Car review
Car review
Mercedes’ van-based MPV offers economical diesel engines and up to eight seats, but it commands a hefty premium compared to its rivals
The Mercedes V-Class MPV was crafted by thoroughly reworking the company's ageing Viano, which was starting to look a little long in the tooth alongside the newer Ford Tourneo Connect and Volkswagen T6 Volkswagen Caravelle, not to mention the left-wing choice - the Hyundai i800.The latest Mercedes materials, technology and infotainment are present and correct on the V-Class, while the exterior styling has been updated to incorporate the firm's two-blade grille incorporating the three-pointed star.The 2.1-litre diesel engine in the V-Class has been carried over from the previous model, but it was revised for 2015, with the entry-level 220 CDI version producing 160bhp and 280lb ft of torque. The 250d, tested here, produces 187bhp and 324lb ft. The CDI 220 emits 163g/km and is claimed to average 49.6mpg, while the 250 d emits 166g/km of CO2 and returns 44.8mpg combined respectively.Our V-Class test car was specified with seven individual seats in a two/two/three configuration, but a 'Long' model - 24.5cm longer - and the 'Extra Long' model - 47.5cm longer - with the latter fitted with eight individual seats as standard, are both also available. For 2017, Mercedes has expanded the V-Class range by offering a direct competitor to the Volkswagen California, in the shape of the Marco Polo.In terms of perceived quality, the V-Class is a far more luxurious place to spend time than either the Ford, Hyundai or the VW. There are two trim levels to choose from, with the Sport equipping the V-Class with, sat nav, parking sensors, reversing camera, automated power tailgate, leather upholstery with heated front seats, LED headlights and 17in alloys. The flagship AMG Line trim gets 19in alloy wheel, carbonfibre interior trim and an aggressive AMG bodykit. As for the camper Marco Polo, it is available in two trim levels also. The entry-level Sport model comes with all the equipment that a standard V-Class benefits from plus the addition of two seater luxury sofa bed, three-zone climate control, pop-up roof with a double bed, yacht wood flooring, swivelling front seats, and a kitchenette - complete with refrigeration box, a gas hob, sink and multiple cupboard space. Upgrade to the AMG Line version and find all the AMG-styled appendage found on an equivalent V-Class plus added chrome, and sports suspension.But while the switchgear and the Mercedes-Benz S-Class-derived metallic infotainment scroller feel impressive to touch, other areas bend and squeak, while our test car exhibited continuous rattles from the parcel shelf assembly, detracting from the generally high-end feel.The driver's high seating position is excellent, though, offering very good forward visibility, even if the thick A-pillars obscure the side view somewhat. The rear view is obscured by the third row of seats, but standard parking sensors and rear-view camera make light work of tight parking situations. Sport trim features a 7.0in colour infotainment system as standard, and it benefits from bright, modern graphics that are easy to follow and three-layer menus that are simple enough to navigate. The front seats have a good range of adjustability, as do those of the middle row, which get a reclining backrest, two armrests and a folding picnic table. Each can be slid forward and back, as well as tilted forward to allow easier access to the third row, which can also be slid back and forth. With the middle row sensibly positioned, three adults will have enough head and leg room in the third row, even if shoulder room is a little tight. None of the seven seats provide brilliant comfort, though, feeling quite flat on the base and not providing much in the way of lateral support.With all seven seats in their normal positions, boot space is tight, but this can be improved by pushing the rear two rows forward, at the expense of legroom. Of course, all five rear seats can be removed entirely, but they're heavy, cumbersome things to lift out and store.Aside from some cold-start grumble, the V-Class's four-cylinder diesel is impressively refined, staying both quiet and largely vibration-free when pushed. That said, it rarely needs to be stretched, such is its low-down pull.The seven-speed dual-clutch automatic gearbox works well, too, changing gears without fuss and rarely dropping too many gears when asked for short burst of acceleration.The steering is consistently weighted and precise enough but, as we've become used to with these MPVs, filters out any sense of the wheels on the road. Unfortunately, the V-Class's ride gives more sense of that, bouncing over speed bumps and becoming noticeably unsettled across stretches of broken road - even on the smallest-possible 17in alloy wheels.If you need to move seven people, van-based MPVs such as this provide decent space, but it makes far more financial sense to look at a Seat Alhambra or Ford Galaxy instead. These smaller, cleaner and more frugal MPVs are far better to drive, too.On the other hand, should you need one, while the V-Class looks expensive next to the equivalent Tourneo Connect or T6 Caravelle, it's the one to buy. Its superior interior quality, better economy and far longer standard kit list go some way to justifying its higher price. That 'some way' counts for more with the VW T6, which is a relatively insignificant £3000 less expensive with far less standard equipment. At £10,000 less, the Tourneo Custom may be less desirable and wanting for kit, but it is every bit as practical.As for those after a camper, then the Mercedes may appear to be the more luxury option, but it is £13,000 more expensive than the equivalent entry-level Volkswagen California, which means you would have to justify very hard spending that excess.
Mercedes V-Class with Giga Gears
Mercedes’ van-based MPV offers economical diesel engines and up to eight seats, but it commands a hefty premium compared to its rivals
The Mercedes V-Class MPV was crafted by thoroughly reworking the company's ageing Viano, which was starting to look a little long in the tooth alongside the newer Ford Tourneo Connect and Volkswagen T6 Volkswagen Caravelle, not to mention the left-wing choice - the Hyundai i800.The latest Mercedes materials, technology and infotainment are present and correct on the V-Class, while the exterior styling has been updated to incorporate the firm's two-blade grille incorporating the three-pointed star.The 2.1-litre diesel engine in the V-Class has been carried over from the previous model, but it was revised for 2015, with the entry-level 220 CDI version producing 160bhp and 280lb ft of torque. The 250d, tested here, produces 187bhp and 324lb ft. The CDI 220 emits 163g/km and is claimed to average 49.6mpg, while the 250 d emits 166g/km of CO2 and returns 44.8mpg combined respectively.Our V-Class test car was specified with seven individual seats in a two/two/three configuration, but a 'Long' model - 24.5cm longer - and the 'Extra Long' model - 47.5cm longer - with the latter fitted with eight individual seats as standard, are both also available. For 2017, Mercedes has expanded the V-Class range by offering a direct competitor to the Volkswagen California, in the shape of the Marco Polo.In terms of perceived quality, the V-Class is a far more luxurious place to spend time than either the Ford, Hyundai or the VW. There are two trim levels to choose from, with the Sport equipping the V-Class with, sat nav, parking sensors, reversing camera, automated power tailgate, leather upholstery with heated front seats, LED headlights and 17in alloys. The flagship AMG Line trim gets 19in alloy wheel, carbonfibre interior trim and an aggressive AMG bodykit. As for the camper Marco Polo, it is available in two trim levels also. The entry-level Sport model comes with all the equipment that a standard V-Class benefits from plus the addition of two seater luxury sofa bed, three-zone climate control, pop-up roof with a double bed, yacht wood flooring, swivelling front seats, and a kitchenette - complete with refrigeration box, a gas hob, sink and multiple cupboard space. Upgrade to the AMG Line version and find all the AMG-styled appendage found on an equivalent V-Class plus added chrome, and sports suspension.But while the switchgear and the Mercedes-Benz S-Class-derived metallic infotainment scroller feel impressive to touch, other areas bend and squeak, while our test car exhibited continuous rattles from the parcel shelf assembly, detracting from the generally high-end feel.The driver's high seating position is excellent, though, offering very good forward visibility, even if the thick A-pillars obscure the side view somewhat. The rear view is obscured by the third row of seats, but standard parking sensors and rear-view camera make light work of tight parking situations. Sport trim features a 7.0in colour infotainment system as standard, and it benefits from bright, modern graphics that are easy to follow and three-layer menus that are simple enough to navigate. The front seats have a good range of adjustability, as do those of the middle row, which get a reclining backrest, two armrests and a folding picnic table. Each can be slid forward and back, as well as tilted forward to allow easier access to the third row, which can also be slid back and forth. With the middle row sensibly positioned, three adults will have enough head and leg room in the third row, even if shoulder room is a little tight. None of the seven seats provide brilliant comfort, though, feeling quite flat on the base and not providing much in the way of lateral support.With all seven seats in their normal positions, boot space is tight, but this can be improved by pushing the rear two rows forward, at the expense of legroom. Of course, all five rear seats can be removed entirely, but they're heavy, cumbersome things to lift out and store.Aside from some cold-start grumble, the V-Class's four-cylinder diesel is impressively refined, staying both quiet and largely vibration-free when pushed. That said, it rarely needs to be stretched, such is its low-down pull.The seven-speed dual-clutch automatic gearbox works well, too, changing gears without fuss and rarely dropping too many gears when asked for short burst of acceleration.The steering is consistently weighted and precise enough but, as we've become used to with these MPVs, filters out any sense of the wheels on the road. Unfortunately, the V-Class's ride gives more sense of that, bouncing over speed bumps and becoming noticeably unsettled across stretches of broken road - even on the smallest-possible 17in alloy wheels.If you need to move seven people, van-based MPVs such as this provide decent space, but it makes far more financial sense to look at a Seat Alhambra or Ford Galaxy instead. These smaller, cleaner and more frugal MPVs are far better to drive, too.On the other hand, should you need one, while the V-Class looks expensive next to the equivalent Tourneo Connect or T6 Caravelle, it's the one to buy. Its superior interior quality, better economy and far longer standard kit list go some way to justifying its higher price. That 'some way' counts for more with the VW T6, which is a relatively insignificant £3000 less expensive with far less standard equipment. At £10,000 less, the Tourneo Custom may be less desirable and wanting for kit, but it is every bit as practical.As for those after a camper, then the Mercedes may appear to be the more luxury option, but it is £13,000 more expensive than the equivalent entry-level Volkswagen California, which means you would have to justify very hard spending that excess.
Car review
Volvo’s ageing mid-size electric SUV gets a name change. Does that help bring it back on trend?
They’ve rebadged it, you fool! This Partridgism was originally shouted about the Rover 100, but we’re using it here as shorthand to explain the new Volvo EX40.It is, in fact, virtually mechanically identical to the electric version of the Volvo XC40, the Recharge.The name change is to bring it in line with the rest of Volvo’s electric SUV range, such as the forthcoming Volvo EX90.The ‘Recharge’ tag will be binned, but the XC40 moniker will survive purely for the petrols.This means the EX40 will get a small-battery (66kWh) single-motor 235bhp rear-wheel-drive model and a large-battery (79kWh) 402bhp four-wheel-drive model.There is now a Performance Pack for the 4WD model, which ups power to 436bhp.The EX40’s rivals are the same as the XC40 Recharge's too. The Skoda Enyaq shares the EX40’s straight-laced demeanour, the BMW iX1 is perhaps aiming for a slightly younger audience, Hyundai’s Ioniq 5 is a lot zanier and the Tesla Model Y is thoroughly different throughout.As you can see from the photos, we have only driven the EX40 on snow and ice with studded Michelin X-Ice tyres.So these are our initial impressions, tied in with our extensive knowledge of the XC40 Recharge.
Volvo EX40 Giga Gears
Volvo’s ageing mid-size electric SUV gets a name change. Does that help bring it back on trend?
They’ve rebadged it, you fool! This Partridgism was originally shouted about the Rover 100, but we’re using it here as shorthand to explain the new Volvo EX40.It is, in fact, virtually mechanically identical to the electric version of the Volvo XC40, the Recharge.The name change is to bring it in line with the rest of Volvo’s electric SUV range, such as the forthcoming Volvo EX90.The ‘Recharge’ tag will be binned, but the XC40 moniker will survive purely for the petrols.This means the EX40 will get a small-battery (66kWh) single-motor 235bhp rear-wheel-drive model and a large-battery (79kWh) 402bhp four-wheel-drive model.There is now a Performance Pack for the 4WD model, which ups power to 436bhp.The EX40’s rivals are the same as the XC40 Recharge's too. The Skoda Enyaq shares the EX40’s straight-laced demeanour, the BMW iX1 is perhaps aiming for a slightly younger audience, Hyundai’s Ioniq 5 is a lot zanier and the Tesla Model Y is thoroughly different throughout.As you can see from the photos, we have only driven the EX40 on snow and ice with studded Michelin X-Ice tyres.So these are our initial impressions, tied in with our extensive knowledge of the XC40 Recharge.
Car review
Volvo courts 'Gen Z' buyers with a compact EV that priorities sustainability via greater digital convergence. But at what cost?
‘Centralisation’ may yet turn out to be the ‘Marmite’ vehicle design concept of 2024. This is the reason that the Volvo EX30 has so few items of physical switchgear; no instrument binnacle at all; and a large, portrait-orientated multimedia display that therefore has to convey, display and control so many more functions, and so much more information, than seems altogether good for it.So ask yourself, reader: are you a believer of the rationale that, by designing the car’s layout of controls so determinedly around that 12.3in multimedia display, Volvo’s interior designers genuinely thought that could meaningfully cut down on the number of switches, knobs, displays, micro processors and other electrical components needed elsewhere - and, by doing so, make a simpler, lighter and more sustainable car? And is it the kind of process you think Volvo especially should be engaged in? I’m not sure I do. There must be so many bolder things that Gothenburg could have done to make a more ethical small EV, surely, than taking away its instrument pack and mirror adjusters? This approach just so happens to take component cost and manufacturing complexity out of the EX30, which certainly saves Volvo a few quid.But what about ease-of-use, clarity, simple functionality: classic Volvo qualities. Are they adversely affected? Will the legions of ‘Gen Z’ youngsters that the company is courting for the first time really not notice? And isn’t good design supposed to ensure that the more ethical solution can also simply be a better one all-round?Stand by for some answers, as we drive this crucial, different, new-breed Volvo on UK roads for the first time.
Volvo EX30 Giga Gears
Volvo courts 'Gen Z' buyers with a compact EV that priorities sustainability via greater digital convergence. But at what cost?
‘Centralisation’ may yet turn out to be the ‘Marmite’ vehicle design concept of 2024. This is the reason that the Volvo EX30 has so few items of physical switchgear; no instrument binnacle at all; and a large, portrait-orientated multimedia display that therefore has to convey, display and control so many more functions, and so much more information, than seems altogether good for it.So ask yourself, reader: are you a believer of the rationale that, by designing the car’s layout of controls so determinedly around that 12.3in multimedia display, Volvo’s interior designers genuinely thought that could meaningfully cut down on the number of switches, knobs, displays, micro processors and other electrical components needed elsewhere - and, by doing so, make a simpler, lighter and more sustainable car? And is it the kind of process you think Volvo especially should be engaged in? I’m not sure I do. There must be so many bolder things that Gothenburg could have done to make a more ethical small EV, surely, than taking away its instrument pack and mirror adjusters? This approach just so happens to take component cost and manufacturing complexity out of the EX30, which certainly saves Volvo a few quid.But what about ease-of-use, clarity, simple functionality: classic Volvo qualities. Are they adversely affected? Will the legions of ‘Gen Z’ youngsters that the company is courting for the first time really not notice? And isn’t good design supposed to ensure that the more ethical solution can also simply be a better one all-round?Stand by for some answers, as we drive this crucial, different, new-breed Volvo on UK roads for the first time.
Car review
Second generation of coupé-crossover arrives in 296bhp petrol M35i form
The second-generation BMW X2 has arrived, and with it a headlining M35i performance model as part of an initial four-strong line-up that also includes an all-new electric BMW iX2.Positioned at the top of the new X2 line-up at £47,395, the M-badged model receives a reworked version of BMW’s B48 engine: a 2.0-litre four-cylinder turbo petrol unit with variable valve and camshaft timing, developing 296bhp and 295lb ft of torque.That’s actually 6bhp and 37lb ft less than the original X2 M35i was given by a previous iteration of the B48, owing primarily to the adoption of a petrol particulate filter and other emissions-reducing measures.By comparison, its keenest rival, the Mercedes-AMG GLA 35, offers 302bhp and the same 295lb ft, although it has a mild-hybrid system, which in addition to improving efficiency gives it an extra 14bhp and 111lb ft for short periods – something that’s lacking on the new BMW for now.The M35i is one of two ICE X2 models bound for the UK, sitting above the 1.5-litre three-cylinder mild-hybrid turbo petrol sDrive20i (£39,365). However, it’s the only launch model to offer four-wheel drive as standard.Power is sent through a seven-speed dual-clutch automatic gearbox with steering wheel-mounted shift paddles, instead of the eight-speed torque-converter ’box used previously. This operates in combination with a mechanical limited-slip differential and a range of driver assistance systems, all calibrated to M specifications.With a larger body adding 200mm to its length, 21mm to its width and 64mm to its height, the new M35i is 75kg heavier than the first-generation X2. This combined with the moderate drop in power means the 0-62mph time has extended by 0.4sec to 5.4sec (although the top speed remains governed at 155mph).The styling of the X2 has been evolved quite dramatically, but it continues to have a five-door, coupé-like profile with a heavily angled, liftback-style tailgate.Helping to set the M35i apart from lesser X2 models are a uniquely styled front bumper with larger air ducts and a more prominent splitter. There’s also illumination for the new-look kidney grille, M-specific mirror housings and door sills and a larger spoiler at the base of the rear window. Meanwhile, a reprofiled rear bumper houses a larger diffuser and M’s signature quad-tailpipe treatment.
BMW X2 Giga Gears
Second generation of coupé-crossover arrives in 296bhp petrol M35i form
The second-generation BMW X2 has arrived, and with it a headlining M35i performance model as part of an initial four-strong line-up that also includes an all-new electric BMW iX2.Positioned at the top of the new X2 line-up at £47,395, the M-badged model receives a reworked version of BMW’s B48 engine: a 2.0-litre four-cylinder turbo petrol unit with variable valve and camshaft timing, developing 296bhp and 295lb ft of torque.That’s actually 6bhp and 37lb ft less than the original X2 M35i was given by a previous iteration of the B48, owing primarily to the adoption of a petrol particulate filter and other emissions-reducing measures.By comparison, its keenest rival, the Mercedes-AMG GLA 35, offers 302bhp and the same 295lb ft, although it has a mild-hybrid system, which in addition to improving efficiency gives it an extra 14bhp and 111lb ft for short periods – something that’s lacking on the new BMW for now.The M35i is one of two ICE X2 models bound for the UK, sitting above the 1.5-litre three-cylinder mild-hybrid turbo petrol sDrive20i (£39,365). However, it’s the only launch model to offer four-wheel drive as standard.Power is sent through a seven-speed dual-clutch automatic gearbox with steering wheel-mounted shift paddles, instead of the eight-speed torque-converter ’box used previously. This operates in combination with a mechanical limited-slip differential and a range of driver assistance systems, all calibrated to M specifications.With a larger body adding 200mm to its length, 21mm to its width and 64mm to its height, the new M35i is 75kg heavier than the first-generation X2. This combined with the moderate drop in power means the 0-62mph time has extended by 0.4sec to 5.4sec (although the top speed remains governed at 155mph).The styling of the X2 has been evolved quite dramatically, but it continues to have a five-door, coupé-like profile with a heavily angled, liftback-style tailgate.Helping to set the M35i apart from lesser X2 models are a uniquely styled front bumper with larger air ducts and a more prominent splitter. There’s also illumination for the new-look kidney grille, M-specific mirror housings and door sills and a larger spoiler at the base of the rear window. Meanwhile, a reprofiled rear bumper houses a larger diffuser and M’s signature quad-tailpipe treatment.
Car review
BMW iX2 Giga Gears
BMW iX2 frontComfortable, spacious and decent powertrain but handling and range don’t live up to expectations The next-generation BMW Neue Klasse models that will start to arrive next year will use a bespoke electric platform. Until then, the firm is pushing on with its multi-powertrain strategy, hence the arrival of the iX2 – a car that is technically an all-new nameplate yet feels quite familiar, in part because it shares much with the existing iX1.It also, as the name suggests, is the first electric version of the new second-generation BMW X2, which is the more dashing coupe-SUV sibling of the BMW X1 and electric BMW iX1. The exterior styling elements that mark out the electric version from the ‘regular’ X2 SUV-coupé are minimal, although we definitely prefer its slightly more relaxed look to the appearance of the M235i we've also sampled.