i30N.

Visually, however, the Ceed GT is very impressive. In comparison to the rather bonkers-looking i30N, the Ceed GT is more subtle and mature, less about screaming “look at me” yet still easy on the eyes.

At the front you will notice a GT badge in the grille, sportier front bumper design and red detailing on the front skirt and grille. This, alongside the dark chrome and black trim, was a wonderful contrast to the Fusion White premium paint.

To the side you get multi-spoke 18-inch alloys with a two-tone silver and grey finish, gloss black mirrors and side skirt inserts and a dark chrome window surround. Privacy glass enhances that mature feel, whilst the red wheel centre cap and brake calipers bring subtle sportiness.

At the rear there is a sportier bumper design which includes a gloss black valance and large exhaust tip at either side. There is also a roof spoiler and shark-fin aerial to complete what is a well-rounded styling package.

There are enough subtle hints that this is the quicker Kia Ceed, whilst still being reserved enough to blend in so as to not entice unwanted attention wherever you go.

The choice to present a sleeker appearance is perhaps evidenced by the lack of bright colours. Previous iterations of this car were available in bold yellows and bright reds, whereas the current model is mostly greys, white and black. There is Blue Flame available, which is the same as the Sportage GT Line S we reviewed previously.

Interior Finish

On the inside, it’s very much the same story. Subtle sportiness without being over-the-top. And the result is a car that feels a bit more special than a ‘regular’ Ceed whilst still being a comfortable family car.

The main additions to the cabin over a standard Ceed are the half-leather sports seats with contrast red detailing and beefed-up bolsters. They are inviting, although not quite as much as the Recaros found in the previous iteration of the pro_cee’d GT.

You also get a dark headlining and a slightly-flat-bottomed steering wheel with perforated leather and contrast red stitching. There are gearshift paddles behind the steering wheel, since this is a 7-speed DCT automatic, and there are some sporty-ish read-outs on the instrument cluster multifunction display, such as turbo boost gauge.

The dials either side of this display are manual and, as on other Kia models, a fully-digital cluster would be preferred. This could have incorporated more GT-specific layouts and enhanced the driver experience.

What is an improvement over previous models, however, is the large 10.25-inch touchscreen multimedia unit. This is a focal point in the centre of the dashboard and within easy reach of both the driver and front passenger for effortless operation.

There is also a sport button located next to the gear shifter, which acts as a one-touch button to alter the vehicle dynamics. Whilst there may not be the vast customisation of the drivetrain like there is in a Hyundai i30N, it is still convenient.

Overall the use of materials is good, with mostly softer-touch plastics and a nice variety of textures. There is some silver trim to offer contrast, but with the dark headlining, seats and plastics the cabin is a little on the dark side.

Engine/Performance

The headlines remain unchanged when it comes to the engine in the new Ceed GT. It is still a 1.6-litre turbocharged petrol unit. And, like before, it offers up 201PS and 265Nm of torque. But then as the old saying goes; if it’s not broke, don’t fix it.

This time around, the 1.6-litre engine is mated to a 7-speed DCT automatic gearbox. 0-62mph is dealt with in 7.1 seconds, and the top speed is 139mph. That may not be as fast as the likes of a Ford Focus ST or Seat Leon Cupra, but then this is no slouch either.

Plus, to some degree Kia’s hands are tied. As many of you know there is a close relationship with Hyundai. So why can’t the Ceed GT be a straight-up rival to the i30N?

Well rumour has it there was a sort of trade deal when it came to releasing two rather exciting sports cars. Kia got the Stinger, a rather lovely-looking sports car. And Hyundai got the i30N, a bonkers hot hatch. So it wouldn’t be fair for the Ceed GT to come too close to the i30N…

In terms of engine dynamics, the 1.6 T-GDi is pretty good. Aside from a generally uninteresting soundtrack, it picks up well from low revs, and is happy to be pushed hard to the red line.

And it’s only once you push it hard that you get the most out of it. And it’s here where the DCT gearbox really shines – with 7 ratios and fast changes it is able to keep you on the power band so that every last drop of performance is eked out of the engine.

Ride/Handling

When it comes to on-road behaviour, the Kia Ceed GT is a masterpiece. Because it is more of a ‘warm’ hatch, it is comfortable and forgiving. Potholes and other lumps in the road are absorbed excellently, which means that the Ceed won’t shatter your spine every time you go for a drive.

In fact, the supple ride coupled with the excellent DCT automatic gearbox makes the Ceed GT a very proficient motorway cruiser. And that’s a big advantage over cars like the Hyundai i30N which are still firm and jarring even in their softest setting.

But don’t think that means the Ceed GT turns into a wallowing disaster when you decide to treat your local B-road like a special stage of the WRC. Because somehow – and I don’t claim to know how Kia has done it – the Ceed GT handles like the best of hot hatches.

Cornering is pretty flat, and whilst the steering lacks feel it is sharp enough to respond quickly to inputs and keep up with a blistering pace on even the twistiest of roads. Brakes are strong, and having the DCT in manual mode and using the paddles allows you complete control without your hands leaving the wheel.

As mentioned earlier, you have to really push hard to get the most out of the Ceed GT. But it enjoys being pushed. And that means you feel like an absolute hero when you give it 100% down your favourite road. It doesn’t ever feel lazy – because you are giving it everything. And it left me grinning from ear to ear.

Economy

My past experience of this 1.6 T-GDi has not been great when it comes to economy. The old (and over-punctuated) pro_cee’d GT had a smaller engine than rivals but seemed to offer very similar economy levels. This was most likely down to it being bigger and heavier than the cars which had the same-sized engine; such as the Vauxhall Corsa VXR or Ford Fiesta ST.

And since this large, 5-door only hatchback stuck with the same 1.6 T-GDi engine, I am happy to admit that I had a similar fear heading in to this test. But somehow – and again I don’t claim to know how Kia has done it – but the Ceed GT is surprisingly efficient.

Between a combination of new EU6 compliant tech, and the efficient DCT gearbox, the Ceed GT returns a combined 41.5mpg on the WLTP cycle. And whilst this is still less than the smaller hot hatches such as the Ford Fiesta ST, it is good for a car that is this much fun to drive.

CO2 emissions are 153g/km on the combined WLTP cycle. That equates to a first year VED payment of £555 which is absorbed into the purchase price. Subsequent to this the rate is the standard £155. There is no VED surcharge either since the price is far below the £40,000 threshold.

Practicality

The Kia Ceed family is made up of the XCeed, Ceed, Ceed Sportswagon and ProCeed; all of which are 5-door models. That makes them much more suited to family life. It seems like the days of the traditional 3-door hot hatch are all but over. Nowadays even the smaller models like the Fiesta ST and Polo GTi becoming more commonly 5-door.

And when it comes to the Kia Ceed GT, this new model is far more spacious than previous iterations. There is ample rear legroom even with the chunky sports seats, and the 395-litre boot may not be the biggest in the segment, but it’s still plenty for even the most extravagant shopping haul.

If I were to have one tiny moan – the dark interior is not the most pleasant for rear passengers on longer drives; it can feel a little gloomy back there especially with only a rather large sports seat to look at ahead of you. But for kids who are probably more interested in their own tech – or fighting with each other – it’s unlikely to be an issue.

The balanced approach of the Kia Ceed GT means it can do everything, and do it well. Taking the kids to school, doing the shopping trip, or having a solo blast down some country lanes, it just feels at home.

It is efficient enough that it won’t cost you the earth to run. And, as with any Kia, the Ceed GT is backed by a 7-year, 100,000-mile warranty for extra peace of mind.

Equipment

There is rarely any complaints when it comes to the equipment levels of a Kia. Often with a more generous offering than rivals, and without complicated options lists or packs, it is easy to pick the right model that has all the equipment you could want.

I will, however, start with my small complaint about the Kia Ceed GT. There are just a couple of things missing which could have really improved this car. The first is a digital instrument cluster. This could have incorporated some GT-specific sports displays which could have furthered the immersion in the driving experience.

The second is some mood lighting, or perhaps a panoramic roof. Something to cheer up the rather dark cabin and perhaps make life more pleasant for rear seat passengers.

But other than that the Kia Ceed GT has just about everything you could possibly want. For comfort and convenience there is Keyless entry and go, auto lights, auto wipers, heated front seats, heated steering wheel and a reversing camera.

For safety there is lane keeping assist, lane following assist, driver attention warning, emergency stop signalling and hill-start assist.

My second complaint about the Ceed GT is that there is an optional £750 for the forward collision-avoidance system with pedestrian and cyclist detection. Without this, the Ceed is only awarded a 4-star Euro NCAP score, but scores the maximum 5 stars with this selected. In this day and age, and on a car at this price point, this should be standard.

On the infotainment front the 10.25-inch touchscreen system has satellite navigation, Apple CarPlay, Android Auto, Bluetooth connectivity and a DAB radio.

Value For Money

The Kia Ceed hatchback starts from £19,705 on the road, for a 1.0 T-GDi ‘2’ model. The starting price for the Ceed GT is £27,965 ono the road.

The only increases to this base price are for paint options. The standard colour on the Ceed GT is Silver Frost. All other colours fall into the ‘premium’ category, and therefore cost an additional £580. So the price of this particular car, as tested, is £28,545.

Strangely the GT is not the most expensive Ceed hatchback available. There is the £29,025 1.5 T-GDi ‘GT Line S’ model. It may only have 158PS vs the GT’s 201PS, but it has the same 7-speed DCT gearbox. But the GT Line S makes up for the power shortfall with extra tech, from heated outer rear seats, to a digital instrument cluster, blind-spot monitoring system and 8-speaker premium JBL sound system.

It would have been good to be able to specify the GT with this extra equipment. In previous models there was a GT and a GT Tech variant, to give buyers that option.

But in any instance the Ceed GT is well-equipped enough to present itself as rather good value for money. It still finds itself in a strange market place, however. A Fiesta ST-3 is still cheaper, yet is faster and more fun to drive, albeit not as spacious and a little less-generously equipped.

Conversely a Focus ST starts at over £30,000. That is, if anything, a little more spacious than the Kia, and faster, but still less generously equipped.

So if you want a well-balanced car, the Kia Ceed GT is potentially a great choice. If performance is the most important factor then there are alternatives to consider.

Facts and Figures

The post REVIEW – Kia Ceed GT 2021 appeared first on Simply Motor.

Image Gallery

Exterior Styling

The Sorento is Kia’s flagship model; the biggest, most expensive one sold in the UK. Accordingly this latest iteration has a big visual presence.

On first glance you could be forgiven for thinking this is an American car. With a big, square front end and those split rear tail-lights the Sorento would certainly fit in across the pond. And that’s no accident either: Kia is a very popular manufacturer in the States, so is playing to its strengths with the styling here.

Being the range-topping ‘4’ model, there is plenty of chrome on the exterior; including grille surrounds, window surrounds and side skirt insert. Contrasted with the very executive-looking Mineral Blue it really gives the Sorento a premium appearance.

The LED daytime running lights are a stylish design, moulded to the bottom of the headlights and hugging that oversized front grille. There are even lights concealed within the lower front grille, resulting in a very distinctive head-on look.

It’s a similar story at the back too. The tail lights are a focal point, whilst the Sorento lettering is so large you can’t miss it. I’d say Kia is proud of the job it’s done with the styling here, and rightly so.

The alloy wheels on this HEV 4 model are 19-inches in diameter. That actually sounds quite large, but the Sorento is so vast that these just aren’t large enough to fill the arches. The tyres are a 235/55 profile, which also makes the wheels look small.

There is no GT-Line or similar in the UK at present, and I think it’s needed. Swap the chrome for gloss black, fit some bigger alloys and the Sorento would look a whole new level of cool. Incidentally styling like this is available on the North American market…

Interior Finish

If you covered the badges and showed someone the inside of the Sorento, I don’t think ‘Kia’ would be their first choice for who made the car. And that is meant as a compliment – this cabin is by far the best we’ve ever seen on a Kia in the UK.

The dashboard design was better on the Kia Stinger – with its upholstered-effect dashboard and turbine air vents – but the Sorento makes up for this with some impressive technology and some nifty features of its own.

There’s a large fully-digital instrument cluster, which is nice to see. Next to this is a rather large 10.25-inch touchscreen multimedia unit. There’s a rather premium-looking etched metal finisher on the dashboard and door cards, the latter incorporating some LED ambient lighting for maximum style.

In addition to the metal trim there is an upholstered-effect upper dashboard, gloss black trim and contrast white stitching to the black leather found throughout the cabin. A special mention to those rather inviting front seats too, with their honeycomb pattern and decent side bolsters.

A rather large panoramic roof lets light into what is a rather dark cabin, and has an electronic sun blind for when it gets too bright.

There’s a lot to love about the Sorento’s interior, but also a few areas where I hoped for just a little more. It would be good to have more customisable ambient lighting in the cabin, to really allow the driver to set a mood that suits them.

And whilst the general quality is much higher than before, there are still some dodgy plastics about. Granted, these are generally in areas where functionality is also important – such as the seat backs – they are also not discreet enough for the Sorento – a near-£50k car –  to get away with it.

Engine/Performance

The powertrain in this particular Kia Sorento is a new one, the 1.6 T-GDi HEV. It’s a 1.6-litre turbocharged petrol engine combined with a 44.2kW electric motor.

This is a self-charging hybrid system – the 1.49kWh battery can be recharged quickly through coasting/braking and can then assist the petrol engine to save fuel. There is no need (or ability) to plug in, and you still have a 67-litre fuel tank.

So whilst the engine alone might seem small, this powertrain offers up 226PS and 350Nm of torque. That’s more than capable of shifting the 2,006kg Sorento. 0-62mph takes 8.7 seconds and the top speed is 119mph. It’s not exactly lightning-fast, but is certainly more sprightly than you’d expect in a car this size with a small petrol engine.

Power is sent to all four wheels via a 6-speed automatic transmission, which does a good job of keeping the engine noise to a minimum. Stick your boot into the carpet, however, and you’ll find that the 1.6 T-GDi is not the most pleasant sounding at higher revs.

Around town, the Sorento is nippy enough – the additional torque from the electric motor giving an instant response to inputs which is amplified at low speeds. On the motorway the Sorento is composed and comfortable – happily sitting at cruising speeds.

Once again though, the US market seems to have it better than us. Over there, the Sorento is available with a 2.5-litre turbocharged petrol engine that puts out 285PS and has an 8-speed DCT automatic. Yes, the fuel consumption will be less, but the additional performance will be worth it to some. Our recent review of the Jeep Wrangler 280PS shows the appeal of such power.

Ride/Handling

Despite its size and bulk, the Sorento behaves well on the road. Kia has opted for a setup which is more towards comfort, and that makes absolute sense on this executive 7-seater.

For the most part this car will spend its life driving through town or on longer motorway journeys. And for those journeys it will be comfortable. The Sorento absorbs bumps well and seems to flatten out the road surface to make any drive smoother.

For the odd occasion you decide to give it a bit of welly down a B-road, the Sorento is relatively composed. As would be expected, body roll is present when you turn in sharply, but it’s not as bad as I feared. You are able to drive briskly without feeling unwell, which is always a positive when there could be 7 people on board.

Grip is excellent thanks to the AWD system. Come rain or shine, you can get the 226PS down onto the road. To help you along the way there are three drive modes – Eco, Sport and Smart – as well as three terrain modes; Snow, Mud and Sand.

Steering lacks feel but has a nice weight to it. What’s more, it’s pretty direct, responding well to driver input.

The driving position is good, with plenty of adjustment in the seat and steering wheel to find your perfect setup. As with most tall SUVs the height gives a great view of the road ahead.

But, like its styling – the feeling from behind the wheel is pretty American. This is a big car, and from the driver’s seat it really feels it too. Personally I like that feeling of road presence, but others might not.

Economy

This self-charging HEV variant of the Sorento is a good way for people to explore the world of electric vehicles. Since the world is heading away from fossil fuels, we will soon only be able to buy alternative-powered vehicles.

But if you’ve never had a hybrid or electric vehicle before, they can seem daunting. Often there is a lot going on with complicated displays, strange noises and cabins/controls that have been deliberately made to look unlike ‘normal’ cars. Over the coming years we will no doubt see this change such that you would be unable to tell an electric vehicle from a petrol one.

So to explore this world of electrification, the Sorento HEV is very user-friendly. You don’t need to plug it in to charge, since this is done through coasting/braking. But you are still able to see the benefits of an electric motor – giving assistance to the petrol engine and showcasing the appeal of instant torque.

And you can see the technology works – combined fuel consumption for this model is 38.2mpg on the WLTP cycle. For a car this size, and one with a petrol engine, that’s not bad going at all.

CO2 emissions are 169g/km, again on the WLTP cycle. That equates to first year VED of £545 and subsequently £145. But because the Sorento in HEV 4 guise costs over £40,000 it will incur the VED surcharge – currently an additional £335 (so £480 total) payable for five years, starting with the second VED payment.

If you’re looking for the ‘easiest’ electrified model then this is a good way to see improved economy with little-to-no inconvenience. There is also a plug-in hybrid Sorento. This boasts even better fuel consumption, but will mean plugging in and keeping the battery charged to maximise the benefit.

Practicality

The Kia Sorento is, inherently, a very practical family car. It has seven seats, which is great for when you have to ferry the kids and their mates about. And whilst adults wouldn’t be especially comfortable on a long drive in the third row, it could save the day for a short trip.

The middle row is vastly spacious, with plenty of leg and head room. You can slide this row backwards and forwards to improve third row leg room, and even giving a little away there is still plenty for the second-row passengers.

The Sorento also comes with some little touches that can make a big difference to family life. Take the integrated rear sunblinds, for example. It doesn’t seem like a huge feature yet can stop a rather droning “the sun’s in my eyes” thus being worth their weight in gold.

Parking in tight spaces is never going to be too much fun – this is ultimately a very large vehicle – but there are camera systems and sensors to help make it a bit less perilous.

I’ve already touched on the benefits of a self-charging hybrid powertrain, but in essence this has no impact on your daily life. You never have to stop to charge the car, nor will it spend hours plugged in at home to maintain a 30-or-so mile electric range, like a plug-in hybrid would. Instead you just go about your normal life and the car will be a bit more economical than a regular petrol engine would be.

Perhaps the only downside to the HEV powertrain, and something which will undoubtedly affect electric vehicles becoming the go-to solution, is the towing capacity. You see this large 7-seat SUV is only rated for 1,650kg braked weight. That’s far inferior to the Sorento diesel’s 2,500kg.

Equipment

Kia has always been a brand that offers lots of tech as standard. There are set trims with increasing levels of equipment, and you simply choose the one that has what you’d like. I have previously said that it was time Kia started showcasing some new technology, and with the Sorento that’s exactly what Kia has done.

All models in the UK have an impressive standard specification, which includes LED exterior lighting, heated front seats, heated steering wheel, automatic lights and wipers, digital instrument cluster, Apple CarPlay, Android Auto, front and rear parking sensors and a reversing camera.

Safety equipment includes Intelligent Speed Limit Assist, Forward Collision Avoidance with cyclist and pedestrian detection, Lane Follow Assist and Multi-Collision Brake Assist.

The ‘4’ model tested here has even more bells and whistles, including a 360-degree camera system, heated outer-rear seats (middle row), ventilated front seats, blind-spot monitoring, Bose premium sound system, head-up display, smart power tailgate and keyless entry.

It’s great to see things like the digital instrument cluster. It’s exactly what Kia needed to freshen its technology offering and compete with other brands. There’s some really nifty features within this too. Put an indicator on and a display pops up which shows you the blind spot for the direction you are looking to turn. This is a great reference point and is especially handy when pulling out from the side of the road.

If I was to be particularly picky, I would prefer to see some more customisation of the instrument cluster. The setup in any of the VW-Audi group cars allows for several user-defined layouts to be preset. You can go from a twin-dial setup to a full-screen map at the touch of a few buttons.

Value For Money

Kia’s position in the market has certainly shifted over the past few years. When they first came on the scene, it was all about value for money – offering workable family cars for a really good price. Inevitably there were savings made in terms of build quality.

As the years moved on Kia started loading cars with more tech than rivals as standard. Quality improved, but still perhaps not to the same level as some European brands. But for the price the Kia choice was always great bang-for-buck.

Now Kia has upped the quality bar once more – the Sorento is unquestionably the best I have ever tested in terms of fit and finish. But with these improvements – with a larger variety of higher-quality materials – comes further price increases.

Right now Kia sits in the middle of the market – a high-quality car that still costs less than the ‘premium’ brands.

The starting price for the Sorento range is £39,360 which is not exactly what you’d call cheap. The 1.6 T-GDi HEV 4 costs £47,610. Premium paint adds £660 bringing the price, as tested, to £48,270. That’s a lot closer to £50,000 than I’d have hoped, and could put some buyers off.

Don’t get me wrong – there is some incredible technology on the Sorento; gadgets and gizmos that you’d love to show off to your mates. But there is strong competition from the flanks of VWAG, in the form of the Skoda Kodiaq and Seat Tarraco.

Both of these are excellent cars and whilst they may not have quite as much tech as the Kia, they are cheaper, so it becomes a more difficult decision. That being said, if you can afford a Sorento, it’s an outstanding car that will be a pleasure to live with.

Facts and Figures

The post REVIEW – Kia Sorento HEV ‘4’ appeared first on Simply Motor.

Image Gallery

Exterior Styling

This latest generation of Skoda Octavia is the sleekest, most stylish yet. And the vRS model is the most aggressive to date. The model you see here may be a hatchback, but the vRS is equally good-looking in Estate form too.

At the front there are lots of sharp lines which give a really purposeful look. With the distinct twin-‘L’ shaped LED daytime running lights either side of a prominent grille, the Octavia vRS is imposing in the rear-view mirrors of other cars.

The nose seems to sit lower, giving a more poised stance, with well-placed lines sweeping up the bonnet to enhance sleekness.

To the side, 19-inch alloy wheels have a two-tone silver/grey design, behind which sit red brake callipers. Again there are sharp lines, most noticeably the large ridge which runs from the top of the front wing right back to the taillights.

Moving to the back there is a sharply raked tailgate to give the hatchback an almost Fastback-like appearance. There is a subtle lip spoiler on the tailgate, and a shark-fin aerial on the roof.

The tail lights are sharp like the front end, whilst the bottom half of the car is broadened by the bumper design. At the bottom sit two rather large exhaust tips, shaped to match the contours of the rear valance.

Finished in Quartz Grey Metallic, this particular car had a more mature feel to it than the stand-out reds and blues available, but still offered an impressive visual package when combined with the gloss black exterior features; which include the grilles, window surrounds, door mirrors, aerial, rear valance and even the lettering on the back.

This car is less about shouting “look at me” and more about blending into a crowd, which gives it the element of surprise.

Interior Finish

And if you like the exterior design of this Skoda Octavia vRS, then just wait until you see inside. Because now, more than ever, the Skoda feels as premium as its VW-Audi Group siblings. In fact, for my personal preferences, there are touches that elevate it higher than some of the other models.

And the most significant of those touches is the choice of materials throughout the cabin. Most noticeable, and most impressive, is the alcantara finish on the dashboard. This is a masterstroke, and gives a level of sportiness in the Octavia vRS not seen before. The large bucket front seats and chunky flat-bottomed steering wheel enhance this, as does contrast red stitching throughout.

Skoda has been more selective over the plastics used in the cabin too. The only questionable quality comes much lower down in the cabin where an element of robustness is more important than visual appeal anyway, and can be forgiven. What’s more, there are multiple textures to the finish, which prevents a monotonous feel to what is a very one-colour interior.

In the middle of the dashboard is a large, 10-inch widescreen multimedia system. Coupled with the 10.25-inch fully-digital instrument cluster it puts the Octavia vRS in a modern space by minimising the amount of manual switches and dials on show.

The finisher in the cabin is a rather convincing carbon-effect trim, which rounds off the interior rather well. Throw in some ambient mood lighting and it’s genuinely a really nice place to be.

Engine/Performance

When it comes to powertrain, this particular Octavia vRS is going to be one of the most popular. It has the purists’ choice – 2.0-litre turbocharged petrol engine with 6-speed manual gearbox. Power – 245PS and 370Nm of torque to be precise – is sent to the front wheels. Forget the diesel and plug-in hybrid, this is what the vRS is all about.

The 0-62mph time of 6.7 seconds is just one tenth behind the DSG, which seems a fair price to pay for the additional driver engagement gained. Top speed is a limited 155mph; more than enough to get you in to trouble.

There are several different drive modes and, as is often the case with VW-Audi Group cars, there is an Individual mode where you can choose the perfect combination of settings. Those settings include steering response, engine dynamics, and even engine sounds.

Don’t get too excited about the latter though, because that’s the main gripe with this car. The noise is artificially enhanced through the speakers. You sort of get used to it over time, but there just isn’t any ‘real’ fun to the soundtrack. I never heard any playful pops and crackles from the exhausts, and that’s a shame because the Octavia vRS is otherwise a very fun car to drive.

Dial this car up to the max and there’s an instant throttle response with punchy acceleration. You work your way up the gears and the speedo keeps on climbing. To say it is not really a new powertrain, it seems sharper than before; more responsive to driver inputs.

Ride/Handling

When testing the vRS iV plug-in hybrid recently, I noted that the weight of the hybrid powertrain killed the handling characteristics. It was a great relief, then, when I got behind the wheel of the simpler, more joyful petrol version.

Whilst I appreciate the iV was also the larger Estate version of the Octavia, its kerb weight of 1,720kg represents a not-insignificant 306kg – or 21% – increase over this version’s 1,414kg kerb weight. And that is a colossal difference when you start to throw a car into some tight, twisty corners with vigour.

This car feels exactly like a hot hatch should; nimble, and eager. Turn-in is sharp, with the electronic differential maximising grip as you accelerate through the corners. By comparison the iV never really felt at all comfortable when forced to change direction in a hurry.

This particular car had the optional Dynamic Chassis Control (DCC). It costs £945 but is definitely worth the money. This is an adaptive damping system which works in conjunction with the drive mode selector, and it means that there are more noticeable ride characteristics in each mode.

Comfort mode, for example, is noticeable more supple than Dynamic mode. It also means that for your individual mode you can tweak the damping to your liking.

With the DCC this car becomes a much more capable all-rounder. It can be firmer and more aggressive when you want it to be, but also softer and more forgiving when you don’t. It makes a great motorway cruiser, and means your kids need not be rattled to their bones in the back.

Brakes are nothing fancy – no Brembo setup here – but they do the job they need to and enable the vRS to pull up sharply when you stamp on the middle pedal.

Economy

Although this is ‘only’ the petrol version of the Octavia vRS, it still has rather impressive economy credentials.

Combined fuel consumption is a very respectable 40.4mpg on the combined cycle. On longer runs in the car I certainly found this figure achievable, and that’s not bad going for a hot hatch. Granted, if you drive like a maniac you will return a lower figure, but then that’s the case in all cars.

CO2 emissions are 157-160g/km. That equates to a first-year VED of £555 absorbed into the ‘On The Road’ price, with subsequent years charged at the standard £155. With a price far below the VED Surcharge-incurring £40,000 there is no change of triggering it, even if you go a bit silly with the options list.

That could be an advantage to the Skoda over its rivals – stick a few options on a VW Golf GTi and you can get perilously close to the £40,000. And if you get the Audi A3 Saloon with the more powerful petrol engine this will easily exceed £40,000.

Perhaps the only downside to the Octavia vRS in this guise is that it is made to look bad by the plug-in hybrid iV model. That car is much more appealing to company car drivers, with a BIK charge of just 11% compared to the petrol version at 35%.

Practicality

The Skoda Octavia vRS is available in both Hatch and Estate bodystyles. But which you are better off with is, in all honesty, wholly stylistic for the most part. If you prefer the look of an Estate, go for the Estate. If you like the Hatch, then go for that.

I say this because, on the whole, the levels of practicality are equally impressive on both bodystyles. Don’t think that this Hatch compromises on space because it really doesn’t. It has boot space of 600-litres. Yes, you read that correctly. 600-litres. The Estate version has 640-litres, so there isn’t much between them.

It’s the same story in the cabin – the sloping roofline has no detriment to the headroom in the rear, and the legroom for rear-seat passengers is especially generous.

The vRS can even be a capable tow car, with a capacity of 1,600kg braked and 740kg unbraked. That’s exactly the same as the Estate version. Two things to note here – if you don’t have the towbar preparation fitted at the factory the weight plate of the car may not display a towing limit and therefore the car would never be able to tow. Second, the best powertrain for towing is the 200PS diesel with 4WD, which can tow 2,000kg braked.

Perhaps the only advantage of the Estate model is that roof rails allow for roof-mounted accessories such as a roof box or cycle carrier, and the boot is a better shape for the family dog.

But to live with, the Octavia vRS is about as family-friendly as a hot hatch can be. It’s comfortable, spacious and easy to get along with. Then you can go berserk after you drop the kids off at school. It is the best of both worlds.

Equipment

Since the Octavia is Skoda’s flagship family car (Skoda’s words, not mine) you get an impressive standard specification across the range.

All Octavia models feature Alloy wheels, LED lighting throughout the exterior and interior, electrically-adjustable heated door mirrors, rear parking sensors, dual-zone air conditioning, automatic lights and wipers, and cruise control with speed limiter.

A comprehensive array of safety equipment – including Collision Avoidance Assist, Turn Assist and Exit Warning – helps the Octavia achieve a full 5-star Euro NCAP rating, which gives peace of mind for a family car.

As you work your way up the range, the specification is enhanced each time. By the time you reach the vRS, the standard specification includes, in addition to the sporty exterior and interior design, Full LED Matrix headlights with adaptive front lighting system and dynamic indicators.

You also get Columbus satellite navigation with 10-inch touchscreen display, electrically-operated boot with foot operation (‘virtual pedal’), keyless entry and go, front and rear parking sensors, and heated front seats.

The safety equipment is also bolstered by Adaptive Cruise Control and lane assist as standard, whilst the connectivity includes a wireless SmartLink for Apple CarPlay which, although much more convenient than needing to connect a wire each time, seemed to sap my phone’s battery at an alarming rate. I’d recommend opting for the wireless charging pad if you plan to use this functionality.

There are a few options available on the Octavia vRS, from an integrated tow bar to a head-up display. More on those in a moment…

Value For Money

If you want an Octavia vRS then this is undoubtedly the best-value model in the range. The vRS 245PS Hatch with 6-speed manual starts at £31,260 on the road. That is £1,680 cheaper than the same car with a DSG gearbox. So look at it this way; if you’re willing to use your left foot and change gear yourself you can tick a few option boxes and still come up cheaper than a DSG.

Options are pretty fairly priced on the Octavia vRS. You can bolster the specification quite nicely without spending a great deal of money. The options fitted to my test car included a CANTON Sound System boasting 610W and 3D surround sound (£590), Dynamic Chassis Control (£945), Driver Fatigue Sensor (£45), Head-up Display (£700), rear wiper (No cost option) and a temporary space-saver spare wheel (£185).

So all in it stands at £33,725 on the road, which is still pretty reasonable. It is worth commending Skoda for allowing all paint choices – including metallic and even the exclusive Hyper Green – at no additional cost.

Other reasonably-priced options include wireless charging (£335), integrated tow bar (£975), Park Assist automatic parallel and bay parking (£355) and blind spot detection (£510).

Some options seem a little on the expensive side. A rear-view parking camera, for example, is £410. And the Winter Pack, which adds heater washer nozzles, a heated windscreen and heated steering wheel to the standard heated front seats, is £485. Still, that seems good value when compared to the Winter Pack 2.0 which includes all of the aforementioned, and adds tri-zone climate control and heated outer rear seats, costing a rather hefty £950.

So the overarching message is ditch the DSG, and use that money to bolster the standard specification to your liking. This is a great package.

Facts and Figures

The post REVIEW – Skoda Octavia vRS 245 Hatch appeared first on Simply Motor.

Image Gallery

Exterior Styling

It may be an age-old cliché, but you simply cannot match an Italian car marker for an air of stylishness. And of all the car makers, it is often Alfa Romeo where this style makes cars tug at your heartstrings. Even when reliability was virtually non-existent, and cars would rust in a matter of hours if exposed to even a light mist, many still bought them just because of how they looked.

Thankfully the reliability and build quality issues are a thing of the past. But the beauty remains. And for me the Giulia Quadrifoglio is one of the best-looking Alfas of all time. Bold claim, I know.

The proportions are just spot on. It is curvaceous and sleek, with bulges in all the right places. It looks good from every angle and its kerb appeal is off the charts.

At the front there is the distinctive triangular grille. The triangular shape is further emphasised by ridges on the bonnet, which incorporate air vents to let the bi-turbo V6 dissipate heat.

To the side there are sweeping lines from the front arch, and some sleek side skirts. 19-inch wheels have an open design, allowing you an easy view of the Brembo braking system. Tyre profiles are 45/35 R19 at the front and 285/30 R19 at the rear. Part of me wondered whether Alfa could have made the rear wheel an inch bigger, to further the aggressive stance of this car.

At the back you are drawn to the boot lip spoiler, in contrasting carbon fibre. There is a large rear diffuser and a quad exhausts system which is angled to match the curvature of the bumper. Arguably this is the best view, and to be fair it’s all most other motorists will get to see.

Interior Finish

It was the cabin quality that let the Giulia Quadrifoglio down first time around. It just didn’t have the fit and finish that is to be expected on a car in this price range. And because the Alfa Romeo is talked about in the same breath as the BMW M3, dodgy trim just isn’t going to cut it.

Thankfully Alfa Romeo realised this, and has updated the cabin on this latest Giulia Quadrifoglio. There is, overall, a much better feel than before. Most notable is the new gear shifter, which is now clad in leather with contrast stitching, and the infotainment dial, which feels much more robust than its flimsy predecessor.

That’s not to say that Alfa Romeo couldn’t have gone a little bit further. The instrument cluster is the biggest missed opportunity – a fully-digital one with several Quadrifoglio-specific displays would have elevated the cabin immensely. There is no ambient lighting as standard, and more extensive use of alcantara would have given a more racing feel.

But there is a lot to like about the Giulia’s cabin. The standard seats are deeply bucketed with ample bolstering, though you can still opt for a Sparco Carbonshell if you prefer. The engine start button located on the flat-bottomed steering wheel is a lovely touch, as are the oversized aluminium gear shift paddles.

The sweeping dashboard is clad in a soft-touch leather with contrasting stitching, and there is more carbon detailing than before; on the centre console, dashboard and door cards.

The infotainment screen is neatly incorporated into the dashboard, although it does look a little on the small side. The switchgear in general feels robust, and you certainly feel like you’re in a car with a £70k price tag now. Unfortunately, it just isn’t quite as good as a BMW M3.

Engine/Performance

There’s a saying that “if something isn’t broke, then don’t fix it” and that’s exactly the approach Alfa Romeo has taken in the engine department with the revised Giulia Quadrifoglio.

It has the same engine as before, and it is a beauty. The 2.9-litre, bi-turbo V6 is rumoured to be a Ferrari V8 with two cylinders chopped off the end. I say rumoured, it’s all but considered a fact. Alfa Romeo has never confirmed this officially, but equally has not denied it either… take from that what you will.

If you’re playing a game of Top Trumps, the Giulia Quadrifoglio is a good card to have. Headline figures are 510PS, 600Nm of torque. Sent to the rear wheels via an 8-speed automatic gearbox it will go from 0-62mph in 3.9 seconds and on to a top speed of 191mph.

Drive mode is selectable via the Alfa D.N.A. selector, being Dynamic, Normal and All-weather. For the Quadrifoglio also gets a Race mode, which sets the car up for track use. But it’s in this most dialled-in setting where those quad exhausts really come to life. The V6 barks and shouts as you stab the loud pedal, and will have you grinning in no time.

That’s with the standard exhaust too. I can only imagine how good the optional Akrapovic exhaust system sounds. In fact, that seems a good excuse to get Alfa Romeo to give me another test car…

The Giulia Quadrifoglio is most satisfying to drive in manual mode. There are two elongated gear shift paddles behind the steering wheel, which are fixed in place so you still know which is up and down irrespective of where the wheel is. In Race mode shifts are quicker, and noticeably punchy. It puts you right in the centre of the action.

Ride/Handling

Considering that this car has quite a lot in common with the Stelvio Quadrifoglio, they feel totally different from behind the wheel.

There is no doubting that the Q4 all-wheel drive system in the Stelvio allows you to put more of its power down, more often. But it just doesn’t offer the same purity as you get with the Giulia.

Everything about this car is just designed to make it outstanding to drive. It has near-perfect 50:50 weight distribution, and in a front-engined, rear-drive car that makes for perfectly balanced, predictable drive.

You can feel what the rear tyres are going to do; when they have grip and when they are reaching their limits. Even in Race mode, where the stability control is set to ‘off’, the Alfa doesn’t turn into an un-drivable maniac. It is progressive and communicative in how the back end behaves. Sure, if you got the Giulia Quadrifoglio on a track you could have some ridiculous drifts on the go, but it can still be civil on the road even in its most-hardcore setting.

The brakes are a high-power Brembo setup, with 6-piston calipers at the front and 4-piston calipers at the rear.

The steering is nicely weighted and direct. With none of the drive to worry about they can focus on their job of turning. Coupled with a limited-slip differential and torque vectoring, the Giulia turns in instantly, and sharply. Point the nose where you want it and it will go.

Suspension changes noticeably across three damping settings – Soft, Mid and Firm correspond to Normal, Dynamic and Race drive modes respectively. You can knock the damping back a setting, e.g. from Firm to Mid in Race mode, but we would still like to see a bit more customisation available in the drive characteristics.

Economy

When it comes to running costs a 510PS, bi-turbo V6 is never going to do you any favours. It probably comes as no surprise, therefore, to find out that the Alfa Romeo Giulia Quadrifoglio is a thirsty thing.

Combined fuel consumption is 28.0mpg on the WLTP cycle, but you’d have to taking it pretty easy to see this kind of figure. Drive the Giulia in the way it implores you to, and you can expect a return of 20-ish. Still, for a 191mph car that weighs 1,620kg it’s still not that bad.

CO2 emissions, again on the WLTP cycle, are 228g/km which makes little difference in the grand scheme of things. The first-year VED is a hefty £1,910, but this is absorbed into the purchase price. Future years are at the standard rate, currently £155, and also subject to the VED Surcharge of £335 in years 2 to 6.

Given that any rivals are going to cost more than £40,000 and be subject to said surcharge, there is no splitting the Giulia from its competition. For what it’s worth, the WLTP combined consumption of a BMW M3 Competition is 27.7mpg so, yet again, it’s a pretty fair fight.

Practicality

The German super saloons have set benchmarks for practicality. The BMW M5 was always a businessman, in a three-piece suit, but with running shoes on. It could hold its own in the corporate world and then run the 100m in sub-10 seconds. In other words, it does it all.

You get the same concept of well-roundedness with the Alfa Romeo Giulia Quadrifoglio. Yes, it looks much more aggressive than the standard car, but that doesn’t impact use in the real world.

There is plenty of space in the cabin, and the outer rear seats are fine for adults. Even with the standard, bulkier sports seats (the Sparco Carbonshell options have a slimmer back) there is plenty of legroom. The 4-door configuration makes it easy to get in and out of, too.

Boot space is a rather generous 480-litres. It’s no coincidence that the BMW M3 also offers 480-litres; Alfa knows where its market is. The saloon bodyshape means that the opening is somewhat limited, but you’ll still be fine with suitcases and the like.

One aspect that is noticeable on this high-performance model is that there are some unusual traits when not being a hooligan. At slow speeds, there is a sort of grabbing sensation from the front wheels, like they are catching something. And the long gear paddles may be a godsend on the track, but they can be a nuisance when trying to operate the indicator and wiper stalks.

But niggles aside, the Giulia Quadrifoglio is an easy car to live with. It cruises comfortably on the motorway, and in Normal mode it is comfortable and refined. It isn’t a shouting lunatic all the time, which makes it better for everyday life.

Equipment

Since the Quadrifoglio is the flagship of the Giulia line-up, it is specified as such. There are some optional extras, however the standard specification is more than enough to live with. That leaves many of the extras down to personalisation touches, which is nice.

The Giulia Quadrifoglio benefits from a full aero pack, including the rear diffuser, sports bumpers, sports grille, quad exhaust and 19-inch alloy wheels. The standard colour is ‘Alfa Red’, with several others available at extra cost.

Some of the technology that is standard on the Quadrifoglio model includes Active Aero, Active Suspension, Active Torque Vectoring, Chassis Domain Control, Alfa D.N.A. Pro with Race Mode and, most importantly, a red starter button on the steering wheel. All of this helps the Giulia Quadrifoglio be one of the most competent – yet playful – handling cars out there.

When you have a car capable of 191mph, safety is paramount. The Giulia Quadrifoglio scores the maximum 5-stars in the Euro NCAP testing, helped by Autonomous Emergency Braking with pedestrian recognition, Blind Spot Monitoring, Forward Collision Warning and Lane Departure Warning; all included as standard

For an additional £1,000 the Driver Assistance Pack Plus adds Active Cruise Control, active blind spot, driver attention alert, lane keep assist, traffic jam assist and intelligent speed control.

Infotainment comes in the form of a 7-inch TFT with satellite navigation, Bluetooth connectivity, DAB digital radio, Apple CarPlay and Android Auto. There’s a wireless charging pad, and you can add a Harmon/Kardon sound theatre, complete with 15 speakers and ambient lighting, for £950.

Where the Giulia feels a little bit behind some rivals is the ability to customise the powertrain – being able to tweak the driving and handling dynamics would elevate this car to a new level. As would a digital instrument cluster with performance displays.

Value For Money

The question of ‘value for money’ is an interesting one where the Giulia Quadrifoglio is concerned. For starters, spending nigh-on £70,000 on an Alfa Romeo is enough to make anyone nervous. But that needn’t be the case.

It’s widely documented by the motoring press that this car is a serious one. It is not some tarted-up saloon with a few flaired body panels. It has a brilliant engine, huge performance and all the uprated mechanical gubbins required in a proper performance vehicle.

It’s also worth mentioning that the Giulia Quadrifoglio is often touted as a viable alternative to the BMW M3; and rightly so. Whilst the Alfa starts at £68,055 on the road, an M3 Competition – which is the only model currently available in the UK – starts at £74,250 on the road. And let’s be honest, I don’t think there will be many who will argue the German looks better…

That being said, there is possibly a greater certainty around residual values with the BMW, and there is a potential that the Giulia Quadrifoglio could see higher depreciation offset that cheaper ‘new’ price.

Some of the options can get costly, too. Carbon ceramic brakes, for example, cost £6,000. Sparco Carbonshell front seats are £3,250, as is the Akrapovic Sports Exhaust (I mean, you would; wouldn’t you!?).

These can add up and take the price of a Giulia Quadrifoglio north of £80,000. But then the same is true of the BMW: carbon ceramic brakes on that are £7,995 as an example.

So overall then, the Alfa Romeo makes a great case for itself. The driving dynamics are sufficient to make the BMW M3 keep an eye over its shoulder. And the exterior styling of this Italian beauty blows it away. Definitely one to consider if you’re after a super saloon.

Facts and Figures

The post REVIEW – Alfa Romeo Giulia Quadrifoglio appeared first on Simply Motor.

Image Gallery

Exterior Styling

The exterior styling of the Honda Civic Type-R is one of the most dividing I have ever experienced. From speaking to people during my week with the car the reaction was either absolute hatred, or fan-boy level of adoration.

To be fair, that’s completely understandable. There is just nothing subtle or understated about this car. Not least when finished in Racing Blue Pearl – this thing stands out a mile. So if you’re looking to inconspicuously go about your business, this isn’t the car for you.

The front end is aggressive and purposeful from every angle. There are several vents, from the bonnet to the bumper edges, designed to guide air to help cool the engine and brakes. The bumper is wide and muscular, and the gloss black detailing creates a striking image in the rear-view mirror of other motorists. A carbon-effect lower skirt with red pinstripe is a nice sporty flourish.

To the side you get gloss black 20-inch alloy wheels with a red pinstripe around the outer edge. The side skirts are the same carbon effect and red pinstripe as the front skirt, and there is a significant flare to the front wheel arch.

At the back there is lots going on. There is a rather large rear wing, but in addition there are also two fins at either edge of the roof, with smaller ridges in between. How much benefit they bring – aerodynamically-speaking – is not clear, but they do look impressive.

The rear bumper is as aggressive as the front, with sharp edges and a triple exhaust in the middle. Not quite sure why there are three pipes, but it certainly makes the Type-R stand out. There is also a carbon effect skirt and red pinstripe at the back, which unifies the styling from every angle.

Interior Finish

The lack of subtlety continues inside the Civic Type-R, too. Before you even open the door to climb in, you spot the very large, very red front seats. They are inviting, with huge side and leg bolsters that hold you firmly in place. What’s more, the alcantara finish is wonderfully sporty, and much more visually impressive than leather.

There’s more alcantara in the cabin – with the centre console, gear gaiter and steering wheel wrapped in the stuff. Whilst there may be questions about how an alcantara steering wheel will wear over time, there is no other material which feels as good to grip for spirited driving.

Also good to hold is the teardrop-shaped aluminium gear knob. It has a heaviness to it that feels good in the hand. Just watch out in the winter months as it gets very, very cold!

As would be expected in a Honda, the materials used in the cabin are of a high quality. The plastics are softer-touch, and these are complimented by a carbon-effect finisher and red pinstripe on the dashboard. It marries the exterior styling with the cabin, bringing that sportiness inside.

The infotainment display is neatly incorporated into the dashboard, although the interface isn’t the slickest-looking. It still feels a little aftermarket.

There’s not a great deal to say about the instrument cluster either. There is a very large rev counter with a digital speed readout and multifunction display in the centre, in which you can display a variety of dials and gauges. You also get shift lights which are cool.

But on the whole it is just nowhere near as aesthetically-pleasing as the virtual cockpits available from the likes of Seat, Audi and VW. But we can let the Honda off given the overall feeling in the cabin.

Engine/Performance

Powering the Honda Civic Type-R is a 2.0-litre, turbocharged VTEC petrol engine. Whilst purists would say that the turbo unit will never be as exciting as the older, higher-revving naturally-aspirated one; there is no denying that this is a seriously powerful engine.

With a maximum power of 320PS at 6,500rpm and peak torque of 400Nm available from as low as 2,500rpm the Civic Type-R is properly fast. 0-62mph takes 5.8 seconds, and the top speed is 168mph.

Now I know, on paper, 5.8 seconds doesn’t sound especially quick when compared to the likes of the Seat Leon Cupra 300 4DRIVE, which will do it in 5.2 seconds. But all of these VW/Audi group cars have all-wheel drive, and DSG gearboxes which include a launch programme. So inevitably they will be quicker in a straight-up 0-62mph sprint.

In reality, the Civic Type-R is blisteringly quick. The acceleration as you climb up the gears doesn’t let up. And you realise how much power this car has when the road is damp, or the tyres are cold. Because the Type-R will still be spinning its wheels in third gear.

The soundtrack is not the most exciting, but with the fakery of Active Sound Control you get a bit of atmospheric rumble in the cabin. It’s convincing enough for me, so there are no complaints.

There are three drive modes in the Type-R; Comfort, Normal and R+. These change characteristics such as throttle response, damping and steering weight. In the most hardcore R+ mode the Civic feels like dog pulling at its lead, eager to run off. It is incredibly lively, and this only enhances the sensation of speed.

Ride/Handling

Given how the Civic Type-R looks, nobody in their right mind would expect this car to have a supple and comfortable ride. It looks like spends its life on the track, and the painted-on 245/30/ZR20 tyres offer little in the way of bump absorption.

Nevertheless, you can’t knock the Honda for its efforts. In Comfort mode the steering is lighter, and the damping is on the softest setting available. It’s no Bentley, but it is tolerable on the motorway, helped by those comfortable bucket seats.

In R+ mode the car reacts to every little bump and undulation of the tarmac. I reckon in this mode running over a marble could potentially shatter your spine. But then a hardcore ride is exactly what you expect of this car.

Plus, the cornering ability with the firm setup is astounding. The Civic Type-R will corner at speeds you would not think possible. In the dry, with warm tyres and some driver bravery, you can take every corner at least 10mph than you’d expect would be safe.

The limited-slip differential works tremendously to tuck the front end in to the apex, and that 2.0-litre VTEC turbo launches you out of the other side like a maniac. The traction control is quite liberal – there is no excessive axle tramp – but I found this car most engaging with the electronic aids off, allowing you to become more in sync with the mechanics.

Rev-matching technology means that even the most aggressive downshifting is smooth, whilst the Brembo braking system with 4-pot front calipers is more than capable of ripping your face off.

There are two downsides with the Type-R. Firstly, it is hard to get the power down when wet and slippery. Secondly, R+ mode can be a little too firm and skittish for bumpier B-roads.

Economy

How good the fuel consumption on the Civic Type-R is depends largely on how you drive it. Stick to Comfort mode and take it easy, and you will be able to achieve the quoted combined 33.2mpg on the WLTP cycle. Certainly on gentler motorway stints this figure is achievable, if not beatable.

But let that VTEC Turbo run free and you will see diminishing figures. Go for a good A-road blast and expect a figure in the low-20s. That being said, any car with this level of power will have the ability to empty its tank should you drive like a maniac. So the Type-R is by no means on its own.

CO2 emissions, again on the WLTP cycle, are 193g/km. That means your first-year VED will cost £1,345. Since this is absorbed into the on-the-road price of the car it is less of an issue. Subsequent VED will be charged at the standard rate; currently £155.

The Type-R GT should come in under £40,000 even with an optional extra or two, so you needn’t worry about the VED surcharge. That will help to keep the ongoing running costs of the Type-R down.

I don’t expect that many people choose a Civic Type-R as a company car. Hardly surprising either, given that it would attract a Benefit-in-Kind charge of 37%, which is the maximum possible.

Practicality

How well the Civic Type-R would perform in your day-to-day life, or if it would work at all for that matter, will depend entirely on what you need it to do.

The biggest drawback that I can see is that the rear bench, despite being the same size as in other Civic trims, only has two seatbelts. And whilst traveling in the middle seat is never the most pleasant, the ability to do so is something that some people simply require. If you have a family of two adults and three children, you’d have to pick your least favourite to stay at home. And that’s frowned upon.

But if you don’t need rear seats often, then having only two will be of little concern. In fact, it may mean that rear-seat passengers are actually more comfortable. Even more so if Honda had fitted a centre armrest to the rear, which it didn’t.

Boot space isn’t an issue – the 420 litres offered in the Type-R is more than enough for your shopping backs or a couple of suitcases. Plus you wouldn’t want to overload it anyway – the kerb weight of 1,380kg is a little lighter than rivals, so best to keep it that way!

Despite looking like it belongs on a race track, the Civic Type-R is actually a good car to live with. If you stick to comfort mode around town and on the motorway it is comfortable enough, and the engine has ample torque to make slow-speed driving effortless. The brakes behave themselves at low speed and the diff is well-mannered so it’s not overly grabby when using full steering lock.

Bottom line; there are more family-friendly hot hatches. But considering the Type-R is at the extreme end of its segment; it does very well indeed.

Equipment

There are three models in the Civic Type-R line-up. There is the ‘regular’ Type-R. Then there is the Type-R Sport Line, which is a little bit like a toned-down version: it doesn’t have the enormous rear wing, nor the bright red seats. Lastly there is the Type-R GT which is being tested here.

All models boast a generous standard specification. Creature comforts include keyless entry and go, climate control, adaptive cruise control, auto lights and wipers, heated electrically-adjustable door mirrors and a rear-view camera.

On the safety front you get Brake Assist, Vehicle Stability Assist, Deflation Warning System, Collision Mitigation Braking System, Lane Keeping Assist, Lane Departure Warning, Road Departure Mitigation, Intelligent Speed Limiter, Intelligent-Adaptive Cruise Control and Traffic Sign Recognition. That really is comprehensive, and has helped ensure the Civic Type-R achieves a 5-star Euro NCAP rating.

Infotainment comes in the form of Honda CONNECT with 7-inch touchscreen display. Apple CarPlay and Android Auto are standard, as are DAB digital radio, Bluetooth Connectivity and USB input.

Unfortunately the interface feels a little dated now. As does the instrument cluster. I also find the preset drive modes a little restrictive – there should be a ‘custom’ one like you get on VW/Audi Group vehicles. It would be great to be able to alter the damping, steering and throttle response to find the perfect setup.

Sport Line and GT models get an enhanced specification which includes Blind Spot Information with Cross Traffic Monitor, a high-power 11-speaker setup, wireless charging pad for your telephone, front and rear parking sensors, auto-dimming rear-view mirror, electrically-folding door mirrors and Garmin navigation on the Honda CONNECT system.

The only options available across the range are more stylistic – such as the carbon exterior styling pack, or the red ambient lighting pack.

Value For Money

The hot hatch segment is bursting with choices these days, with a wide variety of cars. That can make it difficult to compare like-for-like in looking at value.

It wouldn’t necessarily be fair, for example, to compare the Honda Civic Type-R GT to the Volkswagen Golf R. Yes, they have similar power, but the Honda is strictly manual and front-wheel drive whereas the Golf is strictly automatic and all-wheel drive. They are different beasts.

So let’s look at the Civic Type-R on its own for the time being. Prices start at £34,415 for the Type-R. The Sport Line costs from £35,400 and the GT from £36,415.

Rallye Red is the standard paint colour. All other colours are £550, with the exception of the Racing Blue Pearl you see here, which is £850.

There is an optional Carbon Exterior Pack. It costs £3,660 and includes Carbon Mirror Caps, Carbon B-Pillar Decorations, the Carbon Wing Spoiler and the Carbon Rear Diffuser Decoration. Personally, I’d save the money – the standard outfit has enough kerb appeal!

Moving to the inside you have two options. First, the Carbon Interior Pack; comprising Carbon Interior Panels and the Carbon Doorstep Garnishes. It costs £1,865 and again, I just can’t see the value in it. Strangely, the configurator doesn’t allow both the Carbon Interior Pack and Carbon Exterior Pack to be specified together, which makes little sense.

The second option is the Red Illumination Pack, which includes Red Front Ambient Footlight, Illuminated Doorstep Garnishes and Red Lining Illuminations. I like the idea of this pack, but wouldn’t want to pay £880 for the effect.

The Civic Type-R is still one of the best front-wheel drive hot hatches around, and will put a smile on your face. Guaranteed. Consider the Hyundai i30 N Performance for a cheaper alternative.

Facts and Figures

The post REVIEW – Honda Civic Type-R GT 2021 appeared first on Simply Motor.

Image Gallery

Exterior Styling

It has to be said that the current Volvo line-up is, on the whole, rather stylish. The current family design started with the XC90, a car which still looks good some six years after its introduction. Each subsequent model replacement followed the same design principles.

This generation of V60 is one of the newest Volvo models, and is one of my favourite. There’s just something about the estate body style that suits a performance Volvo, reminiscent of the BTCC days.

That’s why our choice of Polestar Engineered would be the V60, not the S60 saloon. It is sympathetic to the stereotype of a big, boxy estate car that is often associated with Volvo. But it embraces that image with a modern twist.

At the front you have the ‘Thor’s hammer’ LED daytime running lights, plenty of gloss black detailing – from the grille surrounds to the bumper inserts – which offered a nice contrast to the Crystal White paint of our test car.

To the side, you get wonderful two-tone silver and gloss black alloy wheels. Standard are 19-inch versions, with a larger, 20-inch version available as an optional extra. Our test car had the larger ones.

Behind this sit the rather large Brembo brakes. Calipers finished in bright gold are an eye-catching hint that this is a serious performance vehicle. The window surrounds, roof rails and door mirrors are also finished in gloss black.

At the rear, you get a roof spoiler, gloss black bumper inserts and two rather large exhaust tips. Sculpted tail lights give a rear silhouette that’s as recognisable as those front daytime running lights.

Interior Finish

If the current Volvo exterior styling is good, the interior styling is even better. It is such a lovely place to be, with high-quality materials and an ergonomic design.

The front seats are sumptuous, with a sculpted design and significant side and leg bolsters. An extendable knee cushion provides extra comfort, allowing you to find the perfect setup behind the wheel.

The trim itself is part-leather, part-textile which, given the amount of leather in the cabin, helps keep a bit of contrast. There is leather on the dashboard, centre console and door trims, so the use of textile works well. In addition there are high-quality plastics, contrast stitching, gloss black detailing and aluminium finishers which add to the quality feel.

For the Polestar Engineered model you get gold seatbelts to match the brake calipers. It’s a very minute detail that acts as a subtle reminder of what this car is. It doesn’t need to feature carbon seats or stripped-back trim to be a performance machine. It does it the Volvo way; cleverly, and comfortably.

The fully-digital instrument cluster and portrait-oriented multimedia touchscreen are sufficient to make the V60 Polestar Engineered feel current, technologically-speaking. A greater degree of customisation of those dials – like you get in an Audi Virtual Cockpit – would be welcome. As would a slicker response on the multimedia screen. But these are not major complaints.

The overall build quality of the cabin is exceptional. There are no rattles in the trim. The feel of materials, such as the soft leather on the steering wheel, is exemplary. And there is a robustness to the switchgear that just gives off a high-quality feel. What’s more, it’s a quiet and relaxing place to be, with little noise penetrating the cabin.

Engine/Performance

There is only one engine choice in the V60 Polestar Engineered, and that’s the T8 twin-engine hybrid. It is Volvo’s most powerful powertrain, with a combined 405PS and whopping 670Nm of torque. The petrol engine produces 318PS and the Electric motor 87PS.

That’s enough to haul this slightly-hefty estate car from 0-62mph in a brisk 4.6 seconds and easily up to Volvo’s universally-applied 112mph top speed. Technically this is an All-Wheel Drive system, with the petrol engine driving the front wheels and the electric motor the rear wheels. You can feel the instantaneous shove from the electric motor and then the petrol engine kicks in to maintain that surge.

The figures make the performance of this car sound more exciting than the reality. Yes, it’s very quick, picking up speed like you wouldn’t believe. But it does so in a drama-free way. There is no raucous engine note, nor tyre-squealing hooligan-ness.

And that’s the only way in which the performance is let down. There is no sense of occasion like there was in the previous V60 Polestar. Perhaps Volvo could have introduced some artificial noise to create such occasion; with these systems becoming more convincing of late.

The transition between EV and Hybrid drive modes is very smooth, such that you don’t always notice the engine stopping and starting. You can select different drive modes; from Pure (EV) to Polestar Engineered (maximum power).

In Pure mode the V60 Polestar Engineered still drives well. Because of the instant torque from the electric motor it can still feel relatively nippy around town; despite the motor’s 87PS not sounding like much.

Ride/Handling

Some of you may recall our review of the Volvo V60 Polestar from a few years ago. And one thing we loved was the chassis and handling, with Öhlins dampers this was a modern-day reincarnation of the BTCC cars of old.

It gave us great delight, therefore, to learn that the V60 Polestar Engineered has been given a similar setup. Polestar Engineered is not just a badge, there is a great deal of work that goes into the chassis to make this car drive like no other Volvo.

It is designed to give the perfect balance of agility, control and comfort. Öhlins shock absorbers work together with Polestar Engineered front and rear springs to provide a ride with less roll and more grip when cornering. You can actually feel this from the driver’s seat. For a car weighing just over 2,000kg it corners extremely well.

Brakes are equally impressive: the V60 Polestar Engineered gets huge Brembo brakes. With 6-piston front calipers wrapped around 371mm discs, the V60 always has enough to pull up sharply.

The steering has a nice weight and is direct, although lacking in feel. And despite the front wheels having to deal with the full 320PS of the petrol engine, grip is surprisingly good. It isn’t quite as good as a ‘proper’ AWD system, like the one in the old V60 Polestar, but it’s fine in the dry.

The end result is a car that feels rather playful; wanting you to throw it into the bends and having a composed setup to deal with it, then hurl you out the other side.

None of this comes at the expense of comfort, mind. The beauty of the V60 Polestar Engineered is that it remains quiet and relaxing on a long motorway drive. It really is well balanced.

Economy

The other Ace up the Volvo’s sleeve is that in addition to being able to pin you back in your seat, and cause significant upset at the traffic lights, it can also be very fuel-efficient.

The official combined fuel consumption on the WLTP cycle is 113.0-128.4mpg, but it’s important to remember that this is a plug-in hybrid. If you have a full charge, and run in EV mode, then recharge again, you will never use a drop of fuel.

Conversely, if you run the battery down and drive everywhere solely on petrol power you might achieve 30mpg at best. Therefore it is very hard to come up with a ‘combined’ figure that applies to everyone.

For someone who rarely travels long distances, the V60 T8 Polestar Engineered could save you significant money on petrol, provided you make the effort to keep it charged. And since the electric motor provides 90bhp there’s plenty of incentive to do that.

CO2 emissions are 50g/km on the WLTP cycle. This means that first year VED is £0, subsequent VED is £145 (plus the VED surcharge in years 2-6 of £480). But it is even more important to company car users. The BIK% on a V60 T8 Polestar Engineered is just 11%. That makes this car extremely appealing to company car users, who can experience all this power and practicality for a very low tax charge.

Pure-electric range on this car is quoted as 31.1 – 36.7 miles. Actual range will vary, but expect to see just shy of 30 miles in the real world.

Practicality

The Volvo V60 is a vastly practical car. It has ample boot space, a spacious cabin, and a host of clever tech to make life easier. But does the T8 Hybrid powertrain make the V60 more or less practical?

For starters, Volvo has been very clever about how it has integrated the batteries on the T8. They lie along the spine of the chassis, but within the wheelbase of the car.

So whilst you lose some of the centre console storage, the 529 litres of boot space is undiminished from the standard car, which is remarkable considering they are sufficient to provide over 30 miles of range.

And that’s another thing which bolsters practicality – the Hybrid powertrain. If you keep it topped up at home (a full charge takes around 5.5 hours on a domestic 3-pin) you can reap all the benefits of an EV for popping to the shops or doing the school run.

But you are not prevented from going further thanks to the 60 litre fuel tank. What’s more, you can use the petrol engine to charge the battery at the push of a button to charge while you drive. It’s brilliant.

Another ticked box for us is the towing capabilities. Most EVs, and some hybrids, do not have much towing capacity; if any at all. The V60 Polestar Engineered can tow 2,000kg braked and 750kg unbraked, meaning this is still a viable choice for those who need to tow.

The versatility of the V60 Polestar Engineered is to be admired, and its use of the T8 Hybrid powertrain is inspired. This is a car you could happily live with.

Equipment

As a model, the Volvo V60 is generously equipped as standard. All models get a comprehensive safety package, which helps the V60 achieve a 5-star Euro NCAP rating. This package includes City Safety with pedestrian, cyclist and large animal detection, with front collision warning and fully automatic braking and steering support.

In addition you get Oncoming Lane Mitigation which provides steering assistance if you veer out of your lane into oncoming traffic, and Run-off Road protection, which tightens the front seatbelts should you inadvertently leave the road.

Creature comforts are not forgotten either, with all V60 models benefitting from dual-zone climate control, power-operated tailgate, rear parking sensors, cruise control with speed limiter and the 9-inch touchscreen infotainment system with Sensus navigation. Heated front seats are standard across the V60 range.

The Polestar Engineered is based off the R-Design specification, which features a sporty exterior and interior design package. It also adds keyless entry and drive, privacy glass, handsfree tailgate operation and an auto-dimming rear-view mirror.

To this R-Design specification, the Polestar Engineered models gain that wonderful tailored instrument panel, power driver seat with memory function, the Polestar Engineered Chassis, Polestar optimisation for the engine/gearbox, and premium sound by Harmon Kardon. There’s even a heated steering wheel for those colder days.

Overall the specification of the V60 Polestar Engineered are very good – but there are still a few option packs available should you wish to bolster this further. More on that in a moment.

Value For Money

It’s fair to say that experiencing the thrills and refinement of the V60 Polestar Engineered does not come cheap. Whilst the cheapest V60 in the range – the B3 Momentum – is £34,870, the T8 Polestar Engineered starts from £52,200.

And that’s before you get to the options list. For a car that is generously equipped as standard, there is still a hefty options list, and our test car had many of these options fitted.

There were some of the ‘simpler’ options – such as 20-inch alloy wheels (£850), Premium Crystal White paint (£975), Premium sound by Bowers & Wilkins (£1,000) and smartphone integration including Apple CarPlay and Android Auto (£300).

Some of the packs are a little more expensive. The Driver Assist pack costs £1,600 and includes Pilot Assist semi-autonomous motorway driving, auto-dimming rear-view and door mirrors, blind spot monitoring, cross traffic alert with auto-brake and rear collision mitigation.

The Climate pack is £375 and comprises head-up display and heated outer-rear seats.

The £500 Power Seat pack includes a power passenger seat with memory function, and power folding rear headrests.

Finally the Lounge pack (£1,400) adds an opening panoramic roof with electronic sun blind and an advanced interior air cleaner.

Overall this car is very good value for money, considering it offers a complete package of performance, practicality and efficiency. Some of the options are better value than others, so it will be up to you to decide what you really need and what can be omitted. That will be true of any rivals too, so the Volvo is not alone in this regard.

Facts and Figures

The post REVIEW – Volvo V60 T8 AWD Polestar Engineered appeared first on Simply Motor.

Image Gallery

Exterior Styling

The letters “LT” are important in the world of McLaren. They stand for “Longtail”, and that is a badge given to the most performance-focused models. Traditionally they had, well, long tails. This was to improve aerodynamics and downforce, to maximise performance on track.

Nowadays the LT badge is more symbolic – it is given to the cars which have been enhanced and improved to be better on track. That being said the 600LT Spider you see here is still longer than the 570S on which it is based. It is a whole 74mm longer, thanks mostly to the prominent air scoops at either corner of the front bumper.

In any event the 600LT Spider is, in my view, one of the prettiest McLaren’s ever made. The proportions are just perfect. Where the 720S was a little long, and felt big from the driver’s seat, the 600LT Spider is most compact, and feels inherently more nimble and agile as a result.

At the front, the headlights are shaped like the McLaren Logo. You are drawn to the huge air scoops at first, but on closer inspection there are several subtle lines and ridges, designed to direct airflow around the side of the car. It’s a beautiful thing.

To the side the 600LT Spider gets 19-inch wheels at the front and 20-inch wheels at the rear. There are huge scoops to shovel cold air into the mid-mounted twin-turbo V8, and prominent side skirts. Dihedral doors are signature McLaren; as impressive as ever.

At the back the exhausts have been shortened from the 570S –exiting the top of the engine bay. There’s a fixed rear wing, a large rear diffuser and several vents to allow for heat dissipation. The tail lights are actually thin strips – the inner section is a mesh for ventilation.

Interior Finish

The interior of the 600LT Spider is as focused as the exterior aerodynamics. On the whole the design is minimalistic – there are few distractions for the driver. You immediately notice the lack of buttons, which makes it easier to find the ones you actually need.

As standard there is a lot of alcantara in the cabin. This not only looks purposeful, but has the benefit of reducing glare which can be invaluable when pushing hard on a track. This car, however, had the optional Leather LT interior in two-tone black/orange.

The craftsmanship in the tailoring of the interior is to be admired, and there’s a certain feel of luxury that alcantara just doesn’t give. Given that this particular car is heading to McLaren’s heritage fleet, I can absolutely see why it was configured this way, with an interior that compliments the Vermillion Red exterior. But, if it was my money, I’d still keep the standard alcantara.

One option I definitely would choose, however, is the carbon fibre racing seats. They are super lightweight, and consist of a carbon shell with leather-clad pads stuck on for a bit of comfort. Now known as the ‘Senna’ seats, they are a centrepiece befitting of this magnificent car.

The portrait infotainment screen is easy to glance at, whilst the Active Dynamics panel on the centre console is easy to operate by feel alone. This area is also where the engine start button, window and roof switches are located.

The digital driver display has several interfaces, and can display plenty of information such as powertrain status, tyre pressures and temperatures. The flat-bottomed steering wheel has plenty of reach/rake adjustment to get it positioned as you wish. I was able to set it closer to me and lower in my lap, which felt perfect.

Engine/Performance

The beating heart of the 600LT Spider is the M838TE engine; a 3.8-litre, twin-turbocharged V8. It is mid-mounted for weight distribution, and sends power to the rear wheels only.

Reading the performance data of the McLaren 600LT Spider feels very much like a game of Top Trumps. And, with this card, you’re going to win a lot of rounds. Power is 600PS, with 620Nm of torque.

From resting, you will hit 62mph in 2.9 seconds, 124mph in 8.4 seconds and ultimately a top speed of 201mph.  A standing quarter mile takes 10.5 seconds. And from behind the wheel it feels every bit as fast as the figures suggest.

A firm stab at the loud pedal results in a momentary wait while the turbos spool up then you are hurled towards the horizon at a frightening pace. Once moving, with the turbos at full boost, the surge is relentless. It pins you back in your seat and your peripheral vision becomes a blur.

One of the key features of the 600LT Spider is the exhaust system. Instead of exiting at the bumper, like the 570S, they are located right on top of the engine bay. A shorter exhaust system saves weight.

It also means that the pipes are about 3 feet from the back of your head. So when you lower the roof, or the rear window, the soundtrack is like nothing else I’ve ever experienced. People sometimes criticise McLaren’s for an underwhelming soundtrack. Not this one.

Push hard and it feels like the V8 is screaming angrily, directly into your ear drums. You get to enjoy every tantalising pop and crack on gear change, thanks to ignition-cut shifting technology on the SSG gearbox. It is a sensory delight, in a way that the coupe would not be.

Ride/Handling

The other advantage of having the exhausts on top of the engine is that it frees up space in the bumper area. This allows the 600LT Spider to have a very aggressive rear diffuser, helping to generate downforce and stick the car to the road.

It’s this kind of detail that highlights the ethos of ‘LT’. The aerodynamic package on the 600LT is that little bit more extreme, designed to eke out the extra few miles per hour in every corner that add up to a big difference on the track.

And despite looking like quite a large car, the 600LT Spider weighs 1,297kg. Consider this – the 600LT Coupe weighs from 1,247kg. So even though it has a hard-top roof, with electrical operation, the Spider is only 50kg heavier, which is a remarkable feat of engineering.

And ultimately it means the 600LT Spider feels light, and nimble. The electro-hydraulic power steering lets you know what the front wheels are doing on the road; it has proper feel. What’s more, it is direct to the point where you can aim the McLaren at every apex, and hit it perfectly every time.

Grip is excellent thanks to 225-section front and 285-section rear tyres. You can choose between Pirelli P-Zero or P-Zero Trofeo R tyre, of which my car had the former. You also get independent adaptive dampers and double-wishbone suspension, the characteristics of which can be altered using the Active Dynamics panel.

Braking power comes from a carbon ceramic setup – with 390mm discs and 6-piston caliper at the front, 380mm and 4-piston caliper at the rear. There is good feel in the brake pedal, and they are progressive enough to cope with low-speed gentle braking.

Economy

There isn’t much to say on the economy of a McLaren 600LT Spider. Whether I said it does 5mpg or 55mpg is likely to make zero influence on anybody’s decision to buy one or not.

Nonetheless, in the interests in a consistently thorough review, I will say what few things there are to say about the subject.

The combined fuel consumption on the WLTP cycle is 23.2mpg. And whilst any spirited driving will see this drop sharply – into single figures, at times – it is also possible to exceed this quoted figure.

Take my journey from Woking, where I picked up the car, to Lancashire, where I live. A 250-mile trip where I took my time and just enjoyed getting to know the car. On that journey it averaged 31.3mpg which, I’m sure you’d agree, is pretty impressive.

The 600LT Spider has stop/start technology, and that 7-speed SSG gearbox is very eager to shift up in Normal mode. You can nip through town at tick-over; the engine is comfortable throughout the rev range.

CO2 emissions are 276g/km, again on the WLTP cycle. That’s not half bad when you consider that this is a 200mph+ machine.

Since the McLaren is slightly over the £40,000 threshold (okay, not slightly. The options on this car alone were over £40,000…) you will pay the VED surcharge in years 2-6. But I dare say that anyone with £250,000 to spend on a car will be able to find the extra £335 a year.

Practicality

There is an assumption – and, for the most part, an understandable one – that supercars are inherently impractical. They are hard to get in and out of, have zero visibility and are generally unpleasant in stop/start urban traffic. That’s before you even consider the lack of storage space, astronomical depreciation and eye-watering running cost.

But don’t tar them all with the same brush. Especially not the 600LT Spider because, considering this is as focused a performance machine as you will find, it handles everyday life extremely well.

Luggage space is at a bit of a premium. The front storage compartment can hold 150 litres, which is just about enough for a couple of overnight bags. In addition, there is storage underneath the tonneau cover behind the seats. This must, however, be empty if retracting the roof, so is best not to be relied upon.

As for life on the road, the Active Dynamics panel really allows you to dial back and wind up the 600LT Spider as you see fit. So when driving through town with the powertrain and handling both in Normal mode, it is pretty well-behaved. Gentle acceleration is manageable, and the gearbox works exceptionally at low speeds, keeping the revs at little more than idle.

Inevitably you will come across speed bumps, or awkward road cambers that could usually stop a supercar in its tracks. But providing you have the Security Pack, and can therefore raise the nose, the 600LT Spider is able to continue down the road.

Visibility is also great in this car. The strength of the carbon fibre chassis allows for a low scuttle and large windscreen, which gives the driver an excellent viewpoint of the road ahead. The rear-view camera also helps when manoeuvring or parking.

Equipment

Whilst there may be an abundance of personalisation options available on the 600LT Spider, many of these are stylistic; paints, wheels, interior trims and materials for example. The standard list of equipment is – as you’d hope for a car like this – quite extensive.

On the infotainment front, all cars get the 7-inch, portrait touchscreen system which has satellite navigation, buetooth connectivity, on-board memory and voice control. You also get McLaren Track Telemetry (MTT) with lap time function – great for those looking to take their 600LT Spider on track for some ultimate thrills.

Driver assistance comes in the form of anti-lock braking system, dynamic electronic stability control, traction control, hill hold assist, brake assist and cruise control. Because you have many different settings available through the Active Dynamics panel, none of these assist systems ever feel like they are spoiling the driving experience, which contributes to the communicative feel in the 600LT Spider.

Keyless entry and go is standard, as is an immobiliser and alarm with tilt sensors. And whilst Euro NCAP don’t test cars like this, occupants can be assured by front and side airbags, in addition to the strength of that carbon fibre chassis.

The headlights and taillights are full-LED, the door mirrors are electrically-adjustable and foldable, and the hardtop roof can be retracted and raised electrically.

In addition to the visual upgrades, this car benefited from a 12-speaker Bowers & Wilkins audio system, soft close doors, power-adjustable steering column with comfort exit/entry and the Security Pack. This comprises vehicle lift, front and rear parking sensors, rear view camera and car cover. It is an essential option in our opinion, the ability to raise the front of the car is invaluable.

Value For Money

The concept of value for money is a strange one when it comes to cars like the McLaren 600LT Spider. Generally speaking, supercars are not designed to offer value, they are designed to offer the pinnacle of motoring to those who can afford them.

That’s why you often find a much higher degree of customisation available on these cars, allowing the individual to get the exact specification they desire. Ironically it is the value of these extras that lost on resale since they are so individual. One man’s carbon fibre is another man’s coffee cup.

Anyway, on to the specifics of this McLaren 600LT Spider. The starting price of this car is £201,500. But with the array of options fitted to this car, the price as tested is an eye-watering £249,840. And it is a hefty £29,380 of those extras that relate to carbon fibre.

The result is one of the lightest configurations of the 600LT Spider. It’s also one of the most visually-appealing, with all that beautiful carbon fibre everywhere.

With modern supercars, it’s hard to know the ones that will appreciate in the future. Perhaps nobody at the time thought that the iconic McLaren F1 would become worth what it is today. Again, though, most people aren’t buying these cars to make money.

All that being said, the McLaren 600LT Spider represents a great buy. In terms of what it offers as a driver’s car, there is a level of communication here that is rarely found elsewhere. It is also achingly beautiful, proudly British and loved by petrolheads everywhere.

In a world where internal combustion is on a very limited shelf life, this may go down as the last of its kind. And you can’t put a price on that.

Facts and Figures

The post REVIEW – McLaren 600LT Spider appeared first on Simply Motor.

Image Gallery

Exterior Styling

The fifth generation Honda CR-V has been around since 2017. It was then refreshed in 2019 to keep it looking sharp. This is a proactive approach by Honda, and helps the CR-V feel current on the outside.

At the front, there is a prominent grille which combines chrome trim and honeycomb mesh. It’s a nice balance – any more shiny trim at the front and it might have looked a bit like the bond villains Jaws or Mr Bullion.

Either side of this grille are headlights which incorporate sweeping LED daytime running lights. There are also LED fog lights in either corner of the front bumper.

To the side, the EX Hybrid model gets 18-inch allow wheels, finished in a two-tone silver and gloss black. This offered a nice contrast to the Modern Steel Metallic paint of our test car. There is a bit more chrome on the side skirts and the window surrounds, but again this is nicely balanced.

At the rear there is a subtle roof spoiler, and one more flash of chrome across the tailgate. The taillights are slim, and extend a fair way into the tailgate.

The overall image of the CR-V EX is a premium one – with the flashes of chrome, privacy glass and a more ‘elegant’ design approach. Should you wish for more aggression there is the optional Aero Pack, but in our view this doesn’t really suit the CR-V; neither visually nor characteristically.

Interior Finish

The cabin of the Honda CR-V is very much a tale of two halves. Let’s get the grumbles out of the way first, and finish on a more positive note.

Wood-effect trim is very much a 1990’s Rover thing. Real wood can be classy, and luxurious in the right setting. But there is no right setting for the stuff used here which, quite frankly, isn’t fooling anybody. It gives the cabin a dated feel, and at this price point we’d expect better.

Secondly, the infotainment interface and instrument cluster are still feeling very dated. Once you’ve seen the Honda e, and what Honda is capable of when it comes to cabin technology and design, you will see why the CR-V is a bit disappointing. Especially when this is, essentially, the flagship model in the current line-up.

That being said, the cabin is actually a nice place to be. I especially like the Ivory leather (a no-cost option on the EX). It gives the cabin a light, airy feel, and compliments the grey exterior. There are no issues when it comes to build quality either; everything feels solidly assembled and the materials used are high quality.

The panoramic roof on the EX model lets a lot more light into the cabin, but also gives an upmarket feel.

With some improved tech, and that wood-effect trim in the bin, the CR-V’s cabin would be in a whole other league. But as it stands, the overall feel is a bit old fashioned.

Engine/Performance

Honda has opted for a self-charging Hybrid powertrain in the CR-V. There is a 2.0-litre petrol engine which is joined to two electric motors – one for propulsion and the other for regeneration – and a small 1.4kWh battery pack.

The combined output is 184PS and 315Nm, and this is sent to an adaptive 4WD system via an eCVT gearbox. And truth be told it works rather well for the most part. The CR-V is smooth to drive, and you wouldn’t really know what the hybrid system was doing if not for a display which tells you where power is coming from, and going to.

What’s more, you can use this in conjunction with the battery level to really see the hybrid system work. Under more eager acceleration the battery will drain quite rapidly, but you can feel the extra power of the electric motor. Then when you are braking or coasting you can see the battery being replenished. And because it is a small battery it recharges quite quickly.

Performance is not what you’d call exciting. 0-62mph takes 9.2 seconds and the top speed is 112mph. And take those figures as a given, because any attempt to verify the 0-62mph time will unearth the CR-V Hybrid’s biggest problem: the eCVT gearbox.

As a rule, I avidly dislike CVT gearboxes. They are unpleasant under anything other than modest acceleration, causing the engine to rev hard for extended periods of time. Yes, the theory is that you can keep the engine at its peak power, but it just doesn’t seem like the natural progression that going up through the gears gives.

The CR-V suffers from this very problem. Floor the throttle and it will hold maximum revs until you lift off. And it’s not even fast, so don’t bother.

Ride/Handling

Honda has always put the driver at the forefront of its handling characteristics. The driving position, for example, is always spot on. All of the controls are easy to reach, with sufficient adjustability in the seat and steering wheel to find the perfect balance.

In a similar style, the steering is always direct, with a sharp response to input. It may lack feel and, at times, weightiness; but the responsiveness is to be admired.

With the CR-V Hybrid, both of these statements are true. I should also add that the suspension is set up well for this car. It is towards the softer side, which is more appropriate in this car.

The downside to this setup is that there is more pitch and roll when you throw the CR-V at a B-road. But the lack of pace, and eCVT transmission annoyance means you will probably not do this all too often.

Grip is plentiful thanks to the all-wheel drive system, which moves the power around to ensure it is put to best use, though with a mighty 184PS there’s not enough to get you into trouble. What it does mean however is that even in wet, greasy conditions the CR-V Hybrid is composed and drama-free.

Motorway cruising is enjoyable with the softer suspension setup. You can settle down into those comfortable leather seats and watch the miles rack up. Thankfully when cruising the eCVT and engine work together well, keeping quiet with little noise finding its way into the cabin.

Economy

When it comes to economy, expectations have to be managed. This is a self-charging hybrid system, so it is never going to compare to a pure electric, or plug-in hybrid system for out-and-out economy. But then neither is a 48V mild hybrid system, but that’s not to say those cars aren’t economical. It’s all relative.

With a 2.0-litre petrol engine and 4WD, the CR-V Hybrid achieves 39.2mpg on the WLTP combined cycle. Considering it weighs 1,743kg that’s not half bad. And it will achieve this sort of figure in the real world.

All things considered, that’s not bad at all. It shows that the clever electric motors in the CR-V do their job well, because a 4WD SUV with a petrol engine would never see that sort of return otherwise.

CO2 emissions of 163g/km on the WLTP cycle make for first-year VED of £545. The list price of most CR-Vs, including the EX, will be beneath £40,000 if you avoid the £2,500 Aero Pack. Avoiding the VED surcharge is a bonus, and means subsequent VED costs of £145 will be much easier to stomach.

Where this self-charging hybrid falls down is for company car drivers. The CO2 figure of 163g/km means the Benefit-in-kind (BIK) rate of this car is a whopping 36%. That means a monthly tax charge of £235 for a basic rate tax payer, and £470 for a higher rate tax payer. Ouch.

Practicality

Right now, the UK does not have a viable infrastructure to support a mass movement to electric cars. That’s especially true here, up North, where I have only a handful of charging points within a reasonable distance to home.

The result is that any pure electric vehicle has practicality limitations, which can make them a hard sell. To some degree, it’s the same story with plug-in hybrids, because you either rely on the non-existent charging network or plug it in at home for 5 hours to get 25 miles of range.

The CR-V Hybrid has neither of these issues. Its clever self-charging setup is enough to bolster economy to a reasonable level, all the time. Yes, it can only go about a mile in EV mode, and it won’t ever allow you to severely cut your fuel bill. But there is no driver effort needed. No cables, or charging stops. Just get in and drive. There’s something to be said for that.

And the CR-V is a great family car to live with day to day. Even with the Hybrid setup, the boot space is a very respectable 497-litres. Leg and headroom throughout the cabin is generous, and with goodies such as heated rear seats on the EX model, all passengers are going to feel like VIPs.

Unfortunately it’s not the same story when it comes to towing – the CR-V Hybrid is rated for a measly 750kg braked, which means the caravan has to stay at home. But considering how the eCVT would likely behave with a caravan in tow, that’s probably for the best…

Equipment

The Honda CR-V range as a whole is well-equipped, especially when it comes to safety. All grades get Honda Sensing safety technology suite, which helps the CR-V achieve a 5-star Euro NCAP rating.

The standard offering includes collision mitigation braking system, lane departure warning, road departure mitigation, lane keep assist, intelligent adaptive cruise control, traffic sign recognition and intelligent speed limiter.

For models with CVT transmission the adaptive cruise control also has low-speed following function, whereby the car can come to complete stop if the car in front does. Simply tap the accelerator once the car in front moves, and it will carry on as before.

All models get alloy wheels, LED headlights, auto lights, climate control, DAB radio, Bluetooth connectivity and driver lumbar support.

SE specification adds auto wipers, dual-zone climate control, Honda CONNECT with Garmin Navigation, Apple CarPlay and AndroidAuto.

SR trim adds privacy glass, leather upholstery, heated front seats, keyless entry and go, bling spot monitoring with cross-traffic alert and passenger lumbar support.

At the top of the CR-V line-up is the EX grade, which adds an opening panoramic roof, head-up display, heated steering wheel, heated outer rear seats, hands-free power tailgate and a power-adjust driver seat with memory function.

The way the range is set up is great; allowing you to select the model which has what you want, with a gradually-increasing standard specification. There are no huge options lists to worry about, either.

It would be good to see Honda introduce some of the more modern technologies into the car – the infotainment system could be slicker, there is no wireless charging pad for your telephone, and a digital instrument cluster would be nice.

Value For Money

The ‘normal’ CR-V range starts at £33,090 on the road, for the SR trim with 1.5-litre turbocharged petrol engine and CVT gearbox. But for £33,120 you can get the SE trim with the same engine, but a 6-speed manual gearbox. Personally this would be a wise choice, but then I really dislike CVT transmissions…

If you get into the Hybrid powertrain, the starting price is actually cheaper, at £30,880 for the S grade with 2WD. Unfortunately all Hybrid models have the eCVT transmission…

Moving up the trims there is a Sport Line which is 2WD only, SE and SR grades which are 2WD or 4WD, and the range-topping EX that is 4WD only.

The range-topper as tested here starts at £39,840, with all other models sitting somewhere between the 2WD S and this. Given there aren’t many optional extras available – bar a few styling packs – you simply have to decide which grade suits you best.

In that sense the CR-V is decent value for money; what you see is what you get, and there are no meaty options lists to send the price soaring.

The problem with the CR-V Hybrid is that there are a lot of cars in this segment, which means that buyers have a lot to choose from. Certainly the Kia Sportage – now available as a 48V mild hybrid – is strong competition with a very impressive specification for quite a bit less.

Ultimately it depends what you are looking for in a ‘Hybrid’. The Honda CR-V sits above the mild hybrid, but below the plug in, which gives it a somewhat of a niche.

Facts and Figures

The post REVIEW – Honda CR-V Hybrid EX appeared first on Simply Motor.

Image Gallery

Exterior Styling

With every iteration, the Skoda Octavia vRS has become increasingly handsome. This latest version is by far the best looking to date, both in Hatch and Estate form. Finished in one of my favourite Skoda colours – Velvet Red Metallic – it was a lovely thing to look at on the driveway.

At the front the split headlights have gone, replaced by a slimmer, sleeker-looking single unit. The LED daytime running lights compliment the bumper lines, and give a sharp, aggressive look.

There is gloss black detailing on the grille, the bumpers, door mirrors, window surrounds and even the shark-fin aerial. Paired with a bright colour like Velvet Red or Race Blue, this contrast works well. Even the “SKODA” lettering on the tailgate is black.

The 19-inch alloys on the latest vRS are a new design, but somewhat similar to the previous model, which is no bad thing. They suit this car very well – filling the arches nicely.

At the rear, the use of the word “SKODA” as opposed to the badge gives a more premium feel, whilst the tail lights are also slimmer and sleeker than before. Like the front, this aspect of the car seems more aggressive than before, giving the vRS a purposeful look.

Neatly nestled into the rear valance are a pair of large exhaust tips. They are mostly for show, but they look good nonetheless.

Interior Finish

The changes on the exterior may be impressive, but they are nothing compared to how the cabin has been elevated from the previous model. I am going to put it out there that this cabin is actually nicer than the Volkswagen Golf GTi, and that’s a huge acclaim for Skoda.

Unlike previous models, the latest Octavia vRS has ditched practically all of the hard, scratchy plastics. They are still present – take the lower centre console and door grab handles as examples – but they are much harder to find, and not in the areas that matter the most.

The area that does matter the most – the dashboard – is the main reason I rate the Octavia vRS so highly. The use of alcantara, with contrast red stitching – is inspired. It gives a distinct motorsport feel to the cabin that really makes the vRS stand out.

This feel is only enhanced by the chunky, perforated leather steering wheel, and the pair of enormous front bucket seats, again with plenty of red contrasting details.

I have to confess that I am not a huge fan of the new rocker switch gear selector, although it is a minimalist touch. I am, however, a big fan of the 10.25-inch Virtual Cockpit and the Columbus navigation system with large 10-inch touchscreen display.

And that touchscreen is neatly incorporated into the dashboard. It isn’t flush-fitting, nor is it perched atop the dashboard. It is designed to stand out as a design feature, and rightly so. There is even a touch slider to adjust the volume, which is a novel feature.

Engine/Performance

Potentially the most controversial aspect of this particular model is the vRS designation on a plug-in hybrid. Purists may argue that it waters down the vRS branding, and that SportLine trim would suffice.

On the flip side, environmental-based regulation is forcing car manufacturers to downside engines, cut emissions and reduce the reliance on traditional fuels. In that regard the iV makes sense – it may not be long before this is the only vRS available.

So what exactly is the iV powertrain? Well, it is a 1.4-litre, 4-cylinder turbocharged petrol engine, helped by an 85kW electric motor.

Combined power is 245PS – the same as the 2.0-litre TSI petrol engine – and torque is 400Nm, which is actually more than the petrol version.

As a result, the on-paper performance reads well; 0-62mph in 7.2 seconds and a top speed of 139mph. That’s half a second slower than the petrol engine, which isn’t a bad trade-off for the extra fuel economy benefits.

But from the driving seat, the iV just doesn’t feel like a vRS. With the instant boost from the electric motor, the iV picks up well. But the petrol engine never seems all that happy to be pushed hard like a vRS should be. It sounds unpleasant at higher revs and seems much happier being driven like a hybrid – just working with the electric motor at low revs to use as little fuel as possible.

The other downside to having a hybrid system is that the lump of torque from the electric motor is more than enough to slip the front wheels.

On balance, this is not a powertrain designed with the keen driver in mind so, unfortunately, it wouldn’t be the vRS I’d choose.

Ride/Handling

If there is one thing that can easily spoil the handling of a car, it would be weight. Whether it be a poor weight distribution, top-heavy centre of gravity or just sheer bulk, it can have a severely detrimental effect on how cars behave when you throw them into corners.

With the Skoda Octavia vRS iV, the electric motor and battery pack adds around 200kg over the standard car. That equates to around 13 percent, which is a lot. And the problem here is that the Skoda Octavia is one of the largest hot hatches around, so it doesn’t really have the room to add that extra bulk.

And when you start to throw the vRS iV at some corners, you can feel every extra kilogram. You would expect a hot hatch to be playful round the bends, but the iV feels like it just stumbles from one to the next, not really enjoying the experience.

The sheer torque of that electric motor doesn’t help things either. Under lock, the iV has a tendency to slip its inside wheel. This only adds to the handling woes, and makes it hard to justify the vRS iV if you’re looking to regularly enjoy your favourite rode.

It has to be said that this particular test car didn’t have the optional Dynamic Chassis Control. It’s possible that with better control of the damping, some of the problems could have been mitigated.

When you’re not being a hooligan, however, the vRS iV is very comfortable. Motorway cruising is great, and around town it absorbs the lumps and bumps well. So if you opt for the iV, play to its strengths. Take the scenic route, but slow down and enjoy the view.

Economy

One of the main aspects that appeals about the Octavia vRS iV is the ability to own a performance-oriented car without having astronomical fuel bills.

On paper, the iV certainly delivers, with a combined fuel consumption of 176.6 – 235.4mpg on the WLTP combined cycle. That might sound remarkable, but before you run off to the dealership to place an order, let me explain a little further.

How efficient the iV is will depend entirely on how you use it. Let’s say you pop to the shops a couple of times per week, and charge up in between, you will use virtually no petrol, ever. So you would have ‘infinity’ miles per gallon.

On the flip side, if you regularly drive long motorway journeys with no time to stop and charge, you will use mostly petrol, and come nowhere near 176.6mpg.

What I can say is that the pure-electric range of the Octavia vRS iV is up to 43 miles on the WLTP cycle, and a full charge takes around five and a half hours on a domestic 3-pin socket.

Company car drivers will be pleased to hear the vRS iV has emissions of 27 – 36g/km on the WLTP cycle. That equates to a company car BIK% of 11%, which is much better than the 35% of the petrol vRS Estate.

From a VED perspective the first year rate is £nil, and currently £145 thereafter. The Octavia vRS iV is classified as an “Alternative” fuel type vehicle. What’s more, even with a few extras this Octavia was below £40,000 which means it avoids the VED surcharge too. You can’t ask for more than that!

Practicality

As a car to live with, the Octavia vRS iV Estate is a great companion. It handles the trials and troubles of family life with ease. There is plenty of room in the back, and even taller adults will find the outer-rear seats comfortable on a long drive. The middle seat is less comfortable, but still fine for kids.

The benefits of the iV powertrain is that, unlike a pure-electric vehicle, you can travel further without restriction. And yes, rapid chargers may sound good in practice, but if you are traveling the length of the country do you really want to stop at a services once (or maybe twice) for 40-odd minutes whilst it charges? Probably not. In the vRS iV, you just fill up with petrol and off you go.

There are, however, two main downside to the iV powertrain. First, having a large battery pack and an electric motor in addition to the petrol engine means you lose some boot space.

In the vRS iV Estate, you get a healthy 490 litres. But that represents a 150-litre reduction from the ‘regular’ vRS, with its cavernous 640 litre boot space. Even the vRS Hatch has more space – at a very impressive 600 litres.

Secondly, the iV is not rated for towing. If you want to drag something behind you, such as a caravan, this isn’t the Octavia for you. The other vRS’s in the range can tow 1,600kg braked, and the 200PS TDI 4×4 can tow 2,000kg braked.

Equipment

If there weren’t already enough reasons to buy the new Skoda Octavia, just wait until you get a load of the standard specification. It’s definitely what you’d call generous. It may not be as comprehensive as, say, a Kia or Hyundai, but there is some logic to that.

With a Kia, if you want a certain feature, you have to buy the trim that has it. With Skoda, you can bolster any level of trim you like, meaning you don’t necessarily have to have the top-spec model to get the best toys.

As it is, all Octavia models have a great standard spec. Alloy wheels, LED headlights and tail lights, electrically-adjustable heated door mirrors, rear parking sensors, dual-zone air conditioning, light and rain sensors, and cruise control with speed limiter are all standard across the range.

The safety equipment is similarly impressive – and helps the Octavia achieve a full 5-star Euro NCAP rating. These systems include Collision Avoidance Assist, Turn Assist and Exit Warning.

By the time we come to the vRS iV, the specification is even greater. Included as standard on this trim is Adaptive Cruise Control, Columbus satellite navigation with 10-inch touchscreen display, electrically-operated boot, keyless entry and go, lane assist, Virtual Cockpit, and a wireless Smartlink for Apple CarPlay.

There are some options available should you wish to enhance this specification further. The most appealing ones include wireless mobile phone charging, panoramic sunroof, winter pack, blind spot detection and Dynamic Chassis Control. These vary in cost but can certainly add an extra something to your Octavia – I mean who wouldn’t like to point out heated rear seats to their friends?!

Value For Money

Whether or not you will view the iV variant of the vRS as good value for money will depend on the type of purchaser you are.

IF you are a company car user, this is probably the only vRS you could probably justify as a P11D benefit, so you might well be all but tied to this powertrain. And, if that is the case, you will be able to enjoy an element of the power and performance for a reasonable monthly charge.

For private buyers, however, the iV is a little harder to justify. Take the vRS Estate you see here. For an iV, the starting price is £36,875 on the road. For a 245PS petrol with 6-speed manual gearbox the price is £31,850. That’s just over £5,000 cheaper. And if you want a DSG version it’s £33,530. That’s still £3,345 cheaper than the iV, and to a private buyer that’s not insignificant.

For me it’s not just about the price, either. The reason to buy a vRS is because you want a hot hatch experience. The Octavia is a big car already, but the extra weight of the batteries and electric motor are detrimental to the nimbleness of the car to such a degree that it’s not all that fun on a tight, twisty B-road. In other words, it’s not a ‘true’ vRS.

For that reason my gut tells me I’d save myself the full £5,000 and buy a 245PS manual. Incidentally I have that car booked in to test very soon, so let’s see if I change my mind…

Facts and Figures

The post REVIEW – Skoda Octavia vRS 245PS iV appeared first on Simply Motor.

Image Gallery

Exterior Styling

If you want to quietly go about your business in an unassuming way, then it’s probably best not to drive a Jeep Wrangler. Not least one that is finished in Firecracker Red. This thing stands out a mile, but for me that’s part of its charm.

We know from the recently-reviewed Jeep Renegade 4xe that Jeep is a brand steeped in heritage, and one that likes to display this with pride.

It’s no coincidence, then, that the Wrangler has the same front end design as a post-war Willy’s Jeep. The circular lamps either side of the slatted grille are now a well-known Jeep motif, so the Wrangler is instantly recognisable.

The Overland model gets 18-inch alloy wheels which are nice, but not so nice that you’d care about getting them dirty.

There is a bulge in the bonnet which suggest a powerful unit beneath (more on that later…) and the overall appearance is a rugged one. From the front bumper – which seems to extend about a foot from the rest of the car – to the side steps and huge arches, this is a vehicle that looks like it will go anywhere.

There are visible hinges everywhere which gives a rustic charm, but they are not just for appearances…

You see, this is the Wrangler Unlimited. And the ‘unlimited’ part of that name relates to the open-air options available to you. Because, with nothing more than a Christmas-cracker tool kit, you can remove the doors, the roof, and even fold down the windscreen.

Though it has to be said this look is more suited to the California surf scene than it is to the British A-roads, it’s still an impressive trick that means when the sun is out you can leave the roof at home.

Interior Finish

One of the most surprising aspects of the Jeep Wrangler was the quality and refinement of the cabin. When you see this car you conjure up images of the previous Land Rover Defender and would be forgiven for thinking that it is old, outdated and cramped inside.

You would, however, be wrong to do so. Jeep has given the Wrangler a well-balanced cabin in terms of being tough enough and rugged to deal with an off-road lifestyle, but also being luxurious enough to befit a car that costs upwards of £50,000.

There is plenty of leather around, from the seats to the dashboard steering wheel, handbrake and gear shifter. It’s of a good quality with contrast stitching too.

Switchgear has a certain rustic appearance to it, but it’s all good-quality modern fittings and the cabin feels solidly assembled. Especially impressive for a car with so many removable parts.

The deep instrument bezels are simple yet elegant, with a crisp multi-function display in between. The central infotainment touchscreen has a tough-looking surround.

There are plenty of well-placed grab handles for the times you might need them, and there are neat little touches like the covers over the USB/power sockets to stop them getting filled with sand/mud when not in use.

In yet another nod to the Jeep heritage, you can spot the Willy’s Jeep motif in the lower driver’s-side corner of the windscreen, which encourages you to take the difficult route.

Engine/Performance

Lying under that bulging bonnet of this particular Wrangler was a rather interesting engine. It’s a 2.0-litre turbocharged 4-cylinder petrol engine, and it can also be found in the Alfa Romeo Giulia and Stelvio.

Like in the Alfa Romeos, the engine here produces an impressive 280PS and 400Nm of torque. It is mated to an 8-speed automatic gearbox, and the Wrangler has selectable 2WD or 4WD.

It’s not the nicest-sounding engine out there. It revs happily enough, but in a typically boring-sounding, 4-cylinder sort of way. And with this power plant under the bonnet, this 1,863kg Jeep Wrangler can go from 0-62mph in 7.4 seconds, and on to a top speed of 110mph.

The acceleration is a pleasant surprise. You get in a car like this and expect it to feel slow and unresponsive. But with a slick 8-speed automatic and that brilliant engine, this feels genuinely nippy. It can, and will, cause upset to other motorists at the lights. And from the driver’s seat that’s a hoot and a half.

With 4WD engaged there is no issue getting that power down, whatever the weather and road surface conditions may be. Even in torrential rain the Wrangler feels like it will achieve close to its claimed 0-62mph time.

And whilst this engine is not the nicest-sounding at 6,000rpm when you’re driving like a lunatic, it is quiet and unintrusive when cruising on the motorway. The 8-speed gearbox helps in this regard, too. Most of the noise you get on the motorway comes from those obscenely-large door mirrors hitting the air at 70mph. Other than that the Wrangler is actually surprisingly refined.

Ride/Handling

When it comes to the in-car experience, the Jeep Wrangler is all about managing your expectations. This is, after all, a car that is meant to tackle seriously gnarly terrain. It has high ground clearance, low-ratio gearbox, and trail-rated suspension.

It would therefore be wholly unreasonable to expect the Wrangler to behave like a Bentley on the road. Because it simply won’t. What it will do, however, is be surprisingly pleasant to drive as an all-rounder.

The ride is a little lumpy, which is somewhat inevitable given the tyres and suspension. But on the motorway it is comfortable enough and you wouldn’t be scared to take this on a long slog – the big comfortable front seats help in this regard too.

Steering is a little on the vague side, with non-existent feel. But the Wrangler does respond well to inputs. There is plenty of grip through the 4WD system, and plenty of grunt from that 280PS engine, such that the Wrangler can be almost entertaining on a sweeping A-road.

And the handling is good in whatever conditions you point the Wrangler at. Heavy rain, snow, mud, it doesn’t matter. The pedigree of Jeep in this regard is not to be ignored, and the Wrangler is no doubt capable of far more than will ever be asked of it.

It’s for that reason that the on-road behaviour needs to be half decent because, as with most SUVs in the UK – they will seldom be taken off anything worse than a gravel car park…

Economy

OK so let’s assess what we have here: American marque; check. Large SUV; check. Powerful petrol engine; check. That combination would lead you to believe the Jeep Wrangler would guzzle fuel like a marathon runner in 30-degree heat.

That’s what I expected, anyway. So it was with bated breath that I flicked the trip computer onto fuel consumption to find that I had actually averaged more than the claimed 24.8mpg. All things considered (the main ‘thing’ being my exuberant use of the 280PS on offer) I wouldn’t be complaining at that return from this car.

Yes, objectively speaking that isn’t altogether ‘economical’ but then a less powerful diesel model won’t do you much better, so why not have the extra power of the 280PS and enjoy it!

CO2 emissions are 260g/km on the WLTP cycle, so this isn’t a great car for company car users. Not like I expect anyone, anywhere has a Wrangler as a company car…

VED in the first year is £2,245 (gulp!) and from then on is £155. But, with a price tag over £40,000 it falls foul of the VED Surcharge, which means you have more to pay in years 2 through 6. That amount is currently £335 extra, or £490 in total.

But when you consider the Wrangler alongside its competitors, all will incur the VED surcharge, and the first-year rate is absorbed into the price. So it’s all par for the course anyway.

Practicality

We all know that in SUV, ‘U’ is for ‘Utility’. By their very nature, these types of vehicles are supposed to do anything and go anywhere. So how does the Wrangler fare?

When it comes to ‘go anywhere’ there are absolutely no issues. The ‘trail-rated’ status of the Wrangler’s 4WD system basically means it is not just for show. This can really can tackle proper off-road situations with as much ease as it can pop to the local shops.

The concept of ‘do anything’ is quite far-reaching. Cabin space is fine, although it has to be said that the incorporated roll-over protection does use up a little head room.

But that’s the price to be paid for the ability to remove the roof, which is a practicality benefit in itself. The prospect of open-air off-roading – or on-roading for that matter – is something rarely found. This would be the Wrangler Unlimited’s party piece.

I have to point out one potential downside of removing the roof… having somewhere to put it. This is a not-insignificant bit of bodywork, and you would need a clear garage to be able to put it somewhere. If you Google the issue, you will see several Wrangler owners have developed rather ingenious pulley setups in their garage for such purpose.

Boot space is a generous 548 litres, and the side-hinged tailgate means there is a large loading space for bulky items. The downside is that you need to leave plenty of room to be able to open it fully.

Towing capabilities on this model are a respectable 2,495kg braked and 750kg unbraked, which should be more than enough for the horse box, caravan or car trailer.

Equipment

Given where the Wrangler range sits in terms of price point, I was expecting a decent specification. Thankfully, the Jeep didn’t let me down. Even entry-level Sahara trim has plenty of standard kit.

All 4 Door Wrangler models feature alloy wheels, reversing camera, rear parking sensors, cruise control, push button start and tyre pressure monitoring.

On the inside there is an 8.4-inch touchscreen multimedia system with satellite navigation, 9-speaker Alpine audio system with subwoofer and Bluetooth connectivity. There is also ambient LED interior lighting, power windows, climate control, leather steering wheel and 6-way manually-adjusted driver’s seat with 2-way lumbar support.

It’s the safety department, however, that appears to be lacking. Standard equipment comprises front side airbags, stability control, active speed limiting and not a lot else. It’s part of the reason the Wrangler scored a dismal 1-star Euro NCAP rating, which is borderline unacceptable in this day and age. It is somewhat excusable though for a car which is designed to have the majority of its panels removed…

Overland trim, which is the one I tested, gains blind spot detection with cross-traffic alert to bolster its safety offering. IT also gets keyless entry, leather seats and heated front seats.

The Rubicon model gets uprated Tru-Lok differentials, rock rails, and a front sway bar. This is the most ‘hardcore’ off-roader in the range, whereas the Overland I tested feels like the more premium ‘everyday’ offering.

Value For Money

The Jeep Wrangler is not a cheap car to buy. The cheapest 4 Door model is the Sahara, priced at £48,850 on the road. Interestingly that model comes with the 280PS petrol engine, which would definitely be my choice over the 2.2-litre diesel available in other grades.

There isn’t much variation in price between all the different models. The 4 Door Overland model tested here starts at £51,150 on the road. To that my test car had only one addition; Firecracker Red paint at a cost of £675. Price as tested is £51,825.

There are a few other options/packs available, and given the poor Euro NCAP score I’d be inclined to select the £780 Safety Pack, which includes forward collision warning with autonomous emergency braking, brake assist and adaptive cruise control. Well worth the money in my eyes.

There are a range of roof options – soft tops, dual top, the list goes on. But I wouldn’t be giving too much thought to that in the UK – the standard setup is more than flexible enough.

It is also worth adding that whilst, on the face of it, the Wrangler seems very expensive, it is also a car known to hold value. If you don’t believe me, then just head to the classifieds and see for yourself. There are not all too many of them about, which makes them more valuable on the second-hand market.

And when you stack the Wrangler up against its rivals – namely the Land Rover Defender and Mercedes-Benz G-Class – it doesn’t seem such a silly price by comparison.

Facts and Figures

The post REVIEW – Jeep Wrangler 4 Door Overland appeared first on Simply Motor.

Image Gallery

Exterior Styling

The Jeep Renegade has been around since late 2014. It got a facelift in 2018, but ultimately this is a shame we’re rather familiar with. And it has to be said that it is not one that is universally liked.

This model is the all-new Renegade 4xe, Jeep’s first plug-in hybrid model. Visually, however, it is nigh-on identical to the ‘regular’ models. Finished in metallic ‘Bikini’ it certainly stands out in a crowd.

At the front there are some nods to Jeep’s heritage, with the circular headlights and grill reminiscent of the Willy’s Jeep. Look closely at the windscreen and you will spot the motif of that same car. Jeep does not hide this heritage, and that’s a good thing.

Offsetting the bold Bikini paint is plenty of black trim, mostly around the lower areas of the body. This not only gives a rugged feel, but helps to tone down the brightness of that paint to prevent it being too strong. The matt black bonnet detail is a nice touch, too.

The side profile of the Renegade highlights just how, erm, square it is. And nothing emphasises the problem of putting a round peg in a square hole more than the wheels/wheel-arch on this car. It just looks wrong… The wheels themselves are alright – 17-inch two-tone black and silver.

At the rear, the square tail lights are re-designed and feature another Willy’s Jeep motif in the centre. There are 4xe and Trailhawk badges, while the overall shape is somewhat muscular.

Interior Finish

Stepping inside the range-topping Trailhawk model was a little bit disappointing on the whole. It may have leather seats, but that’s pretty much where the luxury ends. And on a car costing (as tested) almost £40,000 you’d hope for a little bit more in terms of a quality finish.

The seats themselves are very nice. They are nicely bucketed, with contrasting red stitching and embroidered Trailhawk lettering. There are other red flashes throughout the cabin, on the centre console, vent surrounds and speaker surrounds.

The speaker surrounds are interesting for another reason: they feature yet another Willy’s Jeep motif. (Have you lost count yet?)

One of the main problems in the interior is the use of materials. Whilst we appreciate that the Renegade 4xe has a trail-rated 4×4 system, and has to be somewhat ‘rugged’, it’s probably fair to say that most Renegades will spend most of their time on the road.

As such, the use of hard, scratchy plastics could have been confined to lower down in the cabin. As it is, the entire dashboard feels a little on the cheap side.

Switchgear is good quality, and feels well put-together. And whilst the instrument cluster is a little on the boring side, there’s nothing overly offensive about it. Unfortunately the same can’t be said of the infotainment screen. It’s a responsive touchscreen, but the actual interface and graphics just feel inferior to other systems on the market.

Engine/Performance

The Renegade 4xe is Jeep’s first foray into the world of plug-in hybrid vehicles. It is a big step forward for the brand, and will open up a new market of potential customers: company car drivers looking for cheaper Benefit-in-kind (BIK) charges.

So what’s the setup in the Renegade then? There is a 1.3-litre, four-cylinder turbocharged petrol engine, and an electric motor. And whilst this car may have a ‘trail rated’ 4×4 system, it is slightly unconventional in that the petrol engine powers the front wheels, and the electric motor powers the rear.

The combined output of the hybrid system is an impressive 240PS and 350Nm of torque. There is only one gearbox option – a 6-speed automatic – and this is designed to smooth out the driving experience as the car flips and changes between internal combustion and electricity.

Put the Renegade in Sport driving mode and you get the full power from both engine and electric motor – the 4xe will go from 0-62mph in a sprightly 7.1 seconds and on to a top speed of 124mph. Impressively, the Renegade can travel at up to 80mph in pure-electric mode.

Not so impressive is the soundtrack. You can tell that this engine was designed to work with the electric motor, at low revs. Anything past 3,000rpm and the unpleasant din lets you know the engine just doesn’t want to do it.

It’s a bit of a shame because there is a lot of fun to be had from this powertrain in sport mode. And in a world still somewhat hesitant about the electrification of cars, it’s ironic that here the driving experience is let down by the petrol engine.

Drive in pure-electric mode and the Renegade feels nippy around town, responding with the instantaneousness expected from electric motors.

Ride/Handling

It may be obvious just from looking at it, but the Renegade is not a car built for cornering at speed. Notwithstanding the age-old stereotype surrounding American cars and non-straight pieces of tarmac, this is a tall car with ample ground clearance and suspension travel.

The result is a car that is prone to significant pitching when cornering, at which point you’ll certainly be glad of the supportive seats.

This problem is amplified by the rather powerful 4xe powertrain. With a combined 240PS you arrive at corners traveling more quickly than you expect, but the Renegade struggles to carry this speed through the bends.

Grip from the hybrid four-wheel drive is very good, due to the nature of the setup. It is electric motors, with their instant torque, that have a tendency to spin wheels.

That’s especially true when they power the front wheels, which have steering to worry about too. But because the electricity powers the rear of this vehicle, the grip levels are more balanced and predictable, even with the most aggressive driving.

Away from the twisty B-roads, the Renegade 4xe is a pleasant car to travel in. It doesn’t wallow around too much, and is reasonably comfortable on the motorway.

But there are cars that are much better on-road handlers. Sure, the Renegade has off-road credentials. But if you’re not planning on straying too far from the tarmac, as I suspect the majority of potential buyers are not, then it begs the question “what’s the point?”.

Economy

One of the main reasons to buy a plug-in hybrid vehicle is to use less fuel, and reduce the environmental impact of car ownership. That’s all well and good, but the scepticism of plug-in models comes from a history of poor full-electric range, and disappointing real-world economy. They are often seen as a ‘cheat’ to lower company car tax due to reduced emissions.

The Renegade 4xe makes a good case for itself as to how that perception might not be accurate nowadays. It has a pure-electric range of 26 miles, and my time with the car suggests this is a realistic claim.

From a charging perspective you can plug the Renegade in at home, and replenish the battery in around 5.5 hours. Depending on the frequency and distance of your journeys, this may be adequate.

Alternatively, there is an E-Save driving mode, which when used in conjunction with the maximum regeneration mode will charge the battery. This is useful if you’re going on a longer motorway stint, giving you a full charge when you arrive in a quaint village at the other end.

The combined fuel consumption is a claimed 128.4mpg. The problem with this figure is that it is entirely subjective. It may be based on the WLTP cycle, which we know to be more realistic. But with a plug-in your fuel consumption depends entirely on how you use it.

If you only ever do the school run and pop to the shops, you might use one tank of fuel a year, running off battery alone. But if you are forever up and down the M6 with work, you are unlikely to see 128.4mpg. Ever.

CO2 is 51-52g/km, which means first-year VED of £15 (currently £140 thereafter) and a company car tax of 14% from April 2021.

Practicality

As a family car, the Jeep Renegade has a lot going for it. In terms of space, it is generous throughout. Headroom is plentiful, thanks mostly to the tall stature. Legroom in the rear is fine even for taller adults, and front seat passengers will be able to stretch out comfortably.

Despite being a hybrid, with an additional motor and batteries to house, the Renegade 4xe still boasts 330 litres of boot space. The load area is a good size, making it easy for loading bulkier items, especially with the rear seats folded down and making use of the car’s height.

On the Hybrid front, the Renegade 4xe is a very easy car to live with. This is mostly due to the flexibility with which you can run and charge it. You can potter around town in pure electric mode, and charge using a 3-pin plug at home.

Or, conversely, you can opt to save all battery and even use the petrol engine to charge the battery on the move. For me, it was a mixture of both. And that level of flexibility makes a good case for running a plug-in hybrid.

It is also interesting to note that the Jeep Renegade is a credible off-roader. The four-wheel drive system may be a hybrid, but there are still several off-road drive modes designed to tailor the system to the conditions underfoot.

From snow to sand and mud, the Renegade 4xe has you covered. There’s even a low-ratio mode and 4WD lock function for especially tricky situations. It’s hard to imagine that this Bikini-coloured car would ever find itself in such situations, but it’s reassuring to know the capability is there.

Equipment

On the whole, the Renegade is a well-equipped car. Even the ‘base’ model Longitude boasts a fair amount of standard kit.

All Renegade models feature the Uconnect 8.4-inch touchscreen infotainment system with satellite navigation, Bluetooth hands-free technology, Apple CarPlay and Android Auto.

Convenience features include cruise control, speed limiter, power windows, dual-zone automatic air conditioning and rear parking sensors.

Safety equipment comes in the form of traffic sign recognition, intelligent speed assist, forward collision warning with autonomous emergency braking and lane departure warning. Despite this seemingly generous array, the Renegade only achieves a disappointing 3-star Euro NCAP score.

In addition to the above, 4xe models get a PHEV-specific TFT display, selec-terrain 4WD system and driver fatigue sensor.

Additional specification on Limited models includes adaptive cruise control, front parking sensors, full LED lighting pack, leather upholstery, heated front seats and steering wheel and a premium instrument cluster.

Range-topping Trailhawk trim adds hill descent control, off-road skid plates (under-floor protection), privacy glass, matte black bonnet decal, rear tow hook, Trailhawk-specific seat stitching and 17-inch off-road wheels.

The 4xe Trailhawk also boasts a reversible and height-adjustable cargo floor, and a Parking Pack, which comprises a rear-view camera, parallel and perpendicular park assist, and blind spot monitoring with rear cross path detection.

There aren’t many options available on the Renegade, in fact our test car had pretty much everything available. Some omissions from the equipment wish list would be ventilated front seats, heated rear seats, fully-digital instrument cluster, wireless mobile charging pad and perhaps some ambient lighting in the cabin.

The tech in the Jeep Renegade just feels a little dated now – even the Uconnect infotainment system has an aftermarket feel to it.

Value For Money

One of the main barriers preventing the electrification of cars being a mass-market solution often comes in the form of a high price. Whilst it is appreciated that the technology inevitably costs more, the willingness of motorists to go out and pay more for these cars is low.

Take this Renegade 4xe as a prime example. The cheapest ‘regular’ Renegade, the Longitude, is £23,400. The range-topping Limited is £28,200.

Then we come to the 4xe models. A PHEV Longitude model is £32,600, and a Limited is £34,500. The range-topping Trailhawk tested here starts at a whopping £36,500.

And it doesn’t end there either. My test car featured a few optional extras: Bikini paint is £700. The Function Pack is another £700 and consists of keyless entry and drive, power-folding heated door mirrors, and one-touch windows. A Mode 3 charging cable – for use at public charging points – is £300, and a temporary spare wheel is £250.

That takes the price of this car, as tested, to £38,450. As pleasant as it may be, and as clever as the hybrid system is, that’s always going to be a hard sell.

If you need the off-road capabilities, you are probably less interested in the 4xe than other models in the Renegade line-up. And if you don’t need off-road capabilities then you can get more for your money with other crossovers. You could even get an all-electric Kia e-Niro for similar money.

Overall though, this is a perfectly likeable car. In bright Bikini colour, it stands out. It has a certain charm and charisma coming from its heritage. So while it may be the left-field choice, I wouldn’t rule it out entirely.

Facts and Figures

The post REVIEW – Jeep Renegade 4xe Trailhawk appeared first on Simply Motor.