Car review
Car review
Skoda's mid-sized SUV is smaller than some but goes big on practicality features and still offers both diesel engines and mechanical all-wheel drive
The Skoda Karoq has become one of the greatest success stories of recent years for the Volkswagen Group's increasingly favoured, functionality-first Czech car brand. It's also a salutary lesson in what sells to the company’s notoriously no-nonsense customer base. Back in 2017, the Karoq replaced a car fondly remembered in enthusiast quarters for its quirky looks and cheery character - the Skoda Yeti. And yet, for Skoda, the Yeti never quite converted such warm sentimental feelings into commercial success. The Karoq, by contrast, is now Skoda’s third best-selling model globally, yielding only to the Octavia and Kamiq. In total, the number built at Skoda’s Kvasiny plant now comfortably exceeds half a million.The car went through a major facelift in 2022, when its exterior design was significantly updated, its cabin technologies upgraded, and its engine range revised. That engine remains a broader one today than many of the Karoq’s competitors in the compact SUV have, retaining both petrol and diesel options. Electrification has yet to make a significant impact on the car, but it does offer clutch-based mechanical all-wheel drive.
Skoda Karoq with Giga Gears
Skoda's mid-sized SUV is smaller than some but goes big on practicality features and still offers both diesel engines and mechanical all-wheel drive
The Skoda Karoq has become one of the greatest success stories of recent years for the Volkswagen Group's increasingly favoured, functionality-first Czech car brand. It's also a salutary lesson in what sells to the company’s notoriously no-nonsense customer base. Back in 2017, the Karoq replaced a car fondly remembered in enthusiast quarters for its quirky looks and cheery character - the Skoda Yeti. And yet, for Skoda, the Yeti never quite converted such warm sentimental feelings into commercial success. The Karoq, by contrast, is now Skoda’s third best-selling model globally, yielding only to the Octavia and Kamiq. In total, the number built at Skoda’s Kvasiny plant now comfortably exceeds half a million.The car went through a major facelift in 2022, when its exterior design was significantly updated, its cabin technologies upgraded, and its engine range revised. That engine remains a broader one today than many of the Karoq’s competitors in the compact SUV have, retaining both petrol and diesel options. Electrification has yet to make a significant impact on the car, but it does offer clutch-based mechanical all-wheel drive.
Car review
Hyundai’s US-market breakthrough SUV aims for greater European success
The Hyundai Santa Fe might seem to European eyes like something of a bit-part player in the SUV market, but the Hyundai has a celebrated status within the car maker’s own internal company circles.This car’s introduction was a watershed moment in the development of Hyundai’s fortunes in the all-important North American car market. When the first-generation version was introduced in 2000, the Korean firm sold just shy of a quarter of a million cars in the US; but, by the time it was replaced, Hyundai’s US sales footprint had almost doubled. Buyers on the other side of the pond instantly warmed to the value, practicality, comfort and convenience of this car in a way that made its reception elsewhere in the world of much less import.So how do you update and change the Santa Fe in order to cash in on the global appetite for cars of its ilk without putting such established success at risk? It’s a question that must have been pondered more during the design and engineering process of this fourth-generation version than on either occasion when the Santa Fe has been replaced before. There are so many enlarged, seven-seat-adapted compact European SUVs encroaching on its patch, as well as a burgeoning set of premium-branded compact and mid-sized SUVs – therefore many more ways to spend a Santa Fe-sized budget on a family 4x4 than there was even five years ago.Hyundai’s answer, which the Autocar road test microscope is focused on here, broadly seems to be ‘steady as she goes’. The fourth-generation Santa Fe gets smarter looks, a stiffer, lighter chassis, and new suspension and driveline systems. And, though we’re testing it with the familiar 2.2-litre four-cylinder diesel engine, it will also be the first car of its lineage to depart from diesel power, with Hyundai preparing to introduce petrol-electric hybrid and plug-in hybrid versions in the medium-term future.But is it enough to be regarded as one of the best SUVs for families?Hyundai Santa Fe design & stylingThe Santa Fe’s UK market success has, to a significant degree, been built on metal-for-the-money value. And so, while it was already one of the bigger SUVs on which you could spend £30,000-plus, the fact that it’s just got a little bit bigger probably won’t hurt its sales potential.At 4770mm in length, the car is now within a few inches of a BMW X5, and splits the difference between a Land Rover Discovery and Land Rover Discovery Sport on occupied kerbside real estate almost exactly. And yet, as you might imagine, the Santa Fe is a long way from splitting the difference between those two Land Rovers so precisely on price. More on that in due course.The car’s underbody construction remains an all-steel monocoque, although it has a greater proportion of hot-stamped, high-strength steel in it than any other Hyundai. The body is suspended independently, via struts up front and multiple links at the rear, above which you’ll find steel coil springs and a damping system that offers a self-levelling function for all UK-market specifications.Four-wheel drive isn’t likewise standard on all versions; and, what’s more, this is the first time that Hyundai UK has offered a front-driven Santa Fe – although not the first time that the car has been without rear driveshafts in a global sense. There is, for now, only one engine on offer: a redesigned version of Hyundai’s ‘R’-family 2199cc CRDi turbodiesel four-cylinder motor, which mounts transversely under the bonnet and produces 197bhp and 325lb ft.In both cases, that’s precisely what the outgoing Santa Fe had – although Hyundai’s engineers may well have considered it a good result to reproduce those outputs on an engine that’s needed revised combustion control, reduced internal friction, a particulate trap, a selective catalytic reduction system and a lean NOx trap to satisfy current Euro 6d-TEMP emissions requirements.Buyers can opt for a six-speed manual or eight-speed automatic gearbox regardless of their choice on number of driven wheels – and if they do go for four-wheel drive, as was fitted to our top-of-the-range automatic test car, they’ll get Hyundai’s latest HTRAC four-wheel-drive system, which allows you to vary the default torque split from 50:50 front-to-rear (for loose surfaces and more balanced handling) through to entirely front-drive (for optimal fuel economy).Even with four-wheel drive, however, the Santa Fe shouldn’t be mistaken for the most capable, dual-purpose utility car of its size. Ground clearance is pegged at a pretty average 185mm; several of the car’s off-road clearance angles are below 20deg; and, even though manual versions of the car are rated to tow more than autos, none will manage over 2.5 tonnes on a braked trailer.Price £43,295 Power 197bhp Torque 325lb ft 0-60mph 9.3sec 30-70mph in fourth 9.8sec Fuel economy 37.5mpg CO2 emissions 164g/km 70-0mph 46.8m (damp)
Hyundai Santa Fe 2018-2023: Giga Gears
Hyundai’s US-market breakthrough SUV aims for greater European success
The Hyundai Santa Fe might seem to European eyes like something of a bit-part player in the SUV market, but the Hyundai has a celebrated status within the car maker’s own internal company circles.This car’s introduction was a watershed moment in the development of Hyundai’s fortunes in the all-important North American car market. When the first-generation version was introduced in 2000, the Korean firm sold just shy of a quarter of a million cars in the US; but, by the time it was replaced, Hyundai’s US sales footprint had almost doubled. Buyers on the other side of the pond instantly warmed to the value, practicality, comfort and convenience of this car in a way that made its reception elsewhere in the world of much less import.So how do you update and change the Santa Fe in order to cash in on the global appetite for cars of its ilk without putting such established success at risk? It’s a question that must have been pondered more during the design and engineering process of this fourth-generation version than on either occasion when the Santa Fe has been replaced before. There are so many enlarged, seven-seat-adapted compact European SUVs encroaching on its patch, as well as a burgeoning set of premium-branded compact and mid-sized SUVs – therefore many more ways to spend a Santa Fe-sized budget on a family 4x4 than there was even five years ago.Hyundai’s answer, which the Autocar road test microscope is focused on here, broadly seems to be ‘steady as she goes’. The fourth-generation Santa Fe gets smarter looks, a stiffer, lighter chassis, and new suspension and driveline systems. And, though we’re testing it with the familiar 2.2-litre four-cylinder diesel engine, it will also be the first car of its lineage to depart from diesel power, with Hyundai preparing to introduce petrol-electric hybrid and plug-in hybrid versions in the medium-term future.But is it enough to be regarded as one of the best SUVs for families?Hyundai Santa Fe design & stylingThe Santa Fe’s UK market success has, to a significant degree, been built on metal-for-the-money value. And so, while it was already one of the bigger SUVs on which you could spend £30,000-plus, the fact that it’s just got a little bit bigger probably won’t hurt its sales potential.At 4770mm in length, the car is now within a few inches of a BMW X5, and splits the difference between a Land Rover Discovery and Land Rover Discovery Sport on occupied kerbside real estate almost exactly. And yet, as you might imagine, the Santa Fe is a long way from splitting the difference between those two Land Rovers so precisely on price. More on that in due course.The car’s underbody construction remains an all-steel monocoque, although it has a greater proportion of hot-stamped, high-strength steel in it than any other Hyundai. The body is suspended independently, via struts up front and multiple links at the rear, above which you’ll find steel coil springs and a damping system that offers a self-levelling function for all UK-market specifications.Four-wheel drive isn’t likewise standard on all versions; and, what’s more, this is the first time that Hyundai UK has offered a front-driven Santa Fe – although not the first time that the car has been without rear driveshafts in a global sense. There is, for now, only one engine on offer: a redesigned version of Hyundai’s ‘R’-family 2199cc CRDi turbodiesel four-cylinder motor, which mounts transversely under the bonnet and produces 197bhp and 325lb ft.In both cases, that’s precisely what the outgoing Santa Fe had – although Hyundai’s engineers may well have considered it a good result to reproduce those outputs on an engine that’s needed revised combustion control, reduced internal friction, a particulate trap, a selective catalytic reduction system and a lean NOx trap to satisfy current Euro 6d-TEMP emissions requirements.Buyers can opt for a six-speed manual or eight-speed automatic gearbox regardless of their choice on number of driven wheels – and if they do go for four-wheel drive, as was fitted to our top-of-the-range automatic test car, they’ll get Hyundai’s latest HTRAC four-wheel-drive system, which allows you to vary the default torque split from 50:50 front-to-rear (for loose surfaces and more balanced handling) through to entirely front-drive (for optimal fuel economy).Even with four-wheel drive, however, the Santa Fe shouldn’t be mistaken for the most capable, dual-purpose utility car of its size. Ground clearance is pegged at a pretty average 185mm; several of the car’s off-road clearance angles are below 20deg; and, even though manual versions of the car are rated to tow more than autos, none will manage over 2.5 tonnes on a braked trailer.Price £43,295 Power 197bhp Torque 325lb ft 0-60mph 9.3sec 30-70mph in fourth 9.8sec Fuel economy 37.5mpg CO2 emissions 164g/km 70-0mph 46.8m (damp)
Car review
Dieppe adds downforce, and sheds weight, to take the A110 into track car territory
The Alpine A110 R represents a bigger leap for its manufacturer, and a more significant departure for the Alpine A110 sports car, than many might realise.Track-day versions of particular sports cars do great business for some of Alpine’s rivals, of course, but the A110 isn’t just any mid-engined two-seater.Moreover, Alpine itself plays in a domestic market that would harshly penalise it for simply dropping a bigger or more powerful engine into a special derivative, and taking the easy route to boosted performance. Nor would doing that align historically, in any case, with the company’s approach to car-making.Springing out of founder Jean Rédélé’s successes in Alpine Rallies, the Alpine car brand of the 1960s famously favoured compact sports cars whose modest size, lean weight and particular suspension tuning made them very well suited to road driving. Big power was never really part of the equation.When the Alpine brand was rejuvenated 50 years later, it was with a sports car similarly designed and engineered for road use. The A110’s narrow width, modest wheel sizes, easily controlled mid-engined chassis and concurrently gently rated suspension made it a refreshing change from the performance car norm.But now, while that acclaimed base model continues, Dieppe is exploring what else the A110 can do. In 2019, it brought us the mildly tuned-up A110 S; now, the even more hardcore A110 R follows suit.As the base car enters its autumn years, then, the A110’s derivative range is finally fully extended – and Alpine has been free to radically explore what opportunities there are to turn this car into something with the sharpest dynamic cutting edge.The Range at a GlanceModelsPowerFromA110248bhp£51,790A110 S296bhp£61,790A110 GT296bhp£61,790A110 R296bhp£96,290The R broadens Alpine’s derivative range for the A110 to four models, the S having joined the line-up in 2019 and the GT as part of a facelift in 2022. Special editions have been regular appearances too, examples of which include the San Remo 73, S Enstone Edition and R Le Mans.The entry-level car comes quite simply equipped: 17in wheels are standard, with parking sensors, reversing camera, sports exhaust and Brembo performance brakes all cost options. On the R, you can still pay extra for premium audio, special paint and Alpine’s Ultralight R pack.
Alpine A110 R with Giga Gears
Dieppe adds downforce, and sheds weight, to take the A110 into track car territory
The Alpine A110 R represents a bigger leap for its manufacturer, and a more significant departure for the Alpine A110 sports car, than many might realise.Track-day versions of particular sports cars do great business for some of Alpine’s rivals, of course, but the A110 isn’t just any mid-engined two-seater.Moreover, Alpine itself plays in a domestic market that would harshly penalise it for simply dropping a bigger or more powerful engine into a special derivative, and taking the easy route to boosted performance. Nor would doing that align historically, in any case, with the company’s approach to car-making.Springing out of founder Jean Rédélé’s successes in Alpine Rallies, the Alpine car brand of the 1960s famously favoured compact sports cars whose modest size, lean weight and particular suspension tuning made them very well suited to road driving. Big power was never really part of the equation.When the Alpine brand was rejuvenated 50 years later, it was with a sports car similarly designed and engineered for road use. The A110’s narrow width, modest wheel sizes, easily controlled mid-engined chassis and concurrently gently rated suspension made it a refreshing change from the performance car norm.But now, while that acclaimed base model continues, Dieppe is exploring what else the A110 can do. In 2019, it brought us the mildly tuned-up A110 S; now, the even more hardcore A110 R follows suit.As the base car enters its autumn years, then, the A110’s derivative range is finally fully extended – and Alpine has been free to radically explore what opportunities there are to turn this car into something with the sharpest dynamic cutting edge.The Range at a GlanceModelsPowerFromA110248bhp£51,790A110 S296bhp£61,790A110 GT296bhp£61,790A110 R296bhp£96,290The R broadens Alpine’s derivative range for the A110 to four models, the S having joined the line-up in 2019 and the GT as part of a facelift in 2022. Special editions have been regular appearances too, examples of which include the San Remo 73, S Enstone Edition and R Le Mans.The entry-level car comes quite simply equipped: 17in wheels are standard, with parking sensors, reversing camera, sports exhaust and Brembo performance brakes all cost options. On the R, you can still pay extra for premium audio, special paint and Alpine’s Ultralight R pack.
Car review
The Audi A5 is a classy coupé, hatchback and cabriolet, but should you take the second-hand plunge?
For some years, the original Audi A5 Coupé of 2007 to 2016 has been sliding down the social scale, such that it is now appreciated only by those who wrap the paint, remove the chrome and fit black alloys.An exaggeration, but it’s a shame just how many of these large, handsome cars have fallen into bad company. Fortunately, sufficient numbers of unmolested examples remain to make shopping for one a far from fruitless endeavour.It will be well worth the effort. In our original review, we praised the A5 – Audi’s first proper 2+2 since the Coupé (B4) bowed out in 1996 – for its desirability inside and out and Audi for overcoming the dynamic frustrations that had always kept the BMW 3 Series out of reach.We also cast our eyes over the soft-top A5 Cabriolet and the five-door A5 Sportback, but it was the two-door that impressed us most.The A5 shares its platform with the A4 saloon and estate. It was launched with a choice of engines that included 187bhp 2.7-litre and 237bhp 3.0-litre turbo diesel V6s (TDI), a 261bhp 3.2-litre turbo petrol V6 (TSI) and a 349bhp 4.2-litre atmo petrol V8 (FSI) in the flagship S5.In late 2007, a 168bhp 1.8-litre TFSI was added; then in 2008 the 208bhp 2.0 TFSI arrived, followed shortly after by a detuned 178bhp version that replaced the 1.8 TFSI.Although A5s were mostly front-driven, there were also Quattro four-wheel-drive versions of the 2.0 TDI, 2.0 TFSI and 3.0 TDI. A 168bhp 2.0 TDI arrived early in 2009, and in the same year all of the engines gained a stop-start system.In 2010, a new range-topper came in the beefy shape of the RS5, which had a 444bhp version of the 4.2-litre V8 and a host of extras, including a new centre differential, torque vectoring and dynamic dampers.All the petrol and diesel engines were uprated come the 2011 facelift, which also brought a sharper look, thanks to new front and rear lights, new LED daytime-running lights, restyled bumpers and a new grille. Meanwhile, the S5 switched to a supercharged 3.0-litre petrol V6.An even more frugal variant of the 2.0 TDI, the Ultra, came in 2014. Our favourite petrols are the 1.8, whose performance is surprisingly strong, and that blown 3.0-litre V6.Among the diesels, we like the 175bhp 2.0 for its usable spread of power and the 3.0 for its effortless performance and great refinement.Given their once favourable tax ratings, diesels heavily outnumber petrols on the used market. Their economy and cruising comfort are attractive, but only the final cohort (from 2016) are Euro 6 - and therefore ULEZ-compliant.The front of the A5’s cabin is roomy, but the driving position is spoiled by a clutch pedal set too far to the right. The infotainment screen may look a bit dated now, but it’s easily controlled by a dial and buttons on the centre console.The A5 looks and feels classy as standard. Yes, even in basic SE trim, with its 17in alloys and leather seats, although it’s more special still in S Line trim (18in alloys, sports suspension, nappa leather and a bodykit) or as a Black Edition (19in alloys and a Bang & Olufsen stereo). Naturally, the S and RS versions are on other levels entirely. Just don’t wrap yours – whether in vinyl or around a tree.Audi A5 2007-2016 common problemsEngine: Early versions of the 1.8 TFSI and 2.0 TFSI suffered high oil consumption, related to the piston rings. Audi allows for one litre per 1242 miles, but 600 miles isn’t unknown.There’s no dipstick, so you’re reliant on the MMI system working. Most of the diesels have a timing belt rated for around 120,000 miles or five years but are cursed with weak plastic tensioners (petrols have a chain). Let the engine warm up and listen for it rattling. Gearbox: The A5 has a light clutch, so a stiff pedal spells trouble. The gearbox is also light, but it’s easy to mess up changes, so check for unusual noises. Problems with the Multitronic CVT range from total failure to shuddering and jerking, as well as overheating. Suspension: The stiffer springing of Sport and S Line models make the ride firmer, unpleasantly so for some people, and larger wheels exacerbate the issue.Brakes: Brake fluid changes every two years are essential.Interior: Be sure you are comfortable with the offset clutch pedal position. Squeaks and rattles from the dashboard and parcel shelf are common.Body and wheels: The edges of the long doors are easily marked and the larger alloys are easily kerbed.
Audi A5 2007-2016 Review | Giga Gears – Used Car
The Audi A5 is a classy coupé, hatchback and cabriolet, but should you take the second-hand plunge?
For some years, the original Audi A5 Coupé of 2007 to 2016 has been sliding down the social scale, such that it is now appreciated only by those who wrap the paint, remove the chrome and fit black alloys.An exaggeration, but it’s a shame just how many of these large, handsome cars have fallen into bad company. Fortunately, sufficient numbers of unmolested examples remain to make shopping for one a far from fruitless endeavour.It will be well worth the effort. In our original review, we praised the A5 – Audi’s first proper 2+2 since the Coupé (B4) bowed out in 1996 – for its desirability inside and out and Audi for overcoming the dynamic frustrations that had always kept the BMW 3 Series out of reach.We also cast our eyes over the soft-top A5 Cabriolet and the five-door A5 Sportback, but it was the two-door that impressed us most.The A5 shares its platform with the A4 saloon and estate. It was launched with a choice of engines that included 187bhp 2.7-litre and 237bhp 3.0-litre turbo diesel V6s (TDI), a 261bhp 3.2-litre turbo petrol V6 (TSI) and a 349bhp 4.2-litre atmo petrol V8 (FSI) in the flagship S5.In late 2007, a 168bhp 1.8-litre TFSI was added; then in 2008 the 208bhp 2.0 TFSI arrived, followed shortly after by a detuned 178bhp version that replaced the 1.8 TFSI.Although A5s were mostly front-driven, there were also Quattro four-wheel-drive versions of the 2.0 TDI, 2.0 TFSI and 3.0 TDI. A 168bhp 2.0 TDI arrived early in 2009, and in the same year all of the engines gained a stop-start system.In 2010, a new range-topper came in the beefy shape of the RS5, which had a 444bhp version of the 4.2-litre V8 and a host of extras, including a new centre differential, torque vectoring and dynamic dampers.All the petrol and diesel engines were uprated come the 2011 facelift, which also brought a sharper look, thanks to new front and rear lights, new LED daytime-running lights, restyled bumpers and a new grille. Meanwhile, the S5 switched to a supercharged 3.0-litre petrol V6.An even more frugal variant of the 2.0 TDI, the Ultra, came in 2014. Our favourite petrols are the 1.8, whose performance is surprisingly strong, and that blown 3.0-litre V6.Among the diesels, we like the 175bhp 2.0 for its usable spread of power and the 3.0 for its effortless performance and great refinement.Given their once favourable tax ratings, diesels heavily outnumber petrols on the used market. Their economy and cruising comfort are attractive, but only the final cohort (from 2016) are Euro 6 - and therefore ULEZ-compliant.The front of the A5’s cabin is roomy, but the driving position is spoiled by a clutch pedal set too far to the right. The infotainment screen may look a bit dated now, but it’s easily controlled by a dial and buttons on the centre console.The A5 looks and feels classy as standard. Yes, even in basic SE trim, with its 17in alloys and leather seats, although it’s more special still in S Line trim (18in alloys, sports suspension, nappa leather and a bodykit) or as a Black Edition (19in alloys and a Bang & Olufsen stereo). Naturally, the S and RS versions are on other levels entirely. Just don’t wrap yours – whether in vinyl or around a tree.Audi A5 2007-2016 common problemsEngine: Early versions of the 1.8 TFSI and 2.0 TFSI suffered high oil consumption, related to the piston rings. Audi allows for one litre per 1242 miles, but 600 miles isn’t unknown.There’s no dipstick, so you’re reliant on the MMI system working. Most of the diesels have a timing belt rated for around 120,000 miles or five years but are cursed with weak plastic tensioners (petrols have a chain). Let the engine warm up and listen for it rattling. Gearbox: The A5 has a light clutch, so a stiff pedal spells trouble. The gearbox is also light, but it’s easy to mess up changes, so check for unusual noises. Problems with the Multitronic CVT range from total failure to shuddering and jerking, as well as overheating. Suspension: The stiffer springing of Sport and S Line models make the ride firmer, unpleasantly so for some people, and larger wheels exacerbate the issue.Brakes: Brake fluid changes every two years are essential.Interior: Be sure you are comfortable with the offset clutch pedal position. Squeaks and rattles from the dashboard and parcel shelf are common.Body and wheels: The edges of the long doors are easily marked and the larger alloys are easily kerbed.
Car review
After falling out of favour as a pure MPV, Renault's Scenic has been reinvented as an electric family crossover
What’s that? You thought the MPV was dead? Yeah, us too. But it seems there’s hope for those who’ve been yearning for a modern family-mover that isn’t a high-riding SUV, because life has been breathed back into the class with an all-new, all-electric Renault Scenic E-Tech. Well, sort of, anyway. The fifth-generation Scenic hasn’t entirely avoided SUV-itis and is (predictably) billed as a crossover, even though Renault is also very quick to point to roominess and functionality as its chief selling points. It’s a “new form of family vehicle”, it said when unveiling the 4.5-metre-long five-seater in September, that offers “family solutions” inside and SUV desirability outside.
Renault Scenic E-Tech with Giga Gears
After falling out of favour as a pure MPV, Renault's Scenic has been reinvented as an electric family crossover
What’s that? You thought the MPV was dead? Yeah, us too. But it seems there’s hope for those who’ve been yearning for a modern family-mover that isn’t a high-riding SUV, because life has been breathed back into the class with an all-new, all-electric Renault Scenic E-Tech. Well, sort of, anyway. The fifth-generation Scenic hasn’t entirely avoided SUV-itis and is (predictably) billed as a crossover, even though Renault is also very quick to point to roominess and functionality as its chief selling points. It’s a “new form of family vehicle”, it said when unveiling the 4.5-metre-long five-seater in September, that offers “family solutions” inside and SUV desirability outside.