Car review

Major technical change in mid-life gives Polestar’s breakthrough EV longer range and better performance The Polestar 2, an EV crossover hatchback tested here in Long Range Single Motor guise and updated for the 2024 model year, is something of a symbol of the electric car’s remarkable potential for rapid development.Most combustion-engined don’t change and improve as widely and rapidly in several generations as this one just has - and simply as part of a mid-life update at that. If you want an indicator of how quickly this Chinese-owned Swedish car brand, still considerably less than a decade old in its current form, is intent on closing in on the heart of the premium EV market, you need look no further.The Polestar 2 was the company’s second production model, appearing on UK roads in 2020. Introduced in dual-motor, long-range, upper-level derivative form, it was then fleshed out with a shorter-range version, and then a single-motor version and finally as the range-topping, limited-edition, performance-tuned Polestar 2 BST Edition 270.And now, as part of a mid-life model update, some pretty bold technical changes have been made to the car. Some are predictable enough: a new nickel manganese cobalt battery pack adds usable battery capacity and electric range, and new motor technology improves both performance and efficiency.But how many cars can you think of that switched from front- to rear-wheel drive midway though the course of their life? That’s precisely what our test car, the Polestar 2 Long Range Single Motor, has done, changing from a front- to a rear-mounted motor configuration - and, as we’ll detail shortly, gaining a great deal of claimed range and running efficiency as a result.The enlarged battery also plays its part in all of that, of course. But keep reading to find out exactly how much of an improvement they deliver in real-world driving, and what else this intriguing alternative EV has gained.Range at a glancePolestar's is a simple derivative line-up in which you choose between Standard Range and Long Range models, the latter also being available in Dual Motor four-wheel-drive form.On all models, both Pilot and Plus package options are available, the former adding assisted driving technology, the latter more various items of optional equipment. And then, on Dual Motor models, Polestar's Performance package adds extra power, lowered suspension, manual adjustable Öhlins dampers, and uprated brakes.VERSIONPOWERPOLESTAR 2 STANDARD RANGE SINGLE MOTOR268bhpPOLESTAR 2 LONG RANGE SINGLE MOTOR*295bhpPOLESTAR 2 LONG RANGE DUAL MOTOR416bhpPOLESTAR 2 LONG RANGE DUAL MOTOR PERFORMANCE PACK469bhp*Version tested

The Mazda MX-5 is still great fun, and more grown up in its third generation. For pure driving fun, little gets close Some are born great, some achieve greatness and some have greatness thrust upon them. The Mazda MX-5, you will recall, hit the ground running, so instantly iconic that it seems weird now to think that there was a time when it didn’t exist.It turned out to be, over its four generations (so far), the ultimate real-world enthusiast’s car and the biggest-selling two-seat sports car of all time. Oh, yes, of course, there were other dainty drop-top two-seaters that came before it and some that came after it, but this delightfully simple and properly screwed-together roadster delivered a front-engine, rear-wheel-drive answer to more than a million people’s prayers.You see, if you want affordable fun, the iconic MX-5 has always delivered in spades. The Mk1 car (the NA) was an analogue delight, the Mk2 (NB) a practical uptick, the Mk3 (NC) more refined and the latest Mk4 (ND) a dainty peach.The answer to the question of which one to buy is probably that you really need one of each. However, presuming the budget allows only one, we would start by discounting the first two generations, because they’re now well stricken in years, so to find a good one means shopping very carefully. We would dismiss the Mk4, too, as a nouveau venu. That leaves us with the Mk3, and that’s good, because this is a car that’s definitely still a sound purchase and starting to look like really good value.Launched in 2005, it was larger and heavier (by around 100kg) than the Mk2, but it offered more comfort and refinement. It was more powerful, too. Under the bonnet, you could choose between a 125bhp 1.8-litre or 158bhp 2.0-litre in-line four, the latter with variable valve timing and a limited-slip differential.A slick five-speed gearbox was standard on both, but track down a 2.0-litre in Sport trim and it will have a six-speed ’box, as well as 17in alloy wheels, stiffer suspension, traction control and heated leather seats.Unlike the previous MX-5s, this model was available in two different guises: the traditional soft-top roadster and a Coupé Cabriolet, which came with an electrically powered folding hard top that gave the refinement of a coupé but allowed you to get the wind in your hair at the touch of a button.For most, the 1.8-litre model will be fast enough out on the open road, and slightly cheaper to run. However, if you want to make the most of the MX-5’s agile chassis, the 2.0-litre is a blast.But straight-line speed isn’t what the MX-5 is about. What you will get for your modest outlay is what remains one of the best-driving cars available, regardless of budget. Both hard- and soft-top models are wonderfully agile. The steering is precise, while the chassis offers fluid handling with bags of grip. The ride is comfortable and controlled over broken surfaces, too, especially in the coupé, which has slightly softer suspension settings.The range was facelifted in 2009, when it gained a revvier 2.0-litre engine and tweaks to the suspension, front and rear bumpers, door mirrors and some enhanced cabin trim. SE replaced the old entry-level trim, while Sport Tech superseded Sport.A further facelift in 2013 brought changes to the front grille and lights and styling changes to the wheels, as well as such luxuries as sat-nav and standard-fit climate control.Mazda MX-5 2005-2015 common problemsEngine: The engine is mostly bulletproof, but it’s vital to keep the oil level at its correct level, so check that first. Look for oil smoke and listen for any strange noises emanating from the crankshaft. Older, higher-mileage cars can suffer broken wires in the coil-on-plugs. It has a timing chain, not a belt, but the tensioner can fail.Bodywork: MX-5s do rust, so go over it with a fine-toothed comb. Check under the bonnet, as well as the boot and chassis areas. Make sure the panel gaps all line up and watch for any overspray on bumpers. Check the clips securing the plastic panel beneath the wipers. They can channel water into the interior. Likewise, ensure the hood drain holes are clear and feel for damp carpets. Check the roof operation on early coupés.Interior: Watch for warning lights staying on, especially DSC (dynamic stability control), caused by battery disconnection.Transmission: Expect the action on five-speed and six-speed gearboxes to be stiff from cold but to loosen up. Listen for any suspicious noises from the rear diff.Suspension and brakes: Check the dampers. Listen for knocking from the front and rear anti-roll bar drop links, which last around 40,000 miles. Brake hard to check for pulling, because the calipers are prone to seizing.Roof problems: Whether you’re looking at a roadster or a Coupé Cabriolet, check the roof-folding mechanism and ensure that there are no signs of leaks, tears or damage. The Coupé Cabriolet’s roof can stick half-open, because of faulty position sensors. Careless owners can leave the roof down in poor weather, so check for damp patches and water marks on seats and carpets.Interior: Some owners complain of a strange buzzing noise from near the gearlever when the car is accelerating. Mazda says it’s nothing to worry about.Wheels and tyres: The wheels can be incorrectly aligned, so check for any signs of uneven tyre wear.In this used Mazda MX-5 buying guide, we’ll tell you how much fun it is to drive, how practical it is, and how much it’ll cost you to run. And, of course, whether a Toyota GT86, Subaru BRZ and BMW Z4, makes the better choice.By John Evans

Toyota's electric crossover finally makes it to UK roads. It's on good form – just don't expect fireworks Toyota has mostly stayed out of the early electric car melee. After all, with its range of efficient hybrids, it didn’t need EVs to meet fleet CO2 targets. To the contrary: it has enough wiggle room to happily continue churning out GR Yarises and naturally aspirated V8 Lexus LC 500s. For that, we salute them.But combustion-engine bans are coming and Euro 7 emissions regulations are looking tough, so Toyota has finally come up with an EV, the Toyota bZ4X. It arrives in the impossibly crowded medium SUV segment. How’s this for a list of some of its direct rivals: Kia EV6, Tesla Model Y, Nissan Ariya, Ford Mustang Mach-E and Mercedes-Benz EQB.You would think a catchy name would be a priority to stand out, but instead it’s called the bZ4X. There is a logic to it: ‘bZ’ stands for beyond zero, so it’s a battery-electric car; ‘4’ refers roughly to the size (it’s similar to the Toyota RAV4); and X signifies it’s an SUV. We’ve already seen the China-only bZ3 compact saloon, and other derivatives are on the way.The long wait for a full-scale Toyota EV was made even longer by a very un-Toyota-like calamity. Shortly after the bZ4X went on sale, an issue with the wheel hubs was discovered, meaning there was a chance the wheels could detach. It wasn’t a simple fix, either. It took three months – during which the handful of customers who received their cars couldn’t drive them and Toyota couldn’t make any more.Now the car’s fixed, the question is whether Toyota has been able to use that time to watch and learn, or whether it’s simply behind the curve.Range at a glanceToyota offers just one battery size (71.4kWh), but there is a choice of single-motor/front-wheel drive or dual-motor/four-wheel drive. There are three trim levels: Pure, Motion and Vision. For a dual-motor bZ4X, you must upgrade to at least Motion.VersionPower2WD201bhpAWD*214bhp*Version tested

Mercedes' performance division enters a new era of pure electrification with a 677bhp saloon The Mercedes-AMG EQE 53 is Stuttgart's second proper stab at an electric AMG production car, after the Mercedes-AMG EQS 53.E-Class-based cars have always been the archetypal AMGs, so does that apply in the electric era, with the equivalently sized Mercedes EQE?AMG certainly got into electric performance cars very early. The pioneering Mercedes-AMG SLS Electric Drive was launched in 2014, when its 738bhp peak output was deeply impressive and its claimed 120-mile range was pretty respectable for an off-the-shelf EV. It also cost £355,000, so unsurprisingly AMG produced only a handful of them.Eight years later, AMG has launched another EV, the EQE 53, which makes 617bhp in standard form and up to 677bhp (briefly) when equipped with the AMG Dynamic Plus Package, has a range of up to 321 miles and comes with the extra practicality of four seats and luggage space. UK pricing hasn’t been confirmed, but we’re told to expect it to be around £115,000 – less than a third of the cost of that SLS.But the EQE 53's arrival raises another question. How, beyond raw performance – of which this car and its bigger sibling, the Mercedes-AMG EQS 53, have a super-abundance – will the tuning division distinguish its EVs from the regular Mercedes versions on which they're based?There's certainly no shortage of power. The EQE 53 uses the same 90.6kWh battery as the regular Mercedes-Benz EQE 350+ but gets two more powerful AMG-specific electric motors featuring new windings and the ability to handle more current. AMG claims a 3.4sec 0-60mph time for the regular EQE 53 and 3.2sec when the car is fitted with the Dynamic Plus Package, which adds launch control – figures that, if delivered, will make this sizeable saloon one of the fastest-accelerating models that the Mercedes clan has ever produced.

Geely-built taxi is a cabbie favourite, but what’s it like for the uninitiated? We all know them, the London taxicabs, and most of us sample them as ‘fares’ at some time or other. But very few ordinary car owners have ever driven a taxi.’This was the opening line of a story published in The Autocar of 25 June 1937, titled ‘Three Days on a Taxi’. We took a 12bhp, Birmingham-built Austin taxicab to Brooklands, where it dispatched the 0-30mph dash in a fearsome 19.1sec and averaged 47.62mph over a quarter of a mile. It had a turning circle of 7.62m, cost £370 when specified with the single landaulet body and in town was deemed ‘as handy as can be imagined’. It was nothing if not fit for purpose, and the only disappointment was that our tester was never in fact hailed.The concept of ‘fitness for purpose’ is why road testing a black cab is as interesting an exercise in 2023 as it was in 1937. The latest TX model by London Electric Vehicle Company (LEVC) is as finely honed for carrying passengers around as a Porsche 911 GT3 RS is for lapping the Nürburgring or a British Army Jackal 2 is for traversing brutal terrain while laying down fire. Anything so specialised deserves attention – not forgetting the fact that anyone can own an LEVC TX. The black cab has come a long way since 1937. Until recently, diesel was the fuel of choice, but since 2018 all newly licensed taxis have to be zero-emission capable. The LEVC TX here is a petrol plug-in hybrid range-extender, and with more than 10,000 sold worldwide since 2017, it currently accounts for around 40% of London’s black cab fleet. The cabbies themselves clearly rate it, but how does it feel for the rest of us? Time to find out.