Car review
Car review
Stellantis' Parisian premium brand aims to blend fashionable style and onboard comfort to retain its familiar selling point
Between so many of the Stellantis Group’s compact electric cars that are now clamouring for your attention and cash, the DS 3 E-Tense suddenly seems like the forgotten child. It was facelifted at the end 2022, losing its old ‘Crossback’ model suffix - but gaining battery capacity, range and motor power in the process. But so many of its all-electric sister cars have now been either updated or introduce since as to make eighteen months feel like a very long time.This was the first of its manufacturing group’s small electric cars to get the upgraded 54kWh battery pack and 154bhp ‘hybrid synchronous’ electric drive motor that would go on to be adopted by the Peugeots e-2008 and e-308, Vauxhalls Corsa- and Astra Electric, and the Citroen e-C4 and e-C4 X. And, while it’s still a rarer sight on UK roads than most of its corporate sibling models, thanks to some decent manufacturer price incentives it’s not quite the premium-priced pariah that it used to be.Competing in the increasingly competitive electric compact crossover class, the car can count among its rivals the likes of the Kia Niro EV and Hyundai Kona Electric, as well as the Volvo EX30, Smart #1, Cupra Born, and the in-house-hailing Vauxhall Mokka Electric. DS’s aim is to tempt customers with a comfier ride, a plusher interior and, for now at least, a bit more exclusivity than all those can offer, though - as well as with new digital features, to which we’ll come in due course.
DS 3 E-Tense: Giga Gears – A Google-friendly title
Stellantis' Parisian premium brand aims to blend fashionable style and onboard comfort to retain its familiar selling point
Between so many of the Stellantis Group’s compact electric cars that are now clamouring for your attention and cash, the DS 3 E-Tense suddenly seems like the forgotten child. It was facelifted at the end 2022, losing its old ‘Crossback’ model suffix - but gaining battery capacity, range and motor power in the process. But so many of its all-electric sister cars have now been either updated or introduce since as to make eighteen months feel like a very long time.This was the first of its manufacturing group’s small electric cars to get the upgraded 54kWh battery pack and 154bhp ‘hybrid synchronous’ electric drive motor that would go on to be adopted by the Peugeots e-2008 and e-308, Vauxhalls Corsa- and Astra Electric, and the Citroen e-C4 and e-C4 X. And, while it’s still a rarer sight on UK roads than most of its corporate sibling models, thanks to some decent manufacturer price incentives it’s not quite the premium-priced pariah that it used to be.Competing in the increasingly competitive electric compact crossover class, the car can count among its rivals the likes of the Kia Niro EV and Hyundai Kona Electric, as well as the Volvo EX30, Smart #1, Cupra Born, and the in-house-hailing Vauxhall Mokka Electric. DS’s aim is to tempt customers with a comfier ride, a plusher interior and, for now at least, a bit more exclusivity than all those can offer, though - as well as with new digital features, to which we’ll come in due course.
Car review
Czech entry into the fast-growing electric family car class aims for a familiar feel
This week’s road test subject, the Skoda Enyaq, brings to mind a recent development in the product line of world-famous toy maker Lego.For a few years now, the Czech firm has been offering sets of building blocks that can be made into as many as three different menu-built models, as well as whatever else your imagination might inspire. You can make your blocky supercar and then disassemble it and turn it into a truck or a boat, before departing from your instruction booklet completely.And it just so happens that today’s automotive engineers may feel, to a greater or lesser degree, like they are 10 years old again, making cars in a similar way: using platform-engineered common component sets and trying to create from them cars that – to the end customer, at least – need to feel like special and distinct products. The approach isn’t new, of course, but it does seem truer than ever right now, as we enter the era of the mass-produced, big-volume, affordable electric car.Other manufacturers are following suit, but the Volkswagen Group is perhaps the most prominent user of such a widely shared electric car platform. Think the Lego analogy is dismissive of the VW Group’s work? MEB stands for Modularer E-Antriebs-Baukasten – and Baukasten translates from German as ‘child’s building set’. Fortunately they seem to be taking the actual engineering a bit more seriously than do the kids.Shared platforms for internal-combustion-engined cars have been around for a while now, but with no brand-exclusive engine and gearbox to make up the difference, it’s now even more of a challenge than before to make a distinctive electric car out of that same playset. We’ve already seen what Audi and Volkswagen have come up with, in the form of the Q4 E-tron and ID 4 respectively, the former of which we tested a few weeks ago. Now it’s the turn of Skoda’s entry, with the Enyaq.Skoda is supposed to be the more value-conscious brand of the three, but recently it has been challenging the age-old VW Group hierarchy. Only 10 years ago it was generally obvious that Skodas were the cheaper, often extra-practical alternatives to Volkswagens; today’s Skodas occasionally eclipse their German cousins with a high-quality but pleasingly no-nonsense approach. This week we’ll find out whether the Enyaq continues that into the pure-electric era.Range at a glanceSkoda offers a choice of two battery sizes in the UK: one with a 58kWh battery pack called the 60 and one with a 77kWh pack. The latter was launched as the 80, but was renamed 85 in 2024. An even smaller 50 exists but isn’t offered in the UK. On the Sportline model, you can add optionally a front motor for extra power and all-wheel drive. The sporty vRS model tops the range with even more power from its dual motors. In lieu of trim levels, Skoda offers interior design themes (Loft, Lodge, Lounge, Suite and EcoSuite) and a selection of other option packages. The Enyaq was launched as the Enyaq iV, but the suffix was dropped in 2024. Every version apart from the 60 is also available as an Enyaq Coupé, with a sloping roofline.VersionPower60177bhp80 (2021-2023)201bhpSportline 80x (2021-2023)262bhp85282bhpSportline 85x282bhpSkoda Enyaq vRS (2021-2023)295bhpvRS325bhp
Skoda Enyaq: Discover the Giga Gears
Czech entry into the fast-growing electric family car class aims for a familiar feel
This week’s road test subject, the Skoda Enyaq, brings to mind a recent development in the product line of world-famous toy maker Lego.For a few years now, the Czech firm has been offering sets of building blocks that can be made into as many as three different menu-built models, as well as whatever else your imagination might inspire. You can make your blocky supercar and then disassemble it and turn it into a truck or a boat, before departing from your instruction booklet completely.And it just so happens that today’s automotive engineers may feel, to a greater or lesser degree, like they are 10 years old again, making cars in a similar way: using platform-engineered common component sets and trying to create from them cars that – to the end customer, at least – need to feel like special and distinct products. The approach isn’t new, of course, but it does seem truer than ever right now, as we enter the era of the mass-produced, big-volume, affordable electric car.Other manufacturers are following suit, but the Volkswagen Group is perhaps the most prominent user of such a widely shared electric car platform. Think the Lego analogy is dismissive of the VW Group’s work? MEB stands for Modularer E-Antriebs-Baukasten – and Baukasten translates from German as ‘child’s building set’. Fortunately they seem to be taking the actual engineering a bit more seriously than do the kids.Shared platforms for internal-combustion-engined cars have been around for a while now, but with no brand-exclusive engine and gearbox to make up the difference, it’s now even more of a challenge than before to make a distinctive electric car out of that same playset. We’ve already seen what Audi and Volkswagen have come up with, in the form of the Q4 E-tron and ID 4 respectively, the former of which we tested a few weeks ago. Now it’s the turn of Skoda’s entry, with the Enyaq.Skoda is supposed to be the more value-conscious brand of the three, but recently it has been challenging the age-old VW Group hierarchy. Only 10 years ago it was generally obvious that Skodas were the cheaper, often extra-practical alternatives to Volkswagens; today’s Skodas occasionally eclipse their German cousins with a high-quality but pleasingly no-nonsense approach. This week we’ll find out whether the Enyaq continues that into the pure-electric era.Range at a glanceSkoda offers a choice of two battery sizes in the UK: one with a 58kWh battery pack called the 60 and one with a 77kWh pack. The latter was launched as the 80, but was renamed 85 in 2024. An even smaller 50 exists but isn’t offered in the UK. On the Sportline model, you can add optionally a front motor for extra power and all-wheel drive. The sporty vRS model tops the range with even more power from its dual motors. In lieu of trim levels, Skoda offers interior design themes (Loft, Lodge, Lounge, Suite and EcoSuite) and a selection of other option packages. The Enyaq was launched as the Enyaq iV, but the suffix was dropped in 2024. Every version apart from the 60 is also available as an Enyaq Coupé, with a sloping roofline.VersionPower60177bhp80 (2021-2023)201bhpSportline 80x (2021-2023)262bhp85282bhpSportline 85x282bhpSkoda Enyaq vRS (2021-2023)295bhpvRS325bhp
Car review
Benchmark, trend-setting luxury saloon gives you world-class luxury from £3000, but watch for unwanted surprises
Putting aside anything bearing the Spirit of Ecstasy or similar, is there a luxury saloon more revered than the Mercedes-Benz S-Class?We think not, particularly in fifth-generation form. Between 2006 and 2013, everyone from celebrities to world leaders got around in them, often sitting behind a chauffeur. These days, it’s an uncommon sight.After all, the W221-era Mercedes S-Class has long since been succeeded. That’s no bad thing, though. Now they have fully descended into the used market and examples are in reach of anyone with as little as £3000. Fancy a V8 one? There are some listed for less than £10,000.The extensive engine line-up ranges from the S280’s 3.0-litre V6 to the S65’s 6.0-litre V12, although most buyers opt for the S320 and S350 CDi diesels. They have 232bhp and 268bhp respectively, with the S320 linked to pre-facelift cars (before 2010) and the S350 to those after.Let’s circle back to that V12, though, because it’s ridiculous – in a good way. With 603bhp and twin turbos at its disposal, this engine pushes the 2.2-tonne S65 from 0-60mph in 4.4sec. Even the lesser S63, with a 6.2-litre or 5.5-litre V8 (depending on, again, which side of the facelift it falls under), puts in a sub-5.0sec effort.Numbers tell you only so much, of course, so how does the S-Class drive? It deals with bumps like they don’t exist and is about as quiet as a church. The seats are suitably plush, too, with lots of adjustment and, should the original owner have chosen it, a massage function.As for handling, this heavy machine is surprisingly competent. It’s no sports car, but there’s a good level of precision, poise and balance. You also get a reasonable degree of feel coming through the steering, even though its weighting is very light.What isn’t surprising is the impressive level of tech. The S-Class is always the first to get any new systems that Mercedes produces, and this iteration of it is no exception.To name a few, there’s Active Lane Keeping Assist, Active Blind Spot Assist, Attention Assist and Distronic Plus radar cruise control, all of which were innovative options at the time.It’s a lot, isn’t it, and we won’t sugar-coat the fact that this isn’t a Ford Fiesta in terms of maintenance. Fancy gadgets and air suspension are far from immune to going awry, not to mention there’s the fuel economy to think about.Some of the lower-powered diesels can officially average more than 40mpg, sure, but get one of the V8s or V12s and you’ll see much closer to 20mpg. It’s also worth looking into insurance and road tax before you buy to ensure neither comes as an unwanted surprise.However, the S-Class is a used car bargain to begin with, so we wouldn’t blame you for stomaching these costs and diving in.Nor would we blame you for hiring someone in a nice suit and tie to drive you around in it. This is a car that’s easy to enjoy whichever seat you’re in.
“Review of 2006-2013 Used Mercedes-Benz S-Class by Giga Gears”
Benchmark, trend-setting luxury saloon gives you world-class luxury from £3000, but watch for unwanted surprises
Putting aside anything bearing the Spirit of Ecstasy or similar, is there a luxury saloon more revered than the Mercedes-Benz S-Class?We think not, particularly in fifth-generation form. Between 2006 and 2013, everyone from celebrities to world leaders got around in them, often sitting behind a chauffeur. These days, it’s an uncommon sight.After all, the W221-era Mercedes S-Class has long since been succeeded. That’s no bad thing, though. Now they have fully descended into the used market and examples are in reach of anyone with as little as £3000. Fancy a V8 one? There are some listed for less than £10,000.The extensive engine line-up ranges from the S280’s 3.0-litre V6 to the S65’s 6.0-litre V12, although most buyers opt for the S320 and S350 CDi diesels. They have 232bhp and 268bhp respectively, with the S320 linked to pre-facelift cars (before 2010) and the S350 to those after.Let’s circle back to that V12, though, because it’s ridiculous – in a good way. With 603bhp and twin turbos at its disposal, this engine pushes the 2.2-tonne S65 from 0-60mph in 4.4sec. Even the lesser S63, with a 6.2-litre or 5.5-litre V8 (depending on, again, which side of the facelift it falls under), puts in a sub-5.0sec effort.Numbers tell you only so much, of course, so how does the S-Class drive? It deals with bumps like they don’t exist and is about as quiet as a church. The seats are suitably plush, too, with lots of adjustment and, should the original owner have chosen it, a massage function.As for handling, this heavy machine is surprisingly competent. It’s no sports car, but there’s a good level of precision, poise and balance. You also get a reasonable degree of feel coming through the steering, even though its weighting is very light.What isn’t surprising is the impressive level of tech. The S-Class is always the first to get any new systems that Mercedes produces, and this iteration of it is no exception.To name a few, there’s Active Lane Keeping Assist, Active Blind Spot Assist, Attention Assist and Distronic Plus radar cruise control, all of which were innovative options at the time.It’s a lot, isn’t it, and we won’t sugar-coat the fact that this isn’t a Ford Fiesta in terms of maintenance. Fancy gadgets and air suspension are far from immune to going awry, not to mention there’s the fuel economy to think about.Some of the lower-powered diesels can officially average more than 40mpg, sure, but get one of the V8s or V12s and you’ll see much closer to 20mpg. It’s also worth looking into insurance and road tax before you buy to ensure neither comes as an unwanted surprise.However, the S-Class is a used car bargain to begin with, so we wouldn’t blame you for stomaching these costs and diving in.Nor would we blame you for hiring someone in a nice suit and tie to drive you around in it. This is a car that’s easy to enjoy whichever seat you’re in.
Car review
Is the UK's second-most-popular car still the brand's shining beacon? Let's find out...
You will struggle to find a bigger British automotive success story than the Nissan Qashqai.Dubbed the ‘Cashcow’ by some in industry circles, the crossover finished as the UK’s best seller in 2022, and was only second to the Ford Puma the following year. All of this follows from the smash-hit Qashqai’s game-changing launch back in 2006, where it’s credited for almost single-handedly saving Nissan’s European operations. It popularised the idea that you can have something that looks like an off-roader without needing all the heavy, inefficient hardware to make it capable in the mud – and people responded in numbers.As well as being a success story for Nissan, the Qashqai is also a shining beacon for UK car manufacturing, having been produced in Sunderland from the start. As car maker after car maker closes its UK manufacturing base – Honda made its last Honda Civic in Swindon a few years ago, for example – it is heartening that the third-generation Qashqai continues to be made here.The previous generation of Qashqai had been around since 2013 so it’s remarkable that although it lagged somewhat behind the best of the competition, it remained on the pace in sales terms. It makes sense, therefore, for Nissan to tread carefully with this one. Indeed, its strategy of making its pure-electric SUV, the Ariya, a completely separate model leaves room for the EV to be a bit bolder, while the Qashqai remains a crowd pleaser.Since its launch, though, practically every other manufacturer followed suit and produced a talented, all-rouned competitor. Can Nissan’s original champion continue to challenge on the road? Read our in-depth review to find out… The Nissan Qashqai range at a glanceFor this generation, Nissan has ditched all of its diesel models in favour of a mix of mild-hybrid and full-hybrid powertrains, all using four-cylinder petrol engines. The range opens with the DIG-T 140 Mild Hybrid, with 138bhp and a 0-62mph time of 10.2sec. The DIG-T 158 mild-hybrid offers 155bhp and a 0-62mph sprint of 9.5sec. Full-hybrid E-Power models increase power to 187bhp and hit 0-62mph in 7.9sec.VERSIONPOWERDIG-T 140 MILD HYBRID138bhpDIG-T 155 MILD HYBRID155hp190 E-POWER187bhp
“Nissan Qashqai: Discover the Power of Giga Gears”
Is the UK's second-most-popular car still the brand's shining beacon? Let's find out...
You will struggle to find a bigger British automotive success story than the Nissan Qashqai.Dubbed the ‘Cashcow’ by some in industry circles, the crossover finished as the UK’s best seller in 2022, and was only second to the Ford Puma the following year. All of this follows from the smash-hit Qashqai’s game-changing launch back in 2006, where it’s credited for almost single-handedly saving Nissan’s European operations. It popularised the idea that you can have something that looks like an off-roader without needing all the heavy, inefficient hardware to make it capable in the mud – and people responded in numbers.As well as being a success story for Nissan, the Qashqai is also a shining beacon for UK car manufacturing, having been produced in Sunderland from the start. As car maker after car maker closes its UK manufacturing base – Honda made its last Honda Civic in Swindon a few years ago, for example – it is heartening that the third-generation Qashqai continues to be made here.The previous generation of Qashqai had been around since 2013 so it’s remarkable that although it lagged somewhat behind the best of the competition, it remained on the pace in sales terms. It makes sense, therefore, for Nissan to tread carefully with this one. Indeed, its strategy of making its pure-electric SUV, the Ariya, a completely separate model leaves room for the EV to be a bit bolder, while the Qashqai remains a crowd pleaser.Since its launch, though, practically every other manufacturer followed suit and produced a talented, all-rouned competitor. Can Nissan’s original champion continue to challenge on the road? Read our in-depth review to find out… The Nissan Qashqai range at a glanceFor this generation, Nissan has ditched all of its diesel models in favour of a mix of mild-hybrid and full-hybrid powertrains, all using four-cylinder petrol engines. The range opens with the DIG-T 140 Mild Hybrid, with 138bhp and a 0-62mph time of 10.2sec. The DIG-T 158 mild-hybrid offers 155bhp and a 0-62mph sprint of 9.5sec. Full-hybrid E-Power models increase power to 187bhp and hit 0-62mph in 7.9sec.VERSIONPOWERDIG-T 140 MILD HYBRID138bhpDIG-T 155 MILD HYBRID155hp190 E-POWER187bhp
Car review
It has tech to spare, but is the EL6 any good in the competitive electric family SUV class?
We should start here by pointing out that you can’t buy the Nio EL6 in the UK. Not yet, anyway.However, this Chinese electric car brand has already started selling cars in Germany, the Netherlands, Sweden, Denmark and Norway, and a UK offensive is highly likely before the end of 2024, with the 4.85-metre-long Nio EL6 SUV set to be one of the launch models.Read on to learn more about this tech-laden family electric car.
Nio EL6: Giga Gears – A Powerful Combination
It has tech to spare, but is the EL6 any good in the competitive electric family SUV class?
We should start here by pointing out that you can’t buy the Nio EL6 in the UK. Not yet, anyway.However, this Chinese electric car brand has already started selling cars in Germany, the Netherlands, Sweden, Denmark and Norway, and a UK offensive is highly likely before the end of 2024, with the 4.85-metre-long Nio EL6 SUV set to be one of the launch models.Read on to learn more about this tech-laden family electric car.