# data[].attributes.metatag[].attributes.content
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.metatag[].attributes.content
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.metatag[].attributes.content
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.metatag[].attributes.content
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.metatag[].attributes.content.description[]
but you'll be laughing all the way to the petrol station

# data[].attributes.metatag[].attributes.content[]
but you'll be laughing all the way to the petrol station"

# data[].attributes.field_cars_driving.value
The noise that comes along with Toyota’s fancy hybrid system and CVT transmission has been a quibble since time immemorial, it’s sort of amazing that the company has kept going with it. Admittedly it has improved with the latest generation the company has developed: the RAV4 doesn’t hang on to revs for too long, although the car does amplify every twitch of your foot with boy-racer-at-the-lights blips of engine.

Which is all to say that the RAV4 really rewards gentle driving, and you’ll keep off the throttle as much as possible as a result. Maybe it was Toyota’s plan all along. Likewise, it’s a strong incentive with the plug-in version of the car to keep the battery topped up as much as possible – the electric drive might be soothing, but it makes the combustion din all the more noticeable. The worry with a PHEV is that the e-motor is too weedy for everyday use, but there’s none of that with the RAV4.

What about the handling?

The RAV4 is plenty smooth on the road – there’s a little roll in corners, but it takes bumps and smothers them so you don’t have to worry about kids flailing about in the back. The Toyota successfully treads the fine line between overly firm and insensible, boat-like floating.

There’s a largely pointless Sport mode on the car (you’ll be much happier in Eco mode) that firms up the steering and offers point and squirt shenanigans with the air of a dog having its funny five minutes before bed. It’s a bit of a hoot, flinging the car around on winding country roads, but too scary to maintain for long. As the engine gets shouty and the body goes wobbly you’ll find yourself dialling it back and longing for some smooth hybrid jazz to calm things down.

Best to drive it like a normal, family SUV then?

Exactly. The steering feels quite directly geared, which makes the handling feel responsive and disguises some of the RAV4’s bulk, but you’ll soon be reminded of its size with oncoming traffic or flourishing B-road verges blocking your path.

# data[].attributes.field_cars_driving.processed
The noise that comes along with Toyota’s fancy hybrid system and CVT transmission has been a quibble since time immemorial, it’s sort of amazing that the company has kept going with it. Admittedly it has improved with the latest generation the company has developed: the RAV4 doesn’t hang on to revs for too long, although the car does amplify every twitch of your foot with boy-racer-at-the-lights blips of engine.

Which is all to say that the RAV4 really rewards gentle driving, and you’ll keep off the throttle as much as possible as a result. Maybe it was Toyota’s plan all along. Likewise, it’s a strong incentive with the plug-in version of the car to keep the battery topped up as much as possible – the electric drive might be soothing, but it makes the combustion din all the more noticeable. The worry with a PHEV is that the e-motor is too weedy for everyday use, but there’s none of that with the RAV4.

What about the handling?

The RAV4 is plenty smooth on the road – there’s a little roll in corners, but it takes bumps and smothers them so you don’t have to worry about kids flailing about in the back. The Toyota successfully treads the fine line between overly firm and insensible, boat-like floating.

There’s a largely pointless Sport mode on the car (you’ll be much happier in Eco mode) that firms up the steering and offers point and squirt shenanigans with the air of a dog having its funny five minutes before bed. It’s a bit of a hoot, flinging the car around on winding country roads, but too scary to maintain for long. As the engine gets shouty and the body goes wobbly you’ll find yourself dialling it back and longing for some smooth hybrid jazz to calm things down.

Best to drive it like a normal, family SUV then?

Exactly. The steering feels quite directly geared, which makes the handling feel responsive and disguises some of the RAV4’s bulk, but you’ll soon be reminded of its size with oncoming traffic or flourishing B-road verges blocking your path.

# data[].attributes.field_cars_editor_title
Toyota RAV4 review: hybrid family SUV put to the test

# data[].attributes.field_cars_inside.value
The progressive outside styling meets a reasonably distinctive cabin – big blocky shapes conveying the sort of robust mental terrain that SUV drivers are presumably inhabiting. It's nicely finished too. The dash and door tops are skinned in a stitched padding, and several of the knobs and door pulls have a tactile striped rubber wrap. Pity the aluminium-effect parts are so transparently fake. One nice touch is how the drive mode selector glows a different colour depending on what you've selected.

The front seats feel like a homely place to sink into. They're heated in higher spec versions or even ventilated if you get the top spec PHEV car. All cars from Excel upwards get electrically adjustable front seats too. It’s fairly easy to get comfortable in here, and you get a good view out over the road and to the side. The sensors and rearview camera are welcome additions when it comes to parking though.

Is it spacious?

As a family SUV it ought to be roomy, and it is. In the back grown-ups have plenty of room in every direction, and the boot too is bigger than you get in most members of the mid-size crossover crowd. Only, does the powered tailgate have to be so excruciatingly slow? You end up stashing bits and pieces anywhere else about the car so that you don’t have to venture back there. It also bleeps very loudly, if you’re easily embarrassed.

Still it’s an impressive load space, with 580 litres of boot capacity available to you, including a bit extra under the floor, and 1,690 litres of space if you fold the seats. The battery of the plug-in hybrid uses up some of that, but it’s only a tiny bit smaller.

What’s the infotainment like?

The standard hybrid gets an eight-inch touchscreen with smartphone connectivity that’s mostly useful, while the PHEV goes an inch bigger. It took a long time for Toyota to finally offer the Apple/Android option, and you’re likely to default to those while you’re driving.

While we're on the subject, the graphics of the main touchscreen are pretty ugly, and ditto the driver's display. You can opt for a small digital speedo or a big half-round one.

There are five USB ports around the cabin and wireless phone charging is available on the posher versions of the PHEV.

# data[].attributes.field_cars_inside.processed
The progressive outside styling meets a reasonably distinctive cabin – big blocky shapes conveying the sort of robust mental terrain that SUV drivers are presumably inhabiting. It's nicely finished too. The dash and door tops are skinned in a stitched padding, and several of the knobs and door pulls have a tactile striped rubber wrap. Pity the aluminium-effect parts are so transparently fake. One nice touch is how the drive mode selector glows a different colour depending on what you've selected.

The front seats feel like a homely place to sink into. They're heated in higher spec versions or even ventilated if you get the top spec PHEV car. All cars from Excel upwards get electrically adjustable front seats too. It’s fairly easy to get comfortable in here, and you get a good view out over the road and to the side. The sensors and rearview camera are welcome additions when it comes to parking though.

Is it spacious?

As a family SUV it ought to be roomy, and it is. In the back grown-ups have plenty of room in every direction, and the boot too is bigger than you get in most members of the mid-size crossover crowd. Only, does the powered tailgate have to be so excruciatingly slow? You end up stashing bits and pieces anywhere else about the car so that you don’t have to venture back there. It also bleeps very loudly, if you’re easily embarrassed.

Still it’s an impressive load space, with 580 litres of boot capacity available to you, including a bit extra under the floor, and 1,690 litres of space if you fold the seats. The battery of the plug-in hybrid uses up some of that, but it’s only a tiny bit smaller.

What’s the infotainment like?

The standard hybrid gets an eight-inch touchscreen with smartphone connectivity that’s mostly useful, while the PHEV goes an inch bigger. It took a long time for Toyota to finally offer the Apple/Android option, and you’re likely to default to those while you’re driving.

While we're on the subject, the graphics of the main touchscreen are pretty ugly, and ditto the driver's display. You can opt for a small digital speedo or a big half-round one.

There are five USB ports around the cabin and wireless phone charging is available on the posher versions of the PHEV.

# data[].attributes.field_cars_owning.value
The hybrid and PHEV models have a slightly different spec structure – the hybrid runs through Design, Excel and GR Sport specs, with AWD offered as a £2.4k option on the FWD Design and Excel models, but comes as standard on the GR Sport. You can expect to pay £39,885 for the Design, £42,870 for the Excel and £46,815 for the GR Sport.

The PHEV offers you a choice of just two specs – Design and GR Sport. The former is £44,175 and the latter £48,990, which is an uplift of around £2k over their AWD hybrid counterparts. If you’re going for an AWD model, it seems a bit of a no-brainer to find the extra cash down the back of the sofa and go for the plug-in model. Otherwise the entry hybrid offers good value.

What about running costs?

By virtue of their 126g/km and 129g/km CO2 emissions, the FWD cars fall in a lower VED band, so they’ll cost you £180 in the first year and then £155 after that. The AWD hybrids all emit either 131 or 132g/km CO2, which means £220 in the first year and then £155 after that.

The PHEV models don’t get charged any VED in the first year, but then you’d have to pay £510 a year for the five years after that (along with the Excel and GR Sport cars with AWD) because they cost over £40k. It’s all completely baffling, so good luck.

Brilliantly low company car tax offers another reason to opt for the plug-in RAV4 – those 46 miles of official electric range earn it a BIK rating of just eight per cent, although even that isn't quite as tempting as the two per cent rate currently offered on fully electric vehicles.

And what’s the fuel economy like?

The standard hybrid offers impressive official WLTP fuel economy of around 48 to 50mpg, which it should be fairly easy to beat around town where the hybrid tech is at its best.

The hybrid’s fuel economy is real, whereas that of the plug-in hybrid is entirely at the mercy of how frequently you plug it in to charge the battery. Officially the car will do 283mpg, which is as good as pointless as such a figure gets. Do lots of 20-miles-or-less return journeys and plug in at home, you’ll never need to trouble the combustion part of the powertrain. Run the batteries down and you’ll get worse economy than the standard hybrid by simple virtue of lugging around all those kilos of empty battery.

What equipment do you get?

The RAV4 is liberally equipped, all cars getting an impressive suite of safety features (although blind spot and rear cross traffic alerts are only on Excel models and above), dual-zone aircon, parking sensors, rearview camera, as well as auto wipers and lights. The entry level car gets 17in alloy wheels, rising up to 19in on the top spec cars.

What other cars should I look at?

The Suzuki Across might be considered a direct rival simply because it’s a rebadged RAV4. There’s only the one highly specced PHEV model that sits towards the top of the RAV4’s range at a punchy £49,529. The hybrid Honda CR-V is slightly smaller than the RAV4 but goes from £46k to £54k with a similar range of hybrid and PHEV models available, while the impressive Kia Sportage offers a full range of options from standard petrol to hybrid and PHEV between £30k and £46k.

If you wanted to go slightly bigger and get a car with seven seats, the Kia Sorento offers a hybrid seven-seat option starting around £43k, or a plug-in that starts around £47k.

# data[].attributes.field_cars_owning.processed
The hybrid and PHEV models have a slightly different spec structure – the hybrid runs through Design, Excel and GR Sport specs, with AWD offered as a £2.4k option on the FWD Design and Excel models, but comes as standard on the GR Sport. You can expect to pay £39,885 for the Design, £42,870 for the Excel and £46,815 for the GR Sport.

The PHEV offers you a choice of just two specs – Design and GR Sport. The former is £44,175 and the latter £48,990, which is an uplift of around £2k over their AWD hybrid counterparts. If you’re going for an AWD model, it seems a bit of a no-brainer to find the extra cash down the back of the sofa and go for the plug-in model. Otherwise the entry hybrid offers good value.

What about running costs?

By virtue of their 126g/km and 129g/km CO2 emissions, the FWD cars fall in a lower VED band, so they’ll cost you £180 in the first year and then £155 after that. The AWD hybrids all emit either 131 or 132g/km CO2, which means £220 in the first year and then £155 after that.

The PHEV models don’t get charged any VED in the first year, but then you’d have to pay £510 a year for the five years after that (along with the Excel and GR Sport cars with AWD) because they cost over £40k. It’s all completely baffling, so good luck.

Brilliantly low company car tax offers another reason to opt for the plug-in RAV4 – those 46 miles of official electric range earn it a BIK rating of just eight per cent, although even that isn't quite as tempting as the two per cent rate currently offered on fully electric vehicles.

And what’s the fuel economy like?

The standard hybrid offers impressive official WLTP fuel economy of around 48 to 50mpg, which it should be fairly easy to beat around town where the hybrid tech is at its best.

The hybrid’s fuel economy is real, whereas that of the plug-in hybrid is entirely at the mercy of how frequently you plug it in to charge the battery. Officially the car will do 283mpg, which is as good as pointless as such a figure gets. Do lots of 20-miles-or-less return journeys and plug in at home, you’ll never need to trouble the combustion part of the powertrain. Run the batteries down and you’ll get worse economy than the standard hybrid by simple virtue of lugging around all those kilos of empty battery.

What equipment do you get?

The RAV4 is liberally equipped, all cars getting an impressive suite of safety features (although blind spot and rear cross traffic alerts are only on Excel models and above), dual-zone aircon, parking sensors, rearview camera, as well as auto wipers and lights. The entry level car gets 17in alloy wheels, rising up to 19in on the top spec cars.

What other cars should I look at?

The Suzuki Across might be considered a direct rival simply because it’s a rebadged RAV4. There’s only the one highly specced PHEV model that sits towards the top of the RAV4’s range at a punchy £49,529. The hybrid Honda CR-V is slightly smaller than the RAV4 but goes from £46k to £54k with a similar range of hybrid and PHEV models available, while the impressive Kia Sportage offers a full range of options from standard petrol to hybrid and PHEV between £30k and £46k.

If you wanted to go slightly bigger and get a car with seven seats, the Kia Sorento offers a hybrid seven-seat option starting around £43k, or a plug-in that starts around £47k.

# data[].attributes.field_cars_stand_first
Economical hybrid family SUV now comes with a plug-in option for even more sensible motoring

# data[].attributes.field_cars_verdict.value
The Toyota RAV4 really makes its own case for itself – if the hybrid powertrain and no-nonsense styling don’t tickle your fancy then you’re better off looking elsewhere. Likewise it’s not for control freaks who like their manual transmissions and working away at an engine.

The RAV4 is practical, intelligent, and puts Toyota’s cumulative years working away at this technology front and centre. As a family wagon it’s appealing, and as a financial and fuel saving choice it really does take some beating.

# data[].attributes.field_cars_verdict.processed
The Toyota RAV4 really makes its own case for itself – if the hybrid powertrain and no-nonsense styling don’t tickle your fancy then you’re better off looking elsewhere. Likewise it’s not for control freaks who like their manual transmissions and working away at an engine.

The RAV4 is practical, intelligent, and puts Toyota’s cumulative years working away at this technology front and centre. As a family wagon it’s appealing, and as a financial and fuel saving choice it really does take some beating.

# data[].attributes.field_cars_verdict_against
Engine noise, infotainment lags behind rivals

# data[].attributes.field_cars_verdict_text
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.field_cars_what_is_it.value
This is Toyota’s flagship hybrid, a large family SUV that was launched (in rather more svelte form it must be said) back in 1994 and is now in its fifth generation.

The hybrid option was new on the fourth-generation car, but what this latest RAV4 brings to the party is a plug-in hybrid option for the first time, with up to 46 miles of official claimed range.

It looks better than it used to, right?

The RAV4's first generation, especially as a three-door, was pioneering and not unfunky. Then things went downhill. The outgoing fourth-gen car was a visual assault and a dynamic misery, even if it was at one point the world’s bestselling SUV.

The latest RAV4 has better proportions than it used to: longer in the wheelbase but shorter overall. That means not only that it looks less ungainly, but also that it still lines up against the larger midsize family crossovers. Think the inevitable Nissan Qashqai, Honda CR-V, VW Tiguan, Ford Kuga and Peugeot 3008, albeit now with heightened competition from the likes of the Kia Sportage that comes with hybrid options.

It’s much more of an SUV than a crossover, though – it’s boxy and roomy and doesn’t think it’s still a car. It even comes with the option of four-wheel drive, though that’s restricted to keeping you out of trouble than hooning about off-road. Don’t be fooled by the button on the centre console that activates Trail mode…

Are there just hybrid engines available?

This time, yes – SUVs like the RAV4 have got too heavy for a petrol-only set-up and the whole point of Toyota’s hybrid system was to provide an alternative to the relentless march of the diesel engine. Looks like the Japanese carmaker has had the last laugh, doesn’t it. The eco stuff it’s perfected over the years works a sight better than some of the more recent efforts from rivals.

The 2.5-litre petrol engine was new in the fifth-gen RAV4, and it doesn’t have a turbo but uses the Atkinson cycle valve timing that Toyota likes for its hybrid cars. It has the usual continuously variable epicyclic power-split motor/generator transmission too, with electric rear drive if you've ticked the AWD box. But all those components have been worked over to lose weight and friction, and the rear motor is strong enough to produce the majority of the car's torque at low speeds.

Overall system power on the standard hybrid is 215bhp, or 219bhp for the AWD. Both get to 62mph in the early-eight-second range. Both are rated at around 48mpg WLTP, which means around the low to mid-40s in real world conditions.

Opt for the PHEV and you’re looking at a perky 302bhp for a 0–62mph dash in exactly 6.0secs. The latter car gets an 18kWh battery and WLTP range of 46 miles (around 40 in real terms). It’s rated at 282mpg, but once the battery runs out it’ll run as a normal hybrid – we got an indicated 44.5mpg over 500 miles and filled up the battery once.

Are the kit levels respectable?

All versions of the RAV4 get a comprehensive bank of driver assist and safety kit. That includes radar- and camera-based warning and braking for vehicles, pedestrians and cyclists. There's also road sign recognition, radar cruise control and steering assist for lane centring, and LED headlights. But blind spot and cross traffic warning comes only halfway up the range.

All cars get dual-zone aircon, parking sensors and a rearview camera, as well as auto wipers and lights. Other gadgets and gizmos are chucked in as you ascend the trim line-up.

# data[].attributes.field_cars_what_is_it.processed
This is Toyota’s flagship hybrid, a large family SUV that was launched (in rather more svelte form it must be said) back in 1994 and is now in its fifth generation.

The hybrid option was new on the fourth-generation car, but what this latest RAV4 brings to the party is a plug-in hybrid option for the first time, with up to 46 miles of official claimed range.

It looks better than it used to, right?

The RAV4's first generation, especially as a three-door, was pioneering and not unfunky. Then things went downhill. The outgoing fourth-gen car was a visual assault and a dynamic misery, even if it was at one point the world’s bestselling SUV.

The latest RAV4 has better proportions than it used to: longer in the wheelbase but shorter overall. That means not only that it looks less ungainly, but also that it still lines up against the larger midsize family crossovers. Think the inevitable Nissan Qashqai, Honda CR-V, VW Tiguan, Ford Kuga and Peugeot 3008, albeit now with heightened competition from the likes of the Kia Sportage that comes with hybrid options.

It’s much more of an SUV than a crossover, though – it’s boxy and roomy and doesn’t think it’s still a car. It even comes with the option of four-wheel drive, though that’s restricted to keeping you out of trouble than hooning about off-road. Don’t be fooled by the button on the centre console that activates Trail mode…

Are there just hybrid engines available?

This time, yes – SUVs like the RAV4 have got too heavy for a petrol-only set-up and the whole point of Toyota’s hybrid system was to provide an alternative to the relentless march of the diesel engine. Looks like the Japanese carmaker has had the last laugh, doesn’t it. The eco stuff it’s perfected over the years works a sight better than some of the more recent efforts from rivals.

The 2.5-litre petrol engine was new in the fifth-gen RAV4, and it doesn’t have a turbo but uses the Atkinson cycle valve timing that Toyota likes for its hybrid cars. It has the usual continuously variable epicyclic power-split motor/generator transmission too, with electric rear drive if you've ticked the AWD box. But all those components have been worked over to lose weight and friction, and the rear motor is strong enough to produce the majority of the car's torque at low speeds.

Overall system power on the standard hybrid is 215bhp, or 219bhp for the AWD. Both get to 62mph in the early-eight-second range. Both are rated at around 48mpg WLTP, which means around the low to mid-40s in real world conditions.

Opt for the PHEV and you’re looking at a perky 302bhp for a 0–62mph dash in exactly 6.0secs. The latter car gets an 18kWh battery and WLTP range of 46 miles (around 40 in real terms). It’s rated at 282mpg, but once the battery runs out it’ll run as a normal hybrid – we got an indicated 44.5mpg over 500 miles and filled up the battery once.

Are the kit levels respectable?

All versions of the RAV4 get a comprehensive bank of driver assist and safety kit. That includes radar- and camera-based warning and braking for vehicles, pedestrians and cyclists. There's also road sign recognition, radar cruise control and steering assist for lane centring, and LED headlights. But blind spot and cross traffic warning comes only halfway up the range.

All cars get dual-zone aircon, parking sensors and a rearview camera, as well as auto wipers and lights. Other gadgets and gizmos are chucked in as you ascend the trim line-up.

# data[].attributes.field_cars_what_we_say
Definitely the sensible option, but you'll be laughing all the way to the petrol station

# data[].attributes.field_cars_wildcard_text
Going green? Go further. The e-Niro is a sensible family sized SUV with sensible all-electric range

# data[].attributes.metatag[].attributes.content
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent, cheaper alternative to something like a 4 Series Convertible

# data[].attributes.metatag[].attributes.content
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent, cheaper alternative to something like a 4 Series Convertible

# data[].attributes.metatag[].attributes.content
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent, cheaper alternative to something like a 4 Series Convertible

# data[].attributes.metatag[].attributes.content
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent, cheaper alternative to something like a 4 Series Convertible

# data[].attributes.metatag[].attributes.content.description[]
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent

# data[].attributes.metatag[].attributes.content.description[]
cheaper alternative to something like a 4 Series Convertible

# data[].attributes.metatag[].attributes.content.reviewBody[]
Like your open-top VW with a folding hard top? Then the Eos is for you. This came before the Golf Cabrio and is the more elegant of the pair

# data[].attributes.metatag[].attributes.content.reviewBody[]
despite having that bulky roof to deal with

# data[].attributes.metatag[].attributes.content.reviewBody[]
with prices to match. Can't afford a BMW 3-Series? This'll do nicely. 

# data[].attributes.metatag[].attributes.content.description[]
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent

# data[].attributes.metatag[].attributes.content.description[]
cheaper alternative to something like a 4 Series Convertible

# data[].attributes.field_cars_driving.value
You get the usual reassuring VW steering and trustworthy cornering, but there's not much precision and when the roof is down it's worse because the body twists and the front end shakes.

The mid-range 2.0 turbos (petrol and diesel) hit the spot and come in various power guises including 140bhp, 160bhp and 210bhp (for the 2.0-litre TSI).

# data[].attributes.field_cars_driving.processed
You get the usual reassuring VW steering and trustworthy cornering, but there's not much precision and when the roof is down it's worse because the body twists and the front end shakes.

The mid-range 2.0 turbos (petrol and diesel) hit the spot and come in various power guises including 140bhp, 160bhp and 210bhp (for the 2.0-litre TSI).

# data[].attributes.field_cars_inside.value
The seats are excellent. And of course it's cramped in the back, but not as bad as the hatch-derived opposition, so maybe VW does have a point there. The glass roof slides to make a sunroof if you don't want to blast your passengers.

VW has a knack of making seats and instruments look well-crafted, but the Eos's quality impression is undermined by the shaky body and some scrappy plastics in the lower dash. Roof reliability hasn't been perfect either.

Like all CCs the boot space suffers when the roof is down, despite the huge complexity of the Eos's effort.

# data[].attributes.field_cars_inside.processed
The seats are excellent. And of course it's cramped in the back, but not as bad as the hatch-derived opposition, so maybe VW does have a point there. The glass roof slides to make a sunroof if you don't want to blast your passengers.

VW has a knack of making seats and instruments look well-crafted, but the Eos's quality impression is undermined by the shaky body and some scrappy plastics in the lower dash. Roof reliability hasn't been perfect either.

Like all CCs the boot space suffers when the roof is down, despite the huge complexity of the Eos's effort.

# data[].attributes.field_cars_owning.value
Variable service intervals mean if you go gently it'll pay off in costs. Fuel costs aren't bad and depreciation on an Eos is still gentle.

# data[].attributes.field_cars_owning.processed
Variable service intervals mean if you go gently it'll pay off in costs. Fuel costs aren't bad and depreciation on an Eos is still gentle.

# data[].attributes.field_cars_verdict_against
Boot space compromised by folding hard-top

# data[].attributes.field_cars_verdict_text
They say the Volkswagen Eos isn’t just a converted hatch but a specially made car bigger than a Golf. We aren’t so sure...

# data[].attributes.field_cars_what_is_it.value
Like your open-top VW with a folding hard top? Then the Eos is for you. This came before the Golf Cabrio and is the more elegant of the pair, despite having that bulky roof to deal with, with prices to match. Can't afford a BMW 3-Series? This'll do nicely.

# data[].attributes.field_cars_what_is_it.processed
Like your open-top VW with a folding hard top? Then the Eos is for you. This came before the Golf Cabrio and is the more elegant of the pair, despite having that bulky roof to deal with, with prices to match. Can't afford a BMW 3-Series? This'll do nicely.

# data[].attributes.field_cars_what_we_say
More elegant than the Golf Cabrio despite that folding hard-top. Eos is a decent, cheaper alternative to something like a 4 Series Convertible

# data[].attributes.field_cars_wildcard_text
Just after wind-in-your hair thrills? Get an Atom. It doesn't have a windscreen...

# data[].attributes.metatag[].attributes.content
The most extreme Noble ever is a £200,000, 225mph rocket ship that's as extreme as they come

# data[].attributes.metatag[].attributes.content
The most extreme Noble ever is a £200,000, 225mph rocket ship that's as extreme as they come

# data[].attributes.metatag[].attributes.content
The most extreme Noble ever is a £200,000, 225mph rocket ship that's as extreme as they come

# data[].attributes.metatag[].attributes.content
The most extreme Noble ever is a £200,000, 225mph rocket ship that's as extreme as they come

# data[].attributes.metatag[].attributes.content.description[]
225mph rocket ship that's as extreme as they come

# data[].attributes.metatag[].attributes.content.reviewBody[]
The M600 is the latest Ferrari-challenging supercar from British brand Noble. It’s was a long time in the making

# data[].attributes.metatag[].attributes.content.reviewBody[]
  but finally launched in 2010. And what a jump up it is for Leicestershire-based Noble

# data[].attributes.metatag[].attributes.content.reviewBody[]
and that’s a fair way above Noble’s traditional £50-75

# data[].attributes.metatag[].attributes.content.reviewBody[]
000 price point.What do buyers get? According to Noble

# data[].attributes.metatag[].attributes.content.reviewBody[]
the driving experience of a Ferrari F40 or McLaren F1. It certainly isn’t for the faint of heart.

# data[].attributes.metatag[].attributes.content.description[]
225mph rocket ship that's as extreme as they come

# data[].attributes.field_cars_driving.value
One of the more surprising facts about the M600 is where its engine comes from: a Volvo XC90. The Yamaha-designed 4.4-litre V8 has been transformed though, picking up two turbochargers along the way to see it produce a hefty 650bhp. With a kerb weight of around 1,250kg, this gives a power to weight ratio of 530bhp per tonne. Cue the inevitable reference to something Bugatti-shaped and fast.

And boy, is it fast. Noble reckons it’ll hit 60mph from rest in three seconds, 120mph in 8.9 seconds, and then go on to 225mph. Acceleration from 40-60mph takes one second; 100-120mph takes two seconds. It is fearsomely rapid: genuine hypercar territory. However, with no ABS and no stability control, it takes no prisoners. The sole electronic aid is traction control: to make sure you don’t accidentally turn it off, the button is covered by a genuine flip-up cover from a Tornado fighter jet.

Noble also wisely offers three modes of engine power: ‘road’ gives a relatively sane 450bhp, ‘track’ bumps it up to 550bhp, with ‘race’ releasing the full 650bhp.

# data[].attributes.field_cars_driving.processed
One of the more surprising facts about the M600 is where its engine comes from: a Volvo XC90. The Yamaha-designed 4.4-litre V8 has been transformed though, picking up two turbochargers along the way to see it produce a hefty 650bhp. With a kerb weight of around 1,250kg, this gives a power to weight ratio of 530bhp per tonne. Cue the inevitable reference to something Bugatti-shaped and fast.

And boy, is it fast. Noble reckons it’ll hit 60mph from rest in three seconds, 120mph in 8.9 seconds, and then go on to 225mph. Acceleration from 40-60mph takes one second; 100-120mph takes two seconds. It is fearsomely rapid: genuine hypercar territory. However, with no ABS and no stability control, it takes no prisoners. The sole electronic aid is traction control: to make sure you don’t accidentally turn it off, the button is covered by a genuine flip-up cover from a Tornado fighter jet.

Noble also wisely offers three modes of engine power: ‘road’ gives a relatively sane 450bhp, ‘track’ bumps it up to 550bhp, with ‘race’ releasing the full 650bhp.

# data[].attributes.field_cars_inside.value
If you’re expecting £200,000 of luxury here, think again. This is a back to basics performance car, rather like the Ferrari F40 (which at least has the excuse of being built in the 1980s in its favour). There is no big screen, no climate control, just a focused cabin with a tight-fitting set of bucket seats to hold you firmly in place. It also trades modern flappy-paddle gearboxes for a traditional stick-shift six-speed.

# data[].attributes.field_cars_inside.processed
If you’re expecting £200,000 of luxury here, think again. This is a back to basics performance car, rather like the Ferrari F40 (which at least has the excuse of being built in the 1980s in its favour). There is no big screen, no climate control, just a focused cabin with a tight-fitting set of bucket seats to hold you firmly in place. It also trades modern flappy-paddle gearboxes for a traditional stick-shift six-speed.

# data[].attributes.field_cars_owning.value
No two ways about it, the M600’s price point is a massive leap above the Noble tradition. However, in terms of performance for the money, you’ll need something like a Bugatti Veyron to beat it, and that costs over £1 million. Making, in relative terms, the Noble seem like a bargain? Well yes, actually. This is a barebones supercar and more thrilling to drive than any Italian you care to mention.

# data[].attributes.field_cars_owning.processed
No two ways about it, the M600’s price point is a massive leap above the Noble tradition. However, in terms of performance for the money, you’ll need something like a Bugatti Veyron to beat it, and that costs over £1 million. Making, in relative terms, the Noble seem like a bargain? Well yes, actually. This is a barebones supercar and more thrilling to drive than any Italian you care to mention.

# data[].attributes.field_cars_verdict_against
Can Noble really pull off the £200k price?

# data[].attributes.field_cars_verdict_for
Sheer speed, the fact it is billed as a Brit Bugatti Veyron beater

# data[].attributes.field_cars_verdict_text
A Noble like no other, both in terms of performance and price. Is it a legend in the making?

# data[].attributes.field_cars_what_is_it.value
The M600 is the latest Ferrari-challenging supercar from British brand Noble. It’s was a long time in the making,  but finally launched in 2010. And what a jump up it is for Leicestershire-based Noble, for this is a supercar that costs £200,000, and that’s a fair way above Noble’s traditional £50-75,000 price point.

What do buyers get? According to Noble, the driving experience of a Ferrari F40 or McLaren F1. It certainly isn’t for the faint of heart.

# data[].attributes.field_cars_what_is_it.processed
The M600 is the latest Ferrari-challenging supercar from British brand Noble. It’s was a long time in the making,  but finally launched in 2010. And what a jump up it is for Leicestershire-based Noble, for this is a supercar that costs £200,000, and that’s a fair way above Noble’s traditional £50-75,000 price point.

What do buyers get? According to Noble, the driving experience of a Ferrari F40 or McLaren F1. It certainly isn’t for the faint of heart.

# data[].attributes.field_cars_what_we_say
The most extreme Noble ever is a £200,000, 225mph rocket ship that's as extreme as they come

# data[].attributes.field_cars_wildcard_text
Why not buy an old Ferrari F40 and see what all the world-famous fuss is about? 

# data[].relationships.field_cars_alternative_cars.data[].meta.links.help.meta.about
Usage and meaning of the 'missing' resource identifier.

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Peugeot 308 SW. It's spacious, has some great engines and looks great. The perfect compact estate? Read the full TG review inside.

# data[].attributes.metatag[].attributes.content
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.metatag[].attributes.content
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.metatag[].attributes.content
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.metatag[].attributes.content.description
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.metatag[].attributes.content.reviewBody[]
An estate version of a former European Car of the Year

# data[].attributes.metatag[].attributes.content.reviewBody[]
the 308 hatch isn’t a total stand-out in our rankings

# data[].attributes.metatag[].attributes.content.reviewBody[]
but the estate has a trick or two up its sleeve. It’s built on a stretched wheelbase. The back seat is moved aft to use up some of that stretch

# data[].attributes.metatag[].attributes.content.reviewBody[]
and the rest is given over to the boot. More rear overhang than the hatch gives a further elongation of the boot.At the same time as the SW

# data[].attributes.metatag[].attributes.content.reviewBody[]
Peugeot launched some low-emission high-economy engines that aren’t at all sluggish

# data[].attributes.metatag[].attributes.content.reviewBody[]
making the whole 308 range is more alluring.

# data[].attributes.metatag[].attributes.content.description
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.field_cars_driving.value
See the hatchback’s page, basically. In theory a wheelbase stretch would make the ride more placid but the handling slightly less reactive. But you’d have to be driving them back-to-back over a tricky road before you noticed. So you’ve got a car with fairy keen responses, reassuring yet quite amusing reactions when you push it through a bend, and a decently supple ride.

Relative quiet is another virtue you’ll appreciate on a long journey. As promised, Peugeot has now put a turbo option into its little three-cylinder 1.2 petrol. The result is a revelation: the torque of a diesel, but a chirpy happiness to rev beyond 6000, plus far more agreeable quietness at low speeds than a diesel. But if you want ultimate low-tax economy there’s also a super-thrifty BlueHDI 1.6 Euro 6 diesel making 120bhp and 88.3mpg for just 85g/km in the estate (82g/km in the hatch). Given its huge load space at the back, that’s pretty impressive...

# data[].attributes.field_cars_driving.processed
See the hatchback’s page, basically. In theory a wheelbase stretch would make the ride more placid but the handling slightly less reactive. But you’d have to be driving them back-to-back over a tricky road before you noticed. So you’ve got a car with fairy keen responses, reassuring yet quite amusing reactions when you push it through a bend, and a decently supple ride.

Relative quiet is another virtue you’ll appreciate on a long journey. As promised, Peugeot has now put a turbo option into its little three-cylinder 1.2 petrol. The result is a revelation: the torque of a diesel, but a chirpy happiness to rev beyond 6000, plus far more agreeable quietness at low speeds than a diesel. But if you want ultimate low-tax economy there’s also a super-thrifty BlueHDI 1.6 Euro 6 diesel making 120bhp and 88.3mpg for just 85g/km in the estate (82g/km in the hatch). Given its huge load space at the back, that’s pretty impressive...

# data[].attributes.field_cars_inside.value
The crux of an estate, and the SW delivers. The back seat space and the boot – seats up or down – are class medallists. The boot has lots of tie-downs and some underfloor space too. It’s been extremely well thought out.

Peugeot’s cabin build quality is climbing the ladder at last. Almost all controls are on a touchscreen. It’s not the most responsive or graphically attractive of such interfaces, but it does allow an handsomely tidy, minimalist dash.

# data[].attributes.field_cars_inside.processed
The crux of an estate, and the SW delivers. The back seat space and the boot – seats up or down – are class medallists. The boot has lots of tie-downs and some underfloor space too. It’s been extremely well thought out.

Peugeot’s cabin build quality is climbing the ladder at last. Almost all controls are on a touchscreen. It’s not the most responsive or graphically attractive of such interfaces, but it does allow an handsomely tidy, minimalist dash.

# data[].attributes.field_cars_owning.value
With a suite of low-emissions powertrains, it’s got a lot to get company car drivers’ attention, especially as all that space might let you swap from a car in ostensibly the next size – and price – class up. Just beware if you are trading up that some bigger wheel options nudge it into a higher CO2 band: for once, fleet drivers may prefer not to insist on the range-topper. If you’re buying privately, make sure you get a good lease or PCP deal to protect your future retained values because, face it, they’re still not a Peugeot strong point.

# data[].attributes.field_cars_owning.processed
With a suite of low-emissions powertrains, it’s got a lot to get company car drivers’ attention, especially as all that space might let you swap from a car in ostensibly the next size – and price – class up. Just beware if you are trading up that some bigger wheel options nudge it into a higher CO2 band: for once, fleet drivers may prefer not to insist on the range-topper. If you’re buying privately, make sure you get a good lease or PCP deal to protect your future retained values because, face it, they’re still not a Peugeot strong point.

# data[].attributes.field_cars_verdict_against
The touchscreen-averse are relegated to the base model

# data[].attributes.field_cars_verdict_for
Space, some fine engines, road manners, design

# data[].attributes.field_cars_verdict_text
This is among the best compact estates on sale (partly because it isn’t really compact at all).

# data[].attributes.field_cars_what_is_it.value
An estate version of a former European Car of the Year, the Peugeot 308. Now, the 308 hatch isn’t a total stand-out in our rankings, but the estate has a trick or two up its sleeve. It’s built on a stretched wheelbase. The back seat is moved aft to use up some of that stretch, and the rest is given over to the boot. More rear overhang than the hatch gives a further elongation of the boot.

At the same time as the SW, Peugeot launched some low-emission high-economy engines that aren’t at all sluggish, making the whole 308 range is more alluring.

# data[].attributes.field_cars_what_is_it.processed
An estate version of a former European Car of the Year, the Peugeot 308. Now, the 308 hatch isn’t a total stand-out in our rankings, but the estate has a trick or two up its sleeve. It’s built on a stretched wheelbase. The back seat is moved aft to use up some of that stretch, and the rest is given over to the boot. More rear overhang than the hatch gives a further elongation of the boot.

At the same time as the SW, Peugeot launched some low-emission high-economy engines that aren’t at all sluggish, making the whole 308 range is more alluring.

# data[].attributes.field_cars_what_we_say
Peugeot transfers surprise appeal of the 308 5dr into a practical estate

# data[].attributes.field_cars_wildcard_text
A Qashqai. The old one was cramped, but new one remedies rear-passenger legroom. Boot is versatile but not so cave-like as 308SW's

# data[].attributes.field_metatag
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# data[].attributes.metatag[].attributes.content
Marred as the whipping boy of the VW Group, Seat has produced a highly credible MPV

# data[].attributes.metatag[].attributes.content
Marred as the whipping boy of the VW Group, Seat has produced a highly credible MPV

# data[].attributes.metatag[].attributes.content
Marred as the whipping boy of the VW Group, Seat has produced a highly credible MPV

# data[].attributes.metatag[].attributes.content
Marred as the whipping boy of the VW Group, Seat has produced a highly credible MPV

# data[].attributes.metatag[].attributes.content.description[]
Marred as the whipping boy of the VW Group

# data[].attributes.metatag[].attributes.content.reviewBody[]
poor old Seat. Forever chastised as the leech of VW Group

# data[].attributes.metatag[].attributes.content.reviewBody[]
with its showrooms full of re-badged VWs and Audis. Used to be Fiats

# data[].attributes.metatag[].attributes.content.reviewBody[]
so count your blessings. In a parallel universe the Alhambra could have been a Multipla. As it is

# data[].attributes.metatag[].attributes.content.reviewBody[]
very massive seven-seat MPV. Not even remotely sporting

# data[].attributes.metatag[].attributes.content.reviewBody[]
but then the Ford S-Max has sporty MPVs wrapped up anyway.

# data[].attributes.metatag[].attributes.content.description[]
Marred as the whipping boy of the VW Group

# data[].attributes.field_cars_driving.value
The Alhambra’s defining characteristic is the eerie quiet at low speed, coupled to ride quality befitting a luxury limo. Added to its concert-hall-like space, this is the sort of car that, if it didn’t have the whopping big ‘S’ on the front, would make a perfect celebrity ferry. Its massive girth means it’s not the easiest thing to park for those without a Blue Badge, but that’s a price worth paying for so much usable space. And it has parking sensors, so get over it.

As you’d expect, the VW ergonomics scientists have done their calculations well, making sure that almost anyone can find a comfortable driving position. It even handles OK, for a massive cube, though it feels a lot more at ease when floating in a straight line. For that reason we’d go for a DSG gearbox – its computer brain is much better able to understand when to change up and down gears than it used to be, and it’s gotten smoother doing so.

# data[].attributes.field_cars_driving.processed
The Alhambra’s defining characteristic is the eerie quiet at low speed, coupled to ride quality befitting a luxury limo. Added to its concert-hall-like space, this is the sort of car that, if it didn’t have the whopping big ‘S’ on the front, would make a perfect celebrity ferry. Its massive girth means it’s not the easiest thing to park for those without a Blue Badge, but that’s a price worth paying for so much usable space. And it has parking sensors, so get over it.

As you’d expect, the VW ergonomics scientists have done their calculations well, making sure that almost anyone can find a comfortable driving position. It even handles OK, for a massive cube, though it feels a lot more at ease when floating in a straight line. For that reason we’d go for a DSG gearbox – its computer brain is much better able to understand when to change up and down gears than it used to be, and it’s gotten smoother doing so.

# data[].attributes.field_cars_inside.value
With the back two chairs more than big enough for fully formed adults, it’s one of the most capacious MPVs around. It has a dashboard more attractive than anything else Seat does, while retaining the plain old functionality typical of VW Group design. The solidity of the upper materials is approaching Audi standard, so a leather-clad SE Lux version has all the charisma of a proper luxury car. It’s two leagues ahead of the old Alhambra.

With the rear seats up there’s an enormous boot, and we like the cool (optional) transformer chairs that change into kiddie seats. Clever.

# data[].attributes.field_cars_inside.processed
With the back two chairs more than big enough for fully formed adults, it’s one of the most capacious MPVs around. It has a dashboard more attractive than anything else Seat does, while retaining the plain old functionality typical of VW Group design. The solidity of the upper materials is approaching Audi standard, so a leather-clad SE Lux version has all the charisma of a proper luxury car. It’s two leagues ahead of the old Alhambra.

With the rear seats up there’s an enormous boot, and we like the cool (optional) transformer chairs that change into kiddie seats. Clever.

# data[].attributes.field_cars_owning.value
The price gulf between this and the Sharan isn’t as big as it could be – a few hundred quid model-for-model – so you’ll have to balance that against probable weaker residuals, which might affect monthly payments to the extent it’s actually no cheaper for private buyers. Otherwise, it’s as per the VW, so you’re using very familiar engines with alluring economy – all diesels hover around the 50mpg mark. The token 1.4 TSI petrol is actually decent on fuel, but if yours is a heavy burden of passengers and paraphernalia, you’ll miss the torque.

Equipment is lavish – all get three-zone climate, parking sensors and alloys. As it perhaps should be: the Alhambra isn’t quite as cheap as it was today, starting from over £25k. But even at this price, it’s worth it.

# data[].attributes.field_cars_owning.processed
The price gulf between this and the Sharan isn’t as big as it could be – a few hundred quid model-for-model – so you’ll have to balance that against probable weaker residuals, which might affect monthly payments to the extent it’s actually no cheaper for private buyers. Otherwise, it’s as per the VW, so you’re using very familiar engines with alluring economy – all diesels hover around the 50mpg mark. The token 1.4 TSI petrol is actually decent on fuel, but if yours is a heavy burden of passengers and paraphernalia, you’ll miss the torque.

Equipment is lavish – all get three-zone climate, parking sensors and alloys. As it perhaps should be: the Alhambra isn’t quite as cheap as it was today, starting from over £25k. But even at this price, it’s worth it.

# data[].attributes.field_cars_verdict_against
Those Spanish prices aren't as low as they used to be

# data[].attributes.field_cars_verdict_for
VW quality, class and space at Spanish prices

# data[].attributes.field_cars_verdict_text
Seat’s most complete car. It has no real weaknesses – but we just know you’d rather have the VW…

# data[].attributes.field_cars_what_is_it.value
Ah, poor old Seat. Forever chastised as the leech of VW Group, with its showrooms full of re-badged VWs and Audis. Used to be Fiats, though, so count your blessings. In a parallel universe the Alhambra could have been a Multipla. As it is, it’s a slightly cheaper VW Sharan, and that means it’s a very functional, very massive seven-seat MPV. Not even remotely sporting, despite Seat’s brand goals, but then the Ford S-Max has sporty MPVs wrapped up anyway.

# data[].attributes.field_cars_what_is_it.processed
Ah, poor old Seat. Forever chastised as the leech of VW Group, with its showrooms full of re-badged VWs and Audis. Used to be Fiats, though, so count your blessings. In a parallel universe the Alhambra could have been a Multipla. As it is, it’s a slightly cheaper VW Sharan, and that means it’s a very functional, very massive seven-seat MPV. Not even remotely sporting, despite Seat’s brand goals, but then the Ford S-Max has sporty MPVs wrapped up anyway.

# data[].attributes.field_cars_what_we_say
Marred as the whipping boy of the VW Group, Seat has produced a highly credible MPV

# data[].attributes.field_cars_wildcard_text
Love a good bit of VW Group badge engineering? Get a Phaeton - a re-skinned Bentley Continental GT, innit

# data[].attributes.metatag[].attributes.content
2017 Vauxhall Corsa VXR Review | Top Gear

# data[].attributes.metatag[].attributes.content
Vauxhall has turned the Corsa VXR into a convincing fast pocket rocket. There are big changes and they all make a big difference. Full TG review inside.

# data[].attributes.metatag[].attributes.content
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.metatag[].attributes.content
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.metatag[].attributes.content
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.metatag[].attributes.content.description
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.metatag[].attributes.content.reviewBody[]
Vauxhall's second crack at a go-faster Corsa that's gunning straight for the Fiesta ST. Admittedly

# data[].attributes.metatag[].attributes.content.reviewBody[]
not much has happened under the bonnet as the same 1.6-litre turbo engine from the old car powers the front wheels

# data[].attributes.metatag[].attributes.content.reviewBody[]
intercooler and a reworked Remus exhaust previously only seen on limited editions added.But the chassis has received a comprehensive nose-to-tail revamp. Sitting 10mm lower with trick dampers from Koni

# data[].attributes.metatag[].attributes.content.reviewBody[]
it's a serious shopping list.One that you can now also extend thanks to an optional Performance Pack. It's a commitment that'll relieve you of £2

# data[].attributes.metatag[].attributes.content.reviewBody[]
400 but morph your VXR into a de-badged version of the TG award-winning Nurburgring Edition by adding a more damping sport setup

# data[].attributes.metatag[].attributes.content.reviewBody[]
more powerful 330mm-diameter four-pot Brembo brakes (they're 308mm as standard)

# data[].attributes.metatag[].attributes.content.reviewBody[]
a voodoo Drexler mechanical limited-slip differential sandwiched between the front wheels. It's a brilliant addition which we salute Vauxhall for engineering in.

# data[].attributes.metatag[].attributes.content.description
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.field_cars_driving.value
The headline stats are 205bhp and 180lb ft of torque. But deploying a gratuitous right foot kicks in an overboost function that sees torque swell to 207lb ft for five seconds. That's enough to see off 0-62mph in 6.8 seconds and on to a top speed of 143mph: slower than a RenaultSport Clio but, importantly, faster than a Fiesta ST.

But thanks to a remap and slightly raised redline, that torque is spread thicker from 1,900rpm to 5,800rpm. This means you're not fighting lag, and, as you're in a juicier power band more often, there's no need to scurry through the new shorter-throw but still slightly stodgy gearbox.

Adding the PP delivers a more visceral, lairy driving experience, as the diff makes for an entertaining companion as it locks up and sniffs out grip like a traction-happy truffle. dog.

# data[].attributes.field_cars_driving.processed
The headline stats are 205bhp and 180lb ft of torque. But deploying a gratuitous right foot kicks in an overboost function that sees torque swell to 207lb ft for five seconds. That's enough to see off 0-62mph in 6.8 seconds and on to a top speed of 143mph: slower than a RenaultSport Clio but, importantly, faster than a Fiesta ST.

But thanks to a remap and slightly raised redline, that torque is spread thicker from 1,900rpm to 5,800rpm. This means you're not fighting lag, and, as you're in a juicier power band more often, there's no need to scurry through the new shorter-throw but still slightly stodgy gearbox.

Adding the PP delivers a more visceral, lairy driving experience, as the diff makes for an entertaining companion as it locks up and sniffs out grip like a traction-happy truffle. dog.

# data[].attributes.field_cars_inside.value
The VXR's cabin is a marked improvement on the previous generation. The quality is up there with its rivals and has all the tell-tale hot hatch hallmarks; overzealous VXR badging, a sporty flat-bottom wheel and supportive hard-shell Recaros that clasp you wonderfully. Even though the big hard-backed seats surround you like Bowser's shell, it's still roomy for rear passengers and it has a bigger boot than most rivals.

# data[].attributes.field_cars_inside.processed
The VXR's cabin is a marked improvement on the previous generation. The quality is up there with its rivals and has all the tell-tale hot hatch hallmarks; overzealous VXR badging, a sporty flat-bottom wheel and supportive hard-shell Recaros that clasp you wonderfully. Even though the big hard-backed seats surround you like Bowser's shell, it's still roomy for rear passengers and it has a bigger boot than most rivals.

# data[].attributes.field_cars_owning.value
Prices start at £17,995 - £1,000 cheaper than the old one - and works out around £400 cheaper than the equivalent trim Fiesta ST2. But with the recommended Performance Pack taking the price to £20,395, in reality the Corsa is quite a bit more expensive than its Blue Oval adversary - which of course doesn't have the option of an LSD.

If you're into track days though, the Performance Pack Corsa is better suited for your needs than an ST. And with the RenaultSport Clio going soft, this is now the pick of the bunch at that end of the hot hatch spectrum. It gives the Corsa VXR convincing character at last.

# data[].attributes.field_cars_owning.processed
Prices start at £17,995 - £1,000 cheaper than the old one - and works out around £400 cheaper than the equivalent trim Fiesta ST2. But with the recommended Performance Pack taking the price to £20,395, in reality the Corsa is quite a bit more expensive than its Blue Oval adversary - which of course doesn't have the option of an LSD.

If you're into track days though, the Performance Pack Corsa is better suited for your needs than an ST. And with the RenaultSport Clio going soft, this is now the pick of the bunch at that end of the hot hatch spectrum. It gives the Corsa VXR convincing character at last.

# data[].attributes.field_cars_verdict_for
Big changes make a big difference: bombastic but with newfound ability

# data[].attributes.field_cars_verdict_text
Vauxhall has turned the Corsa VXR into a convincing fast pocket rocket.

# data[].attributes.field_cars_what_is_it.value
Vauxhall's second crack at a go-faster Corsa that's gunning straight for the Fiesta ST. Admittedly, not much has happened under the bonnet as the same 1.6-litre turbo engine from the old car powers the front wheels, just with new air filters, intercooler and a reworked Remus exhaust previously only seen on limited editions added.

But the chassis has received a comprehensive nose-to-tail revamp. Sitting 10mm lower with trick dampers from Koni, plus all-new bushes, uprights, a stiffer rear suspension setup, different anti-roll bars, and, for the first time, a two-stage ESC system, it's a serious shopping list.

One that you can now also extend thanks to an optional Performance Pack. It's a commitment that'll relieve you of £2,400 but morph your VXR into a de-badged version of the TG award-winning Nurburgring Edition by adding a more damping sport setup, larger, more powerful 330mm-diameter four-pot Brembo brakes (they're 308mm as standard), 18-inch wheels, and, best of all, a voodoo Drexler mechanical limited-slip differential sandwiched between the front wheels. It's a brilliant addition which we salute Vauxhall for engineering in.

# data[].attributes.field_cars_what_is_it.processed
Vauxhall's second crack at a go-faster Corsa that's gunning straight for the Fiesta ST. Admittedly, not much has happened under the bonnet as the same 1.6-litre turbo engine from the old car powers the front wheels, just with new air filters, intercooler and a reworked Remus exhaust previously only seen on limited editions added.

But the chassis has received a comprehensive nose-to-tail revamp. Sitting 10mm lower with trick dampers from Koni, plus all-new bushes, uprights, a stiffer rear suspension setup, different anti-roll bars, and, for the first time, a two-stage ESC system, it's a serious shopping list.

One that you can now also extend thanks to an optional Performance Pack. It's a commitment that'll relieve you of £2,400 but morph your VXR into a de-badged version of the TG award-winning Nurburgring Edition by adding a more damping sport setup, larger, more powerful 330mm-diameter four-pot Brembo brakes (they're 308mm as standard), 18-inch wheels, and, best of all, a voodoo Drexler mechanical limited-slip differential sandwiched between the front wheels. It's a brilliant addition which we salute Vauxhall for engineering in.

# data[].attributes.field_cars_what_we_say
A fleet-footed boisterous hot hatch that's no longer a one-trick pony

# data[].attributes.field_cars_wildcard_text
The Golf GTI also offers a Performance Pack. Has a clever front diff too. Is a fair bit more expensive though

# data[].attributes.field_metatag
a:4:{s:5:"title";s:38:"2017 [node:title] Review | [site:name]";s:11:"description";s:152:"Vauxhall has turned the Corsa VXR into a convincing fast pocket rocket. There are big changes and they all make a big difference. Full TG review inside.";s:6:"robots";s:0:"";s:9:"fb_app_id";s:12:"282681245570";}

# data[].attributes.metatag[].attributes.content
2026 Skoda Octavia Estate Review | Top Gear

# data[].attributes.metatag[].attributes.content
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at, better to drive and just as practical

# data[].attributes.metatag[].attributes.content
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at, better to drive and just as practical

# data[].attributes.metatag[].attributes.content
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at, better to drive and just as practical

# data[].attributes.metatag[].attributes.content
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at, better to drive and just as practical

# data[].attributes.metatag[].attributes.content.description[]
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at

# data[].attributes.metatag[].attributes.content[]
"headline":"Skoda Octavia Estate Review 2024"

# data[].attributes.metatag[].attributes.content[]
"description":"The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at

# data[].attributes.field_cars_driving.value
A reminder, then: there are six powertrains to choose from (not including the vRS): 113bhp and 148bhp 1.5-litre petrols, mild hybrid variants of both, and 113bhp and 148bhp 2.0-litre diesels. A 201bhp 2.0-litre petrol is on its way in 2025. Choices galore.

We’ve tried the petrol engines in both standard and hybrid guise, and even without electrical assistance they’re quiet, refined (the more powerful variant slightly more so) and economical. The mild hybrids come paired with a smooth seven-speed DSG gearbox (more on that below) and 48V starter generator that provides some handy electrical assistance under acceleration and shuts off the engine when coasting.

The lesser-powered petrol manages 0-62mph in 10.5 seconds, while the punchier ones take 8.6s. On paper the former looks a little pedestrian, but you shouldn’t really notice beyond piling on the speed joining a motorway.

Quick word on economy: Skoda quotes around 50mpg for the petrols, and around 55mpg for the mild hybrids. We saw mid-forties in the former and slightly more in the latter, so you should recoup the extra up front expenditure in fuel savings eventually.

What about the diesels?

The big diesel claims 0-62mph in 8.6s. Not too shabby. Certainly feels quick enough, and in mixed driving mostly delivers on Skoda’s promise of 60mpg. But it’s a tad… diesely. It doesn’t transmit nasty vibrations through the steering wheel, pedal or seat, but it does grumble a fair bit under load.

Said diesel also gets the seven-speed DSG (the lesser diesel gets a six-speed manual) which is really as good as auto 'boxes come, changing gears quickly and smoothly. We’d be tempted to go for it for that reason alone, sacrilege though it might be. But you do also get paddles on the wheel, for those, er, more spirited drives. However few and far between.

How does it handle for a big old barge, though?

It’s a stable, serene, comfortable cruiser that sits very happily at 70mph on the motorway. It doesn’t fall apart through corners, but it’s too sleepy to be considered dynamic. Go for a Focus Estate (if it’s still on sale by this point) if more responsive handling is what you’re after. The steering is precise but not exactly crisp. So be it: the Octavia’s chassis is plainly more geared towards comfort anyway. And that’s just fine.

The ride is good, though soft damping means it does float a bit over crests and the body can take a second to settle after you hit a pothole or speed bump. Top-spec Sportline models get progressive steering and sports suspension which lowers the ride height by 15 millimetres and stiffens things up a little.

Worth noting here that Dynamic Chassis Control – which provides different levels of damping and five drive modes (Eco, Comfort, Normal, Sport and Individual) – is a £1,125 option. We'll reserve judgement until we’ve tried it back home, but on smooth European roads it's not really necessary.

# data[].attributes.field_cars_driving.processed
A reminder, then: there are six powertrains to choose from (not including the vRS): 113bhp and 148bhp 1.5-litre petrols, mild hybrid variants of both, and 113bhp and 148bhp 2.0-litre diesels. A 201bhp 2.0-litre petrol is on its way in 2025. Choices galore.

We’ve tried the petrol engines in both standard and hybrid guise, and even without electrical assistance they’re quiet, refined (the more powerful variant slightly more so) and economical. The mild hybrids come paired with a smooth seven-speed DSG gearbox (more on that below) and 48V starter generator that provides some handy electrical assistance under acceleration and shuts off the engine when coasting.

The lesser-powered petrol manages 0-62mph in 10.5 seconds, while the punchier ones take 8.6s. On paper the former looks a little pedestrian, but you shouldn’t really notice beyond piling on the speed joining a motorway.

Quick word on economy: Skoda quotes around 50mpg for the petrols, and around 55mpg for the mild hybrids. We saw mid-forties in the former and slightly more in the latter, so you should recoup the extra up front expenditure in fuel savings eventually.

What about the diesels?

The big diesel claims 0-62mph in 8.6s. Not too shabby. Certainly feels quick enough, and in mixed driving mostly delivers on Skoda’s promise of 60mpg. But it’s a tad… diesely. It doesn’t transmit nasty vibrations through the steering wheel, pedal or seat, but it does grumble a fair bit under load.

Said diesel also gets the seven-speed DSG (the lesser diesel gets a six-speed manual) which is really as good as auto 'boxes come, changing gears quickly and smoothly. We’d be tempted to go for it for that reason alone, sacrilege though it might be. But you do also get paddles on the wheel, for those, er, more spirited drives. However few and far between.

How does it handle for a big old barge, though?

It’s a stable, serene, comfortable cruiser that sits very happily at 70mph on the motorway. It doesn’t fall apart through corners, but it’s too sleepy to be considered dynamic. Go for a Focus Estate (if it’s still on sale by this point) if more responsive handling is what you’re after. The steering is precise but not exactly crisp. So be it: the Octavia’s chassis is plainly more geared towards comfort anyway. And that’s just fine.

The ride is good, though soft damping means it does float a bit over crests and the body can take a second to settle after you hit a pothole or speed bump. Top-spec Sportline models get progressive steering and sports suspension which lowers the ride height by 15 millimetres and stiffens things up a little.

Worth noting here that Dynamic Chassis Control – which provides different levels of damping and five drive modes (Eco, Comfort, Normal, Sport and Individual) – is a £1,125 option. We'll reserve judgement until we’ve tried it back home, but on smooth European roads it's not really necessary.

# data[].attributes.field_cars_editor_title
Skoda Octavia Estate review: why would you have an SUV over this?

# data[].attributes.field_cars_inside.value
This generation Octavia courted controversy with its minimalist interior, which favours touch sensitive buttons and sliders over conventional knobs and buttons. The first thing to know is, none of that has changed post facelift.

There are no dedicated climate controls, for example. Changes to temperature, fan speed and air distribution all have to be made through the main infotainment display, which is now 13 inches across as standard. But it’s not alone here: both Volkswagen and Seat have adopted similar minimalist approaches.

And the Octavia has it better than a Golf Estate or Leon Estate, because Skoda has kept a strip of buttons for quick access to heated front/rear screens, plus climate, settings and drive mode menus. And as part of the facelift it's redesigned the menu structure so it's more intuitive and offers customisable, easy access shortcuts.

Build quality is as robust as you’d expect, although we did notice a vibration on the touchscreen that caused a bit of a rattle on rougher roads. This isn’t something we’ve seen on other Skodas of late, but it’s something to look out for.

What else is new?

This was already an attractive looking cabin, but Skoda has given it a slight refresh with updated upholstery, trim and door panel designs. It certainly feels more attractive than a Golf - with its acres of shiny black plastic which are designed to make the VW’s twin screens look like one - and more sophisticated too.

The 10.25in digital instrument cluster has also been subtly redesigned and there’s faster USB charging, while ChatGPT will soon be integrated into Skoda’s Digital Assistant, Laura, thus making her more intuitive and bringing the ability to answer general knowledge questions. Based on our experience elsewhere, we’re happy to wait.

Ok Laura, but is it practical?

Boot space remains 640 litres with the seats up (versus 600 in the hatch), or 1,700 litres with them folded down. That’s much more space than you get in a Focus Estate. More than you get in any other small estate, actually.

And because it’s a Skoda it has all the ‘Simply Clever’ features. For example, there are flip-out hooks in the boot to keep your shopping from sliding around, storage for umbrellas in the front doors, an ice-scraper under the fuel filler cap, small secondary pockets on the backs of the front seats specifically for your kids’ smartphones, and a USB-C port above the rear-view mirror for plugging in a dash cam.

Anything else I should know?

Yes, cars equipped with speed warning and lane keep assist automatically turn themselves on every time you start up, as per the law. Groan. However, you can turn these off with a few flicks of the scroller on the steering wheel and it’ll be muscle memory in no time. Good on Skoda for not burying the off switch in the touchscreen.

# data[].attributes.field_cars_inside.processed
This generation Octavia courted controversy with its minimalist interior, which favours touch sensitive buttons and sliders over conventional knobs and buttons. The first thing to know is, none of that has changed post facelift.

There are no dedicated climate controls, for example. Changes to temperature, fan speed and air distribution all have to be made through the main infotainment display, which is now 13 inches across as standard. But it’s not alone here: both Volkswagen and Seat have adopted similar minimalist approaches.

And the Octavia has it better than a Golf Estate or Leon Estate, because Skoda has kept a strip of buttons for quick access to heated front/rear screens, plus climate, settings and drive mode menus. And as part of the facelift it's redesigned the menu structure so it's more intuitive and offers customisable, easy access shortcuts.

Build quality is as robust as you’d expect, although we did notice a vibration on the touchscreen that caused a bit of a rattle on rougher roads. This isn’t something we’ve seen on other Skodas of late, but it’s something to look out for.

What else is new?

This was already an attractive looking cabin, but Skoda has given it a slight refresh with updated upholstery, trim and door panel designs. It certainly feels more attractive than a Golf - with its acres of shiny black plastic which are designed to make the VW’s twin screens look like one - and more sophisticated too.

The 10.25in digital instrument cluster has also been subtly redesigned and there’s faster USB charging, while ChatGPT will soon be integrated into Skoda’s Digital Assistant, Laura, thus making her more intuitive and bringing the ability to answer general knowledge questions. Based on our experience elsewhere, we’re happy to wait.

Ok Laura, but is it practical?

Boot space remains 640 litres with the seats up (versus 600 in the hatch), or 1,700 litres with them folded down. That’s much more space than you get in a Focus Estate. More than you get in any other small estate, actually.

And because it’s a Skoda it has all the ‘Simply Clever’ features. For example, there are flip-out hooks in the boot to keep your shopping from sliding around, storage for umbrellas in the front doors, an ice-scraper under the fuel filler cap, small secondary pockets on the backs of the front seats specifically for your kids’ smartphones, and a USB-C port above the rear-view mirror for plugging in a dash cam.

Anything else I should know?

Yes, cars equipped with speed warning and lane keep assist automatically turn themselves on every time you start up, as per the law. Groan. However, you can turn these off with a few flicks of the scroller on the steering wheel and it’ll be muscle memory in no time. Good on Skoda for not burying the off switch in the touchscreen.

# data[].attributes.field_cars_owning.value
Prices start at £27,755. That’s for the lesser-powered 1.5-litre petrol engine in base-spec trim. The mild hybrid starts from around £2k extra, and the lowlier (manual) diesel from £30,300. The bigger (auto) diesel is £32,700. You can save around £1k in like-for-like spec by going for the hatch. Don’t be that person, the estate is undoubtedly the cooler car. The vRS meanwhile is a smidge under £40k.

Other than the Seat Leon Estate, the Octavia undercuts pretty much everything including the VW Golf Estate, Vauxhall Astra Sports Tourer, Peugeot 308 SW and Toyota Corolla Touring Sports. So it's the biggest and (nearly) cheapest. Compelling sell, that.

Is speccing one going to fry my brain?

Not at all, there are just three trims to choose from: SE Technology, SE L, Sportline. Above all of which sits the vRS.

Base trim it may be, but SE Technology spec is hardly basic. It includes 16in alloys, LED front and rear lights, electric folding and heated door mirrors, a 10.25in virtual cockpit, 13in infotainment display with wireless Apple CarPlay and Android Auto, wireless charging with inbuilt cooling function, heated front seats, and keyless start/stop.

SE L adds bigger 17in alloys, LED rear lights, a two-spoke heated leather multi-function steering wheel and heated windscreen, artificial leather upholstery, adaptive cruise control, lane assist plus, electrically operated boot with virtual pedal, and keyless entry.

Sportline trim adds metallic paint, 18in alloys and gloss black styling, sports suspension (lowered by 15mm), progressive dynamic steering, sports seats with fabric and artificial leather upholstery.

The vRS - if you’re going to go there - rides on 19s and gets carbon effect trim, red brake calipers, a black sports exhaust (and other bits of gloss black detailing), full matrix adaptive LEDs, privacy glass, ambient lighting and much in the way of red stitching, plus plenty else. Including garish yellow paint if you really want to shout about its extra power.

And if it was your money?

We reckon the 1.5-litre petrol mHEV is probably the pick of the bunch here, for the slight performance and economy improvements, plus the excellent DSG gearbox.

It’s only available in lesser-powered 113bhp guise in our preferred SE Tech trim, which is a shame. But the electrical assistance means it rarely feels underpowered. There, you’re looking at the most sensible £30k you'll ever spend. Stick 10 per cent of the value down and you’ll be looking at monthly repayments of £370 (ish) over four years with an allowance of 10,000 miles annually, through Skoda’s finance scheme. Never hurts to shop around, of course.

A three-year/60,000-mile warranty is standard.

# data[].attributes.field_cars_owning.processed
Prices start at £27,755. That’s for the lesser-powered 1.5-litre petrol engine in base-spec trim. The mild hybrid starts from around £2k extra, and the lowlier (manual) diesel from £30,300. The bigger (auto) diesel is £32,700. You can save around £1k in like-for-like spec by going for the hatch. Don’t be that person, the estate is undoubtedly the cooler car. The vRS meanwhile is a smidge under £40k.

Other than the Seat Leon Estate, the Octavia undercuts pretty much everything including the VW Golf Estate, Vauxhall Astra Sports Tourer, Peugeot 308 SW and Toyota Corolla Touring Sports. So it's the biggest and (nearly) cheapest. Compelling sell, that.

Is speccing one going to fry my brain?

Not at all, there are just three trims to choose from: SE Technology, SE L, Sportline. Above all of which sits the vRS.

Base trim it may be, but SE Technology spec is hardly basic. It includes 16in alloys, LED front and rear lights, electric folding and heated door mirrors, a 10.25in virtual cockpit, 13in infotainment display with wireless Apple CarPlay and Android Auto, wireless charging with inbuilt cooling function, heated front seats, and keyless start/stop.

SE L adds bigger 17in alloys, LED rear lights, a two-spoke heated leather multi-function steering wheel and heated windscreen, artificial leather upholstery, adaptive cruise control, lane assist plus, electrically operated boot with virtual pedal, and keyless entry.

Sportline trim adds metallic paint, 18in alloys and gloss black styling, sports suspension (lowered by 15mm), progressive dynamic steering, sports seats with fabric and artificial leather upholstery.

The vRS - if you’re going to go there - rides on 19s and gets carbon effect trim, red brake calipers, a black sports exhaust (and other bits of gloss black detailing), full matrix adaptive LEDs, privacy glass, ambient lighting and much in the way of red stitching, plus plenty else. Including garish yellow paint if you really want to shout about its extra power.

And if it was your money?

We reckon the 1.5-litre petrol mHEV is probably the pick of the bunch here, for the slight performance and economy improvements, plus the excellent DSG gearbox.

It’s only available in lesser-powered 113bhp guise in our preferred SE Tech trim, which is a shame. But the electrical assistance means it rarely feels underpowered. There, you’re looking at the most sensible £30k you'll ever spend. Stick 10 per cent of the value down and you’ll be looking at monthly repayments of £370 (ish) over four years with an allowance of 10,000 miles annually, through Skoda’s finance scheme. Never hurts to shop around, of course.

A three-year/60,000-mile warranty is standard.

# data[].attributes.field_cars_stand_first
Looks cooler, is better to drive and just as practical… make it not make sense

# data[].attributes.field_cars_verdict.value
You don’t need a crossover. You just don’t. An estate like the Octavia is better to drive, more economical and just as practical as the vast majority of them. And the newly facelifted Skoda happens to be very good indeed.

It’s now smarter looking, clear thought has been put into addressing our tech complaints, and it feels more upmarket inside. OK it still might not be much fun to drive, but it's comfortable and practical. And these are the only things you'll care about.

There really isn't much wrong with it, save for the lack of physical switchgear. And given how everyone is ramming stuff into the touchscreen these days, we can probably forgive it for that.

# data[].attributes.field_cars_verdict.processed
You don’t need a crossover. You just don’t. An estate like the Octavia is better to drive, more economical and just as practical as the vast majority of them. And the newly facelifted Skoda happens to be very good indeed.

It’s now smarter looking, clear thought has been put into addressing our tech complaints, and it feels more upmarket inside. OK it still might not be much fun to drive, but it's comfortable and practical. And these are the only things you'll care about.

There really isn't much wrong with it, save for the lack of physical switchgear. And given how everyone is ramming stuff into the touchscreen these days, we can probably forgive it for that.

# data[].attributes.field_cars_verdict_against
Not that dynamic, no PHEV option, very little physical switchgear

# data[].attributes.field_cars_verdict_for
Smart looking, hugely comfortable, holding the estate candle strong

# data[].attributes.field_cars_verdict_text
It’s now smarter looking, clear thought has been put into addressing our tech complaints, and it feels more upmarket inside

# data[].attributes.field_cars_what_is_it.value
The vehicular embodiment of sensibleness. Yep, it’s the Octavia Estate, the family car you really ought to buy instead of that spangly crossover you’ve had your eye on. And as of 2024, it’s been newly facelifted. Hooray!

Let’s start with the looks. Already, it was sharper styled and more sophisticated than the (very good) third generation, but now it gets redesigned front and rear bumpers and lights plus an updated grille. Inside there’s new tech (more on that below), plus new upholstery, trim and door panel designs. Very smart it is too.

Rivals include the (related) Seat Leon Estate and VW Golf Estate - both of which it shares its MQB platform with - and also the Peugeot 508 SW, Toyota Corolla Touring Sports and Vauxhall Astra Sports Tourer. If the Ford Focus Estate hasn't been axed by the time you read this, it soon will be.

The Octavia is now a whole 9mm longer than before and remains available as a hatch too. Oh, and the all-important boot space figure stands at a gargantuan 640 litres.

What's the rest of the cabin like?

This is where things start to get interesting. With the arrival of this generation, Skoda largely did away with most of the touch buttons. There’s a strip of them under the nice, wide infotainment screen (which is more than you get in the latest Golf and Leon), but the climate controls vanished into the touchscreen.

At this point, we’d love to tell you that Skoda has made a swift U-turn as part of the facelift, but it’s not to be. Instead, it gets a new 13in infotainment display – the largest ever offered – as standard. But the user interface and menu structure has been redesigned to include more shortcut buttons. You win some, you lose some.

What about power?

The engine line-up currently consists of two 1.5-litre TSI petrol engines, optionally available with mild hybrid technology, and two 2.0-litre heartland diesels.

The 1.5-litre turbo is available in 114bhp and 148bhp outputs, paired with a six-speed manual gearbox. The mild hybrid variants add a 48V starter-generator and battery (plus seven-speed DSG gearbox), which support the engine under acceleration and allow it to shut down under deceleration for improved economy.

[node:field_onward_journey_card-themed]

The two diesel options come in 113bhp and 148bhp flavours, the former of which gets the six-speed manual gearbox, the latter the DSG. To give you a flavour, 0-62mph times range from 8.6s to 10.5s.

A more powerful 2.0-litre four-cylinder 201bhp petrol is set to join the range in the not-too-distant future. The vRS – full details of which can be found by clicking these blue words – is now up 20bhp for a total output of 261bhp. 0-62mph in that takes 6.5s, on the way to a top speed of 155mph. Golly.

Give me something I can impress my friends with...

Well, there are lots of those clever little touches scattered about the cabin, as is Skoda’s USP. We’re talking umbrellas in the front doors, the ice scraper hidden behind the fuel filler cap, a USB port conveniently located for plugging in a dash cam, the smartphone storage pockets in the backs of the front seats, and more.

The all-important asking price is £27,755 for the base-spec 1.5-litre petrol engine, £29,795 for the mild hybrid, and £30,300 for the lesser powered diesel. All of those prices are only around £1k more than the equivalent hatch.

# data[].attributes.field_cars_what_is_it.processed
The vehicular embodiment of sensibleness. Yep, it’s the Octavia Estate, the family car you really ought to buy instead of that spangly crossover you’ve had your eye on. And as of 2024, it’s been newly facelifted. Hooray!

Let’s start with the looks. Already, it was sharper styled and more sophisticated than the (very good) third generation, but now it gets redesigned front and rear bumpers and lights plus an updated grille. Inside there’s new tech (more on that below), plus new upholstery, trim and door panel designs. Very smart it is too.

Rivals include the (related) Seat Leon Estate and VW Golf Estate - both of which it shares its MQB platform with - and also the Peugeot 508 SW, Toyota Corolla Touring Sports and Vauxhall Astra Sports Tourer. If the Ford Focus Estate hasn't been axed by the time you read this, it soon will be.

The Octavia is now a whole 9mm longer than before and remains available as a hatch too. Oh, and the all-important boot space figure stands at a gargantuan 640 litres.

What's the rest of the cabin like?

This is where things start to get interesting. With the arrival of this generation, Skoda largely did away with most of the touch buttons. There’s a strip of them under the nice, wide infotainment screen (which is more than you get in the latest Golf and Leon), but the climate controls vanished into the touchscreen.

At this point, we’d love to tell you that Skoda has made a swift U-turn as part of the facelift, but it’s not to be. Instead, it gets a new 13in infotainment display – the largest ever offered – as standard. But the user interface and menu structure has been redesigned to include more shortcut buttons. You win some, you lose some.

What about power?

The engine line-up currently consists of two 1.5-litre TSI petrol engines, optionally available with mild hybrid technology, and two 2.0-litre heartland diesels.

The 1.5-litre turbo is available in 114bhp and 148bhp outputs, paired with a six-speed manual gearbox. The mild hybrid variants add a 48V starter-generator and battery (plus seven-speed DSG gearbox), which support the engine under acceleration and allow it to shut down under deceleration for improved economy.

The two diesel options come in 113bhp and 148bhp flavours, the former of which gets the six-speed manual gearbox, the latter the DSG. To give you a flavour, 0-62mph times range from 8.6s to 10.5s.

A more powerful 2.0-litre four-cylinder 201bhp petrol is set to join the range in the not-too-distant future. The vRS – full details of which can be found by clicking these blue words – is now up 20bhp for a total output of 261bhp. 0-62mph in that takes 6.5s, on the way to a top speed of 155mph. Golly.

Give me something I can impress my friends with...

Well, there are lots of those clever little touches scattered about the cabin, as is Skoda’s USP. We’re talking umbrellas in the front doors, the ice scraper hidden behind the fuel filler cap, a USB port conveniently located for plugging in a dash cam, the smartphone storage pockets in the backs of the front seats, and more.

The all-important asking price is £27,755 for the base-spec 1.5-litre petrol engine, £29,795 for the mild hybrid, and £30,300 for the lesser powered diesel. All of those prices are only around £1k more than the equivalent hatch.

# data[].attributes.field_cars_what_we_say
The newly facelifted Skoda Octavia is the perfect antidote to every SUV out there. Better to look at, better to drive and just as practical

# data[].attributes.field_cars_wildcard_text
A second-hand E-Class estate is about the only way you'll get more luggage space without a Skoda badge.

# data[].relationships.field_cars_wildcard.data.meta.links.help.meta.about
Usage and meaning of the 'missing' resource identifier.

# data[].attributes.metatag[].attributes.content
2026 Mercedes-Benz S-Class Review | Top Gear

# data[].attributes.metatag[].attributes.content
Rivals are closer than ever, but the S-Class remains our favourite luxo-barge. For now. Read more.

# data[].attributes.metatag[].attributes.content
High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward

# data[].attributes.metatag[].attributes.content
High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward

# data[].attributes.metatag[].attributes.content
High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward

# data[].attributes.metatag[].attributes.content.description
High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward

# data[].attributes.metatag[].attributes.content[]
"description":"High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward"

# data[].attributes.field_cars_driving.value
Underpinnings first. The S-Class uses a re-engineered version of Mercedes’ large-car Modular Rear Architecture (now called MRA2) platform, which has additional aluminium in its construction (more than 50 per cent by weight) to complement the hot-formed high tensile steel used in the car’s safety cell and elsewhere.

Needless to say, the new S-Class’s active and passive safety is off-the-scale, with airbags in places you didn’t know you could fit them and a Driving Assistance Package that adds the Mercedes -Tronic suffix to an extremely lengthy list of tech. This is either the world’s most paranoid car or the best protected, but it certainly moves us closer to the utopia of accident-free driving.

It’s solid, does that mean it’s heavy on the road?

We’ve driven a few versions. Let’s start with what’s likely to be the big seller, the S500 4Matic. Its 3.0-litre six makes 443bhp, boosted by a 48v electrical system and integrated starter motor (all-wheel drive is standard for the first time in the UK). It weighs 2,105kg in its long-wheelbase form, a substantial figure but perhaps less than you might imagine for such an imposing car. Clearly, the S-Class’s sweet spot is at autobahn cruising speed, and on British motorways it’s as quiet and majestic as you’d expect. At lower speeds the engine is a little more vocal than is ideal, and although it moves rapidly the S500 isn’t a full-bore bahn-stormer.

What’s this about a good hybrid version?

It’s the one to have, it really is. It's over £10k more than the S500, but arguably one of the very best hybrids on sale today. Most rivals (the previous Bentley Flying Spur hybrid and the Audi A8 60 TFSI e) are little more than a sop to CO2, with small batteries, slow plug-in charging and limited usability. This one is different. Its battery is twice the size and the integration is complete, so you get DC fast charging, full regen, clever modes and more.

Depending on your driving, you might even better the claimed 353mpg/19g/km of CO2 figures. You’ll easily get 45 miles from a full charge. On a 75-mile mixed drive we averaged 70mpg. Electric power suits the S-Class. And if you want to take the next step, there’s always the EQS. That's more for the self-drivers rather than the driven, though. Which also means BMW’s all-electric i7, which offers full electric drive in a proper luxury package, offers something Merc has no answer to.

Are there modes? I bet there are modes.

It is the Mercedes way. Four different drive modes: Eco, Comfort, Sport and Sport Plus, as well as an Individual one to tweak steering, throttle and damping.

Unsurprisingly, Comfort is the one that suits the car’s character best, but if you do investigate the limits of the handling ‘envelope’ you’ll find grip and poise to spare, greater responsiveness from the primary controls, and a harder (though far from thuggish) edge to the car’s overall character. The nine-speed automatic does its thing as imperiously as ever, although if you do flick into Sport mode and take control via the steering wheel paddles you quickly lose track of which gear you’re in, and the display that tells you is small.

If you have the 580e hybrid, there’s even more to look out for – you can lock it into electric mode, choose to maintain battery levels or use the extra 150bhp of e-thrust to shove you along with alacrity. But here’s the thing. BMW has clearly decided to take a proper tilt at the S-Class, and the new i7 actually rides more sumptuously and silently than the big Benz.

The all-round refinement must be amazing.

For the first time, Mercedes is using an acoustic foam in key parts of the body, which is fitted early in production and then expands in the oven during cathodic dip painting. The area around the C-pillars – ie: beside the rear occupants’ head – is particularly well-suppressed.

Finally, the ride on the standard air suspension isn’t quite as peerlessly smooth as you might expect, at least not on the UK’s notoriously gnarly surfaces, but the body control is exceptional. Not that the standard car will ever be subjected to such treatment, but this is a car that can be hustled down a country road with real vigour. Nor are the brakes quite as well modulated as we’d like. But these are minor grumbles, and the fact is you have to search long and hard to find faults.

What about the AMG?

As you might expect with 791bhp and over 1,000lb ft of torque, the S63 E Performance is ludicrously quick. Overtaking only requires a flex of your big toe and you feel as though it'd be most at home doing well over 100mph on an Autobahn. It does feel rather hamstrung here in the UK.

It's an S-Class you would want to drive yourself though, because when all is on song, the 13.1kWh battery is charged up, the active roll stabilisation is working overtime and the powertrain is in its most aggressive Sport+ mode, it really is quite the event. Merc's 4Matic four-wheel drive system is constantly shifting the power around to get it to the ground and the rear-wheel steer shortens the wheelbase to briefly trick you into thinking you're in a C63 when you turn into a corner.

There are active bolsters in the seats to prop you up, huge amounts of grip and barks on the overrun. The steering is predictably lacking in feel and it's less wafty at a cruise than a non-AMG S-Class (there's a bit more road noise and the ride is a little firmer) but it really is a remarkable thing. The £9k AMG Performance Package also adds carbon ceramic brakes and there's decent pedal feel through the travel (despite the regen) and huge stopping power.

# data[].attributes.field_cars_driving.processed
Underpinnings first. The S-Class uses a re-engineered version of Mercedes’ large-car Modular Rear Architecture (now called MRA2) platform, which has additional aluminium in its construction (more than 50 per cent by weight) to complement the hot-formed high tensile steel used in the car’s safety cell and elsewhere.

Needless to say, the new S-Class’s active and passive safety is off-the-scale, with airbags in places you didn’t know you could fit them and a Driving Assistance Package that adds the Mercedes -Tronic suffix to an extremely lengthy list of tech. This is either the world’s most paranoid car or the best protected, but it certainly moves us closer to the utopia of accident-free driving.

It’s solid, does that mean it’s heavy on the road?

We’ve driven a few versions. Let’s start with what’s likely to be the big seller, the S500 4Matic. Its 3.0-litre six makes 443bhp, boosted by a 48v electrical system and integrated starter motor (all-wheel drive is standard for the first time in the UK). It weighs 2,105kg in its long-wheelbase form, a substantial figure but perhaps less than you might imagine for such an imposing car. Clearly, the S-Class’s sweet spot is at autobahn cruising speed, and on British motorways it’s as quiet and majestic as you’d expect. At lower speeds the engine is a little more vocal than is ideal, and although it moves rapidly the S500 isn’t a full-bore bahn-stormer.

What’s this about a good hybrid version?

It’s the one to have, it really is. It's over £10k more than the S500, but arguably one of the very best hybrids on sale today. Most rivals (the previous Bentley Flying Spur hybrid and the Audi A8 60 TFSI e) are little more than a sop to CO2, with small batteries, slow plug-in charging and limited usability. This one is different. Its battery is twice the size and the integration is complete, so you get DC fast charging, full regen, clever modes and more.

Depending on your driving, you might even better the claimed 353mpg/19g/km of CO2 figures. You’ll easily get 45 miles from a full charge. On a 75-mile mixed drive we averaged 70mpg. Electric power suits the S-Class. And if you want to take the next step, there’s always the EQS. That's more for the self-drivers rather than the driven, though. Which also means BMW’s all-electric i7, which offers full electric drive in a proper luxury package, offers something Merc has no answer to.

Are there modes? I bet there are modes.

It is the Mercedes way. Four different drive modes: Eco, Comfort, Sport and Sport Plus, as well as an Individual one to tweak steering, throttle and damping.

Unsurprisingly, Comfort is the one that suits the car’s character best, but if you do investigate the limits of the handling ‘envelope’ you’ll find grip and poise to spare, greater responsiveness from the primary controls, and a harder (though far from thuggish) edge to the car’s overall character. The nine-speed automatic does its thing as imperiously as ever, although if you do flick into Sport mode and take control via the steering wheel paddles you quickly lose track of which gear you’re in, and the display that tells you is small.

If you have the 580e hybrid, there’s even more to look out for – you can lock it into electric mode, choose to maintain battery levels or use the extra 150bhp of e-thrust to shove you along with alacrity. But here’s the thing. BMW has clearly decided to take a proper tilt at the S-Class, and the new i7 actually rides more sumptuously and silently than the big Benz.

The all-round refinement must be amazing.

For the first time, Mercedes is using an acoustic foam in key parts of the body, which is fitted early in production and then expands in the oven during cathodic dip painting. The area around the C-pillars – ie: beside the rear occupants’ head – is particularly well-suppressed.

Finally, the ride on the standard air suspension isn’t quite as peerlessly smooth as you might expect, at least not on the UK’s notoriously gnarly surfaces, but the body control is exceptional. Not that the standard car will ever be subjected to such treatment, but this is a car that can be hustled down a country road with real vigour. Nor are the brakes quite as well modulated as we’d like. But these are minor grumbles, and the fact is you have to search long and hard to find faults.

What about the AMG?

As you might expect with 791bhp and over 1,000lb ft of torque, the S63 E Performance is ludicrously quick. Overtaking only requires a flex of your big toe and you feel as though it'd be most at home doing well over 100mph on an Autobahn. It does feel rather hamstrung here in the UK.

It's an S-Class you would want to drive yourself though, because when all is on song, the 13.1kWh battery is charged up, the active roll stabilisation is working overtime and the powertrain is in its most aggressive Sport+ mode, it really is quite the event. Merc's 4Matic four-wheel drive system is constantly shifting the power around to get it to the ground and the rear-wheel steer shortens the wheelbase to briefly trick you into thinking you're in a C63 when you turn into a corner.

There are active bolsters in the seats to prop you up, huge amounts of grip and barks on the overrun. The steering is predictably lacking in feel and it's less wafty at a cruise than a non-AMG S-Class (there's a bit more road noise and the ride is a little firmer) but it really is a remarkable thing. The £9k AMG Performance Package also adds carbon ceramic brakes and there's decent pedal feel through the travel (despite the regen) and huge stopping power.

# data[].attributes.field_cars_editor_title
Mercedes S-Class review: now complete with a 791bhp, range-topping AMG

# data[].attributes.field_cars_inside.value
Plenty of us have argued about what constitutes the ‘best car in the world’, a debate that always seemed a bit reductive and silly. But we can now categorically confirm the best car interior, such are the lengths Mercedes has gone to with the S-Class. Nobody has ever managed to blend high technology with traditional ideas of luxury so convincingly. Here’s the key: the S-Class’s second-generation user interface is – mostly – easy to use. Fearsomely complex to get your head around, simpler in action.

It’s also the heart of a cabin of bold new shapes and forms that’s almost concept car in its execution. The screens ‘float’ above a dashboard that’s dominated by an expanse of polished wood that flows into the door trims. The window buttons live in a panel on the doors that also appears to float. Ahead of the driver is a 12.3in instrument display, complete with switchable (handy, because it makes some feel a bit dizzy) 3D functionality.

Two different types of HUD are available, the larger one using augmented reality; it projects animated turn-off arrows if the navigation system is operating, for example, the information appearing to hover in your eyeline up ahead. The instruments can be displayed in many different guises (discreet, sporty, exclusive or classic, plus more for the AMG), and three modes (navigation, assistance or service), using the wheel-mounted trackpad to change the configuration. That, by the way, continues to be the biggest ergonomic faux pas on the car. It just doesn’t respond precisely and accurately to inputs, which means more eyes-off-road time while you check its homework.

The full-screen nav display uses data from five cameras, five radar, and 12 ultrasonic sensors to render a real-time overhead view of the car’s position on the road. On paper this all sounds like a recipe for distracting overload, but the speed with which you get used to it is remarkable.

Now packing 50 per cent more processing power, Mercedes is also proud of the way the second generation MBUX is networked, to the extent that its Interior Assistant recognises eye-direction, hand gestures and body language. Voice activation is available via ‘Hey Mercedes’ which can learn the timbre and other characteristics of an occupant’s voice, and now supports 27 languages. Mercedes is pointing to voice control as the future, seemingly without having realised that talking to the car is a chauffeuring no-no.

How often will it actually get used?

That’s a fair point. The tech is there, but you’ll need a handy teenager to help you access it. Mercedes was also first to bring biometrics into the equation, with face (great) and finger-print (hit-and-miss) authentication for the main system, and Attention Assist that recognises driver drowsiness.

Fortunately, the central portrait display manages to convey the right degree of futurism without driving the driver insane with its complexity. The absence of a rotary controller or touchpad might sound foolhardy, but you simply swipe across the main modes – including media, navigation, radio and so on – your touch eliciting a gentle haptic buzz on the crystal clear 12.8in OLED screen. Even the climate control is blessedly straightforward. Oh, and the S63 E Performance gets those funky little AMG-specific clickwheels on the steering wheel for quickly altering drive modes.

Less successful is the sliding control for the audio, neither the one on the base of the screen or the smaller one on the wheel moving smoothly. Mercedes’ boasts that the car features 27 fewer analogue controls than the outgoing car could have struck terror into our being, if it weren’t for the fact that here, at long last, is a car that doesn’t turn the word ‘capacitive’ into a mild form of torture.

Tech aside, does it feel good?

The seats are absolutely magnificent, whether they contain the 19 massage motors that are available or not (10 different massage programmes can be specified). A nod, too, to the most pillowy soft headrests in the game. And also to the audio system, up to and including the optional top-flight 1,750 watt Burmester 4D system, which incorporates 31 speakers and eight exciters (seat wobblers), with subwoofers built into the back of the front seats. It's glorious.

Then there’s the S-Class’s ambient lighting, which uses 250 LEDs to bathe the interior in a genuinely comforting warm glow drawn from a big palette of colours (some less comforting than others, unless you’re a regular at infamous Berlin nightclub Berghain). The light also encircles the interior and it’s hooked up to the safety systems, so it’ll pulse, for example, if the blind spot assist picks up something. Could be irritating, but isn’t.

Is the rear compartment up to scratch?

It’s not revolutionary. And it doesn’t have the drop-down cinema screen that makes the BMW so noteworthy. You still look at the back of the front seats and can push against them with your feet. But the ambience, the sense of relaxation the design manages to impart, the comfort on offer all outdoes anything in this class this side of a Bentley or Rolls. Technically it probably betters them, in fact.

Plus if you have the optional Energising Comfort programme, say the words ‘I am stressed’ to the Hey Mercedes voice assistant and prepare yourself to be… energised. It’s actually really good. And effective.

# data[].attributes.field_cars_inside.processed
Plenty of us have argued about what constitutes the ‘best car in the world’, a debate that always seemed a bit reductive and silly. But we can now categorically confirm the best car interior, such are the lengths Mercedes has gone to with the S-Class. Nobody has ever managed to blend high technology with traditional ideas of luxury so convincingly. Here’s the key: the S-Class’s second-generation user interface is – mostly – easy to use. Fearsomely complex to get your head around, simpler in action.

It’s also the heart of a cabin of bold new shapes and forms that’s almost concept car in its execution. The screens ‘float’ above a dashboard that’s dominated by an expanse of polished wood that flows into the door trims. The window buttons live in a panel on the doors that also appears to float. Ahead of the driver is a 12.3in instrument display, complete with switchable (handy, because it makes some feel a bit dizzy) 3D functionality.

Two different types of HUD are available, the larger one using augmented reality; it projects animated turn-off arrows if the navigation system is operating, for example, the information appearing to hover in your eyeline up ahead. The instruments can be displayed in many different guises (discreet, sporty, exclusive or classic, plus more for the AMG), and three modes (navigation, assistance or service), using the wheel-mounted trackpad to change the configuration. That, by the way, continues to be the biggest ergonomic faux pas on the car. It just doesn’t respond precisely and accurately to inputs, which means more eyes-off-road time while you check its homework.

The full-screen nav display uses data from five cameras, five radar, and 12 ultrasonic sensors to render a real-time overhead view of the car’s position on the road. On paper this all sounds like a recipe for distracting overload, but the speed with which you get used to it is remarkable.

Now packing 50 per cent more processing power, Mercedes is also proud of the way the second generation MBUX is networked, to the extent that its Interior Assistant recognises eye-direction, hand gestures and body language. Voice activation is available via ‘Hey Mercedes’ which can learn the timbre and other characteristics of an occupant’s voice, and now supports 27 languages. Mercedes is pointing to voice control as the future, seemingly without having realised that talking to the car is a chauffeuring no-no.

How often will it actually get used?

That’s a fair point. The tech is there, but you’ll need a handy teenager to help you access it. Mercedes was also first to bring biometrics into the equation, with face (great) and finger-print (hit-and-miss) authentication for the main system, and Attention Assist that recognises driver drowsiness.

Fortunately, the central portrait display manages to convey the right degree of futurism without driving the driver insane with its complexity. The absence of a rotary controller or touchpad might sound foolhardy, but you simply swipe across the main modes – including media, navigation, radio and so on – your touch eliciting a gentle haptic buzz on the crystal clear 12.8in OLED screen. Even the climate control is blessedly straightforward. Oh, and the S63 E Performance gets those funky little AMG-specific clickwheels on the steering wheel for quickly altering drive modes.

Less successful is the sliding control for the audio, neither the one on the base of the screen or the smaller one on the wheel moving smoothly. Mercedes’ boasts that the car features 27 fewer analogue controls than the outgoing car could have struck terror into our being, if it weren’t for the fact that here, at long last, is a car that doesn’t turn the word ‘capacitive’ into a mild form of torture.

Tech aside, does it feel good?

The seats are absolutely magnificent, whether they contain the 19 massage motors that are available or not (10 different massage programmes can be specified). A nod, too, to the most pillowy soft headrests in the game. And also to the audio system, up to and including the optional top-flight 1,750 watt Burmester 4D system, which incorporates 31 speakers and eight exciters (seat wobblers), with subwoofers built into the back of the front seats. It's glorious.

Then there’s the S-Class’s ambient lighting, which uses 250 LEDs to bathe the interior in a genuinely comforting warm glow drawn from a big palette of colours (some less comforting than others, unless you’re a regular at infamous Berlin nightclub Berghain). The light also encircles the interior and it’s hooked up to the safety systems, so it’ll pulse, for example, if the blind spot assist picks up something. Could be irritating, but isn’t.

Is the rear compartment up to scratch?

It’s not revolutionary. And it doesn’t have the drop-down cinema screen that makes the BMW so noteworthy. You still look at the back of the front seats and can push against them with your feet. But the ambience, the sense of relaxation the design manages to impart, the comfort on offer all outdoes anything in this class this side of a Bentley or Rolls. Technically it probably betters them, in fact.

Plus if you have the optional Energising Comfort programme, say the words ‘I am stressed’ to the Hey Mercedes voice assistant and prepare yourself to be… energised. It’s actually really good. And effective.

# data[].attributes.field_cars_owning.value
This section is unlikely to detain prospective S-Class owners for too long. Indeed, Mercedes claims that 80 per cent of buyers in Western Europe are repeat customers (70 per cent in the US) and nothing cost related is going to stop them getting on board.

At the time of writing with limited options available in the UK, prices start at £109,550 for the long wheelbase S500 L in AMG Line Premium trim. Swap that to AMG Line Premium Plus Executive and you'll be paying £120,905 but you'll have added 21-inch wheels, the fancy Digital Light headlights, massage seats, the augmented reality head-up display, electric sun blinds, a footrest on the back of the front passenger seat, illuminated seatbelt buckles, a 7.0-inch rear seat tablet, wireless phone charging in the front and rear.

The S500's 3.0-litre petrol engine delivers a claimed combined fuel consumption of 32.9mpg, and CO2 emissions of 195g/km.

What's the one to have?

If you can get there it's the S580e L, starting at £123,425. Yes, it’s a lot of money, but this is the one that offers the best value for the technology involved. The hybrid is also the most future-proofed. But that only goes so far and the one thing we know about big luxury saloons is that they depreciate. Hard.

So Merc can brag about 50 electronic components capable of receiving over-the-air updates (including the MBUX, driver display, and driving assistance systems). It can also bang on (commendably) about the new S-Class’s use of sustainable materials, but residual values won’t be great. As ever, this makes a great buy three-to-five years down the line.

As expected, the AMG S63 E Performance is on another level when it comes to price. Available in either 'Night Edition' or 'Touring' trims (the latter sadly isn't an S-Class estate) prices for both start at £188,820 before you've ticked any boxes.

Night Edition trim essentially gives you black wheels, lots of black trim and carbon fibre inside, while the Touring still gets plenty of chrome and silver wheels.

As standard the S63 comes with a huge amount of kit - too much to list here - but you'll still want to consider splashing out an extra £8,995 for the AMG Performance Package. That brings massive carbon ceramic brakes and ups the top speed to 180mph.

On all S-Classes you'll also pay £3,000 extra for the Rear Seat Entertainment System and its two 11.6-inch screens with matching wireless headphones.

# data[].attributes.field_cars_owning.processed
This section is unlikely to detain prospective S-Class owners for too long. Indeed, Mercedes claims that 80 per cent of buyers in Western Europe are repeat customers (70 per cent in the US) and nothing cost related is going to stop them getting on board.

At the time of writing with limited options available in the UK, prices start at £109,550 for the long wheelbase S500 L in AMG Line Premium trim. Swap that to AMG Line Premium Plus Executive and you'll be paying £120,905 but you'll have added 21-inch wheels, the fancy Digital Light headlights, massage seats, the augmented reality head-up display, electric sun blinds, a footrest on the back of the front passenger seat, illuminated seatbelt buckles, a 7.0-inch rear seat tablet, wireless phone charging in the front and rear.

The S500's 3.0-litre petrol engine delivers a claimed combined fuel consumption of 32.9mpg, and CO2 emissions of 195g/km.

What's the one to have?

If you can get there it's the S580e L, starting at £123,425. Yes, it’s a lot of money, but this is the one that offers the best value for the technology involved. The hybrid is also the most future-proofed. But that only goes so far and the one thing we know about big luxury saloons is that they depreciate. Hard.

So Merc can brag about 50 electronic components capable of receiving over-the-air updates (including the MBUX, driver display, and driving assistance systems). It can also bang on (commendably) about the new S-Class’s use of sustainable materials, but residual values won’t be great. As ever, this makes a great buy three-to-five years down the line.

As expected, the AMG S63 E Performance is on another level when it comes to price. Available in either 'Night Edition' or 'Touring' trims (the latter sadly isn't an S-Class estate) prices for both start at £188,820 before you've ticked any boxes.

Night Edition trim essentially gives you black wheels, lots of black trim and carbon fibre inside, while the Touring still gets plenty of chrome and silver wheels.

As standard the S63 comes with a huge amount of kit - too much to list here - but you'll still want to consider splashing out an extra £8,995 for the AMG Performance Package. That brings massive carbon ceramic brakes and ups the top speed to 180mph.

On all S-Classes you'll also pay £3,000 extra for the Rear Seat Entertainment System and its two 11.6-inch screens with matching wireless headphones.

# data[].attributes.field_cars_stand_first
The S-Class is a vision of luxury driving, now blended with hybrid tech for efficiency... or massive power

# data[].attributes.field_cars_verdict.value
We said at the beginning that this seventh generation S-Class might represent the biggest leap forward since the model arrived almost 50 years ago. It’s an astoundingly complete vehicle, one that manages to conjure up a truly contemporary vision for automotive luxury without overdosing on technology. The hybrid version in particular sets new standards for range, tech integration and usability for everyone else to aim for. The second-generation Mercedes user interface is easier to operate as well as being beautifully designed and rendered, with every detail masterfully managed. But this is also still a car, and whether you’re behind the wheel or sitting behind the person doing the driving, the experience is deeply satisfying.

# data[].attributes.field_cars_verdict.processed
We said at the beginning that this seventh generation S-Class might represent the biggest leap forward since the model arrived almost 50 years ago. It’s an astoundingly complete vehicle, one that manages to conjure up a truly contemporary vision for automotive luxury without overdosing on technology. The hybrid version in particular sets new standards for range, tech integration and usability for everyone else to aim for. The second-generation Mercedes user interface is easier to operate as well as being beautifully designed and rendered, with every detail masterfully managed. But this is also still a car, and whether you’re behind the wheel or sitting behind the person doing the driving, the experience is deeply satisfying.

# data[].attributes.field_cars_verdict_against
Cautious exterior design, cabin is a touch showy in places, BMW i7 has it beaten for refinement

# data[].attributes.field_cars_verdict_for
Extraordinary interior, sumptuous rear cabin, technology integration, optional monstrous AMG power

# data[].attributes.field_cars_verdict_text
It’s an astoundingly complete vehicle, one that manages to conjure up a truly contemporary vision for automotive luxury

# data[].attributes.field_cars_what_is_it.value
It’s impossible not to think of the previous six generations of Mercedes S-Class as you approach this seventh iteration. Think of them and pity such piffling technological world firsts as anti-lock brakes (1978, on the W116) or airbags (1981’s W126). Remember the awe you experienced the first time you saw a car with double-glazed windows (1991’s W140 behemoth)?

It’s tempting to fast-forward four decades and ponder what might lie in store for future masters of the universe, because this all-new S-Class – W223, if you’re so inclined – is arguably the biggest reset since the Sonderklasse first arrived in 1972. It’s a head-spinner, a car that looks further ahead than ever, and takes contemporary obsessions such as connectivity, digitisation, electrification and autonomy and gives them the mother and father of all Mercedes twists.

But by God do things move fast. Even just a few years on from launch its technological twists (such as mood lighting that pulses if you talk to the car) already seem normal. And the path to hi-tech Nirvana is beset on all sides with potential pitfalls, as anyone who’s grappled with the steering wheel touchpads on an E-Class will confirm. Mercedes has at times tested the hypothesis that it is possible to have too much of a good thing.

Lots of tech then. Where to begin?

Perhaps with the S-Class’s Drive Pilot hard- and software, which has the ability to call on level four autonomy so the car can locate a space and park itself, assuming the garage is networked to cope. Germany has now signed off on stretches of autobahn that will allow the S-Class to run its level three autonomous functionality during heavy traffic at speeds up to 37mph (conditionally automated, they call it. Clearly only trusted in jams, we say).

That means hands-off driving and the freedom to check your emails. Although you could argue that this, the ultimate in chauffeur-driven cars, has been autonomous for years, and any email checking will likely be done by whomever is in the back.

It’s not electric is it?

No, you’re thinking of the EQS. For all its tech firepower, the S-Class still relies on internal combustion for its motive power. It’s another of those 21st century German cars whose nomenclature bears no resemblance to what’s under the bonnet. The S500 is a turbocharged 3.0-litre in-line six, making 443bhp and 413lb ft of torque, whose efficiency and performance is boosted by a mild hybrid system which adds 23bhp.

Previously there was a 2.9-litre, 309bhp turbodiesel wearing a fallacious S350d badge (airport taxi), and an S450d 4Matic with 362bhp, but neither of those are available to spec in the UK right now.

The one to have (and probably the pick of the range in perpetuity) is the S580e 4Matic plug-in hybrid version: that adds a 28.6kWh battery to the 3.0-litre straight six to deliver a claimed range on electric power of 62 miles, a combined economy figure of 353mpg (19g/km of CO2), and all while delivering 503bhp to the tarmac for 0-62mph in 4.9 seconds. Waft-o-matic with proper hybrid chops.

Surely there's an even faster one?

There is, but you'd better be ready for it. The AMG S63 E Performance arrived in late 2022 with a 4.0-litre bi-turbo V8 connected to a plug-in hybrid system for terrifying total power outputs of 791bhp and 1,055lb ft. The 0-62mph sprint is dealt with in 3.3 seconds and top speed is capped at 155mph (that's lifted to 180mph if you spec the circa £9k AMG Performance Package), but you'll only get 19 miles of all-electric range.

What do you have to pay for this?

Well, for the top-of-the-tree S63 E Performance you'll be paying a hefty £188,820 before options. Even the S500 is expensive though, particularly because at the time of writing in 2024 you can only have it in long-wheelbase form. That means the entry-level S500 L 4Matic AMG Line Premium starts at £109,550. The S580e is also only available here as an 'L' with prices starting at £123,425.

[node:field_inline_gallery-themed]

Oh, and if you really want to splash the cash then there's still the Mercedes-Maybach S-Class complete with its 6.0-litre V12 and £211,840 price tag. Click here to read more.

What about rivals?

The role of the luxury saloon has changed. This is not the kind of car you drive yourself any more. If you want luxury it’s OK to be seen driving yourself, buy a Range Rover. This lines up squarely against BMW’s tremendous new 7 Series.

It’s not the most exciting looking big saloon, is it?

The S-Class hasn’t always demonstrated an ability to ‘read the room’. That double-glazed early Nineties W140 incarnation arrived into a global recession with a bluff charmlessness that its successor (the W220) swapped for near-invisibility just as the good times got rolling again. This version underwhelms somewhat in the pictures but has the sort of restrained elegance in the flesh that you know its creators will have pored over forensically. (Plus, there’s always the Maybach for those parts of the world and people impervious to economic strife.)

Plenty of room in the back, I suspect?

As mentioned, you can now only buy the long-wheelbase S-Class in the UK. That means it's almost 5.3m long and is 1.92m wide. The longer wheelbase itself now measures 3,216mm. Elbow room for the driver has increased by 38mm over the previous gen and there’s 23mm for rear passengers, who also get 16mm more headroom. The rear cabin in particular manages to be more spacious on the inside than you imagine from outside.

And what about the exterior?

The grille, as usual, has grown compared to the W222, the body-sides and flanks are simpler but still magnificently surfaced, the head- and tail-lights simpler to look at but now containing the most phenomenally complex illumination technology. Multi-beam LEDs are standard, with Digital Light available as an option: this set-up uses three hugely powerful LEDs whose light is refracted and directed by 1.3 million micro mirrors, equivalent to 2.6 million pixels of light overall.

And it’s intelligent: if the car detects roadworks up ahead, it’ll project a road sign onto the road ahead as a driver warning. Or shine a light onto a pedestrian if need be. It can be like Close Encounters of the Third Kind.

The detail execution on this car is crazy, and even runs to two different types of door-handle. The standard ones are similar to the current (and frankly passé) set-up. Then there are the flush-fitting handles that detect the key-fob and glide into view to greet you and your hands as you approach. You may think that this is rather a lot of trouble to go to. Until you try them. They’re also a factor in optimising the car’s phenomenal aerodynamics: in its slipperiest guise the S-Class cleaves the air with a drag coefficient of just 0.22. No stone in the greater Stuttgart area remains unturned.

# data[].attributes.field_cars_what_is_it.processed
It’s impossible not to think of the previous six generations of Mercedes S-Class as you approach this seventh iteration. Think of them and pity such piffling technological world firsts as anti-lock brakes (1978, on the W116) or airbags (1981’s W126). Remember the awe you experienced the first time you saw a car with double-glazed windows (1991’s W140 behemoth)?

It’s tempting to fast-forward four decades and ponder what might lie in store for future masters of the universe, because this all-new S-Class – W223, if you’re so inclined – is arguably the biggest reset since the Sonderklasse first arrived in 1972. It’s a head-spinner, a car that looks further ahead than ever, and takes contemporary obsessions such as connectivity, digitisation, electrification and autonomy and gives them the mother and father of all Mercedes twists.

But by God do things move fast. Even just a few years on from launch its technological twists (such as mood lighting that pulses if you talk to the car) already seem normal. And the path to hi-tech Nirvana is beset on all sides with potential pitfalls, as anyone who’s grappled with the steering wheel touchpads on an E-Class will confirm. Mercedes has at times tested the hypothesis that it is possible to have too much of a good thing.

Lots of tech then. Where to begin?

Perhaps with the S-Class’s Drive Pilot hard- and software, which has the ability to call on level four autonomy so the car can locate a space and park itself, assuming the garage is networked to cope. Germany has now signed off on stretches of autobahn that will allow the S-Class to run its level three autonomous functionality during heavy traffic at speeds up to 37mph (conditionally automated, they call it. Clearly only trusted in jams, we say).

That means hands-off driving and the freedom to check your emails. Although you could argue that this, the ultimate in chauffeur-driven cars, has been autonomous for years, and any email checking will likely be done by whomever is in the back.

It’s not electric is it?

No, you’re thinking of the EQS. For all its tech firepower, the S-Class still relies on internal combustion for its motive power. It’s another of those 21st century German cars whose nomenclature bears no resemblance to what’s under the bonnet. The S500 is a turbocharged 3.0-litre in-line six, making 443bhp and 413lb ft of torque, whose efficiency and performance is boosted by a mild hybrid system which adds 23bhp.

Previously there was a 2.9-litre, 309bhp turbodiesel wearing a fallacious S350d badge (airport taxi), and an S450d 4Matic with 362bhp, but neither of those are available to spec in the UK right now.

The one to have (and probably the pick of the range in perpetuity) is the S580e 4Matic plug-in hybrid version: that adds a 28.6kWh battery to the 3.0-litre straight six to deliver a claimed range on electric power of 62 miles, a combined economy figure of 353mpg (19g/km of CO2), and all while delivering 503bhp to the tarmac for 0-62mph in 4.9 seconds. Waft-o-matic with proper hybrid chops.

Surely there's an even faster one?

There is, but you'd better be ready for it. The AMG S63 E Performance arrived in late 2022 with a 4.0-litre bi-turbo V8 connected to a plug-in hybrid system for terrifying total power outputs of 791bhp and 1,055lb ft. The 0-62mph sprint is dealt with in 3.3 seconds and top speed is capped at 155mph (that's lifted to 180mph if you spec the circa £9k AMG Performance Package), but you'll only get 19 miles of all-electric range.

What do you have to pay for this?

Well, for the top-of-the-tree S63 E Performance you'll be paying a hefty £188,820 before options. Even the S500 is expensive though, particularly because at the time of writing in 2024 you can only have it in long-wheelbase form. That means the entry-level S500 L 4Matic AMG Line Premium starts at £109,550. The S580e is also only available here as an 'L' with prices starting at £123,425.

Oh, and if you really want to splash the cash then there's still the Mercedes-Maybach S-Class complete with its 6.0-litre V12 and £211,840 price tag. Click here to read more.

What about rivals?

The role of the luxury saloon has changed. This is not the kind of car you drive yourself any more. If you want luxury it’s OK to be seen driving yourself, buy a Range Rover. This lines up squarely against BMW’s tremendous new 7 Series.

It’s not the most exciting looking big saloon, is it?

The S-Class hasn’t always demonstrated an ability to ‘read the room’. That double-glazed early Nineties W140 incarnation arrived into a global recession with a bluff charmlessness that its successor (the W220) swapped for near-invisibility just as the good times got rolling again. This version underwhelms somewhat in the pictures but has the sort of restrained elegance in the flesh that you know its creators will have pored over forensically. (Plus, there’s always the Maybach for those parts of the world and people impervious to economic strife.)

Plenty of room in the back, I suspect?

As mentioned, you can now only buy the long-wheelbase S-Class in the UK. That means it's almost 5.3m long and is 1.92m wide. The longer wheelbase itself now measures 3,216mm. Elbow room for the driver has increased by 38mm over the previous gen and there’s 23mm for rear passengers, who also get 16mm more headroom. The rear cabin in particular manages to be more spacious on the inside than you imagine from outside.

And what about the exterior?

The grille, as usual, has grown compared to the W222, the body-sides and flanks are simpler but still magnificently surfaced, the head- and tail-lights simpler to look at but now containing the most phenomenally complex illumination technology. Multi-beam LEDs are standard, with Digital Light available as an option: this set-up uses three hugely powerful LEDs whose light is refracted and directed by 1.3 million micro mirrors, equivalent to 2.6 million pixels of light overall.

And it’s intelligent: if the car detects roadworks up ahead, it’ll project a road sign onto the road ahead as a driver warning. Or shine a light onto a pedestrian if need be. It can be like Close Encounters of the Third Kind.

The detail execution on this car is crazy, and even runs to two different types of door-handle. The standard ones are similar to the current (and frankly passé) set-up. Then there are the flush-fitting handles that detect the key-fob and glide into view to greet you and your hands as you approach. You may think that this is rather a lot of trouble to go to. Until you try them. They’re also a factor in optimising the car’s phenomenal aerodynamics: in its slipperiest guise the S-Class cleaves the air with a drag coefficient of just 0.22. No stone in the greater Stuttgart area remains unturned.

# data[].attributes.field_cars_what_we_say
High technology and sumptuous luxury merge in spectacular fashion to deliver a car that lights the way forward

# data[].attributes.field_cars_wildcard_text
Not as pretty or exciting as it used to be, but saying 'let's take the Maserati' will never lose its appeal

# data[].attributes.metatag[].attributes.content
2017 Peugeot 208 GTI Car Review | Top Gear

# data[].attributes.metatag[].attributes.content
Peugeot has at last rediscovered some hot hatch form. Not the most startling small fast hatch, but a good effort. Read the full TG review inside.

# data[].attributes.metatag[].attributes.content
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.metatag[].attributes.content
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.metatag[].attributes.content
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.metatag[].attributes.content.description
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.metatag[].attributes.content.reviewBody[]
you’ve lusted after a French hot hatch since the glory days of the 205 some 30 years ago. If you have

# data[].attributes.metatag[].attributes.content.reviewBody[]
you may be disappointed by this one. Tastes have changed

# data[].attributes.metatag[].attributes.content.reviewBody[]
so have safety and emissions regulations

# data[].attributes.metatag[].attributes.content.reviewBody[]
so if you want something with the rollerskate punchiness of the original 205

# data[].attributes.metatag[].attributes.content.reviewBody[]
then go and buy one of those. This is an entirely modern hot hatch

# data[].attributes.metatag[].attributes.content.reviewBody[]
complete with a CO2 compliant 1.6-litre turbo engine

# data[].attributes.metatag[].attributes.content.reviewBody[]
neutral handling and lots of on-board toys and comfort.

# data[].attributes.metatag[].attributes.content.description
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.field_cars_driving.value
The good thing is, it’s a far more convincing hot hatch than either the 206 or 207 GTI. It feels like Peugeot has actually put some effort into this one and the result isn’t too bad at all. Not perfect, mind you, because if we were being picky we’d like it to have more handling sparkle and a zingier engine. But if you’re driving it every day there’s a lot to be said for a car that’s torquey, well mannered and has enough edge to its handling to be engaging when you want. It’ll even pick a rear wheel high up into the air should you find a suitably tight corner.

More steering feel would be good, though, and while the ride is supple most of the time, it doesn’t feel so professional at low speeds. But this is a rapid, flexible hot hatch that copes well with broken British roads, and for Peugeot that’s a big step forward.

# data[].attributes.field_cars_driving.processed
The good thing is, it’s a far more convincing hot hatch than either the 206 or 207 GTI. It feels like Peugeot has actually put some effort into this one and the result isn’t too bad at all. Not perfect, mind you, because if we were being picky we’d like it to have more handling sparkle and a zingier engine. But if you’re driving it every day there’s a lot to be said for a car that’s torquey, well mannered and has enough edge to its handling to be engaging when you want. It’ll even pick a rear wheel high up into the air should you find a suitably tight corner.

More steering feel would be good, though, and while the ride is supple most of the time, it doesn’t feel so professional at low speeds. But this is a rapid, flexible hot hatch that copes well with broken British roads, and for Peugeot that’s a big step forward.

# data[].attributes.field_cars_inside.value
The first thing that’ll strike you upon stepping into the GTI’s cabin is the steering wheel. It’s very small. This is very good as it makes the whole car feel compact, even if the impression is slightly undone by the chunkily thick rim, which also does a bang tidy job of blocking your view of the dials.

Other touch points aren’t quite so impressive. The big-headed gearknob has a numb six-speed shift, and the pedals aren’t as zingily responsive as we’d like. Our biggest criticism, though, is the insufferably complex central control screen. Looks like cutting-edge tech. Isn’t. That aside it’s comfortable and practical, even if the materials aren’t exactly top drawer.

# data[].attributes.field_cars_inside.processed
The first thing that’ll strike you upon stepping into the GTI’s cabin is the steering wheel. It’s very small. This is very good as it makes the whole car feel compact, even if the impression is slightly undone by the chunkily thick rim, which also does a bang tidy job of blocking your view of the dials.

Other touch points aren’t quite so impressive. The big-headed gearknob has a numb six-speed shift, and the pedals aren’t as zingily responsive as we’d like. Our biggest criticism, though, is the insufferably complex central control screen. Looks like cutting-edge tech. Isn’t. That aside it’s comfortable and practical, even if the materials aren’t exactly top drawer.

# data[].attributes.field_cars_owning.value
Potential insurance concerns aside, the GTI should be affordable to buy and run. OK, so £18,900 is considerably more than a base Fiesta ST, but 40mpg-plus is likely and due to the ride and refinement, it’s an easy car to live with day-today. It also comes with a long list of standard equipment, packed with niceties you wouldn’t ever have found on a 205 GTI. The market has moved on and buyers’ expectations today are very different to the 1980s. Which is why the 208 GTI, while not quite a 205-style star, now works so well.

# data[].attributes.field_cars_owning.processed
Potential insurance concerns aside, the GTI should be affordable to buy and run. OK, so £18,900 is considerably more than a base Fiesta ST, but 40mpg-plus is likely and due to the ride and refinement, it’s an easy car to live with day-today. It also comes with a long list of standard equipment, packed with niceties you wouldn’t ever have found on a 205 GTI. The market has moved on and buyers’ expectations today are very different to the 1980s. Which is why the 208 GTI, while not quite a 205-style star, now works so well.

# data[].attributes.field_cars_verdict_against
Quirky driving position, lack of steering feel

# data[].attributes.field_cars_verdict_for
Torquey engine, ride comfort, breadth of ability

# data[].attributes.field_cars_verdict_text
Peugeot has at last rediscovered some hot hatch form. Not the most startling small fast hatch, but a good effort.

# data[].attributes.field_cars_what_is_it.value
The car we’ve all been waiting for. If, that is, you’ve lusted after a French hot hatch since the glory days of the 205 some 30 years ago. If you have, you may be disappointed by this one. Tastes have changed, so have safety and emissions regulations, so if you want something with the rollerskate punchiness of the original 205, then go and buy one of those. This is an entirely modern hot hatch, complete with a CO2 compliant 1.6-litre turbo engine, benign, neutral handling and lots of on-board toys and comfort.

# data[].attributes.field_cars_what_is_it.processed
The car we’ve all been waiting for. If, that is, you’ve lusted after a French hot hatch since the glory days of the 205 some 30 years ago. If you have, you may be disappointed by this one. Tastes have changed, so have safety and emissions regulations, so if you want something with the rollerskate punchiness of the original 205, then go and buy one of those. This is an entirely modern hot hatch, complete with a CO2 compliant 1.6-litre turbo engine, benign, neutral handling and lots of on-board toys and comfort.

# data[].attributes.field_cars_what_we_say
Peugeot can at last lay the ghost of the 205 GTI to rest. This is a very able modern hatch

# data[].attributes.field_cars_wildcard_text
Not sure the 208 GTI is special enough? Then how about the firm's coupe RCZ? Now available as te RCZ R with a 266bp version of the GTI's 1.6 turbo

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2017 Citroen C3 Picasso Review | Top Gear

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Citroen C3 Picasso. It drives surprisingly well given its boxy proportions and has great styling. Read the full review inside.

# data[].attributes.metatag[].attributes.content
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.metatag[].attributes.content
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.metatag[].attributes.content
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.metatag[].attributes.content.description
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.metatag[].attributes.content.reviewBody[]
The Citroen C3 Picasso is a clever little MPV. Not only does it make a genuine family car out of a supermini-sized wheelbase

# data[].attributes.metatag[].attributes.content.reviewBody[]
the boxy thing is also better quality and better to drive than it has any right to be as a tall French car. Not riveting

# data[].attributes.metatag[].attributes.content.reviewBody[]
an upgraded sat nav option with reversing camera plus new colours and trims. Not major changes

# data[].attributes.metatag[].attributes.content.description
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.field_cars_driving.value
Without springing any major surprises, the C3 Picasso doesn’t adhere to the natural assumption you’ll make as soon as you see it – that it handles like it’s sitting on unbridled springs. In fact, it’s largely rather settled, mitigating potholes so that they don’t amplify into the cabin. It has a sloppy gearbox and a poor driving position, with Citroen’s characteristic cramped pedals and the steering wheel at a bus angle, but for most they’ll be no big deal.

The fact visibility is good because there’s loads of glass and that the seat is positioned high will be of more importance to its target audience. As part of the C3 family, it doesn’t get any engines of significant poke, although the now rationalised petrol range has been improved by replacing the old motors with a new 1.2-litre turbo triple. Even so, the 1.6-litre diesel is far more suited because it has more torque - a useful 187lb ft, but you could have guessed that. It's certainly worth forking out the extra for, trust us - and you'll probably save some of it on fuel bills anyway.

# data[].attributes.field_cars_driving.processed
Without springing any major surprises, the C3 Picasso doesn’t adhere to the natural assumption you’ll make as soon as you see it – that it handles like it’s sitting on unbridled springs. In fact, it’s largely rather settled, mitigating potholes so that they don’t amplify into the cabin. It has a sloppy gearbox and a poor driving position, with Citroen’s characteristic cramped pedals and the steering wheel at a bus angle, but for most they’ll be no big deal.

The fact visibility is good because there’s loads of glass and that the seat is positioned high will be of more importance to its target audience. As part of the C3 family, it doesn’t get any engines of significant poke, although the now rationalised petrol range has been improved by replacing the old motors with a new 1.2-litre turbo triple. Even so, the 1.6-litre diesel is far more suited because it has more torque - a useful 187lb ft, but you could have guessed that. It's certainly worth forking out the extra for, trust us - and you'll probably save some of it on fuel bills anyway.

# data[].attributes.field_cars_inside.value
It’s funny, because while it’s a triumph of spatial packaging, Citroen has inexplicably neglected storage space in the cabin – there’s a dearth of pockets and bins for throwing discarded wet wipes and banana skins into. Didn't Citroen used to do this stuff so well?

There’s little centre console storage either, and the glove box will barely hold two nappies. Frustratingly, if you want underfloor storage, tables on the front-seat backs and sunblinds, you have to buy a top-whack Exclusive model – some families are more equal than others. You could always knock up some overhead shelves, mind, and at least the boot is appropriately proportioned with plenty of space and good access. Visibility is also excellent, making it feel extra-roomy.

# data[].attributes.field_cars_inside.processed
It’s funny, because while it’s a triumph of spatial packaging, Citroen has inexplicably neglected storage space in the cabin – there’s a dearth of pockets and bins for throwing discarded wet wipes and banana skins into. Didn't Citroen used to do this stuff so well?

There’s little centre console storage either, and the glove box will barely hold two nappies. Frustratingly, if you want underfloor storage, tables on the front-seat backs and sunblinds, you have to buy a top-whack Exclusive model – some families are more equal than others. You could always knock up some overhead shelves, mind, and at least the boot is appropriately proportioned with plenty of space and good access. Visibility is also excellent, making it feel extra-roomy.

# data[].attributes.field_cars_owning.value
If a salesman lures you into one of the old petrols he’s had sitting on the forecourt for months by offering an enormous discount (a classic ploy), you can expect economy in the high 30s tops, despite official figures in the mid 40s. By contrast, the 56.5 and 72.4mpg of the new engines are really the sensible way to go. The diesel shouldn't lose much value either: Citroen expects relatively low sales to result in decent residuals. The model line has been rationalised: entry-level prices are up but Edition trim has everything you need.

# data[].attributes.field_cars_owning.processed
If a salesman lures you into one of the old petrols he’s had sitting on the forecourt for months by offering an enormous discount (a classic ploy), you can expect economy in the high 30s tops, despite official figures in the mid 40s. By contrast, the 56.5 and 72.4mpg of the new engines are really the sensible way to go. The diesel shouldn't lose much value either: Citroen expects relatively low sales to result in decent residuals. The model line has been rationalised: entry-level prices are up but Edition trim has everything you need.

# data[].attributes.field_cars_verdict_against
Stowage space lacking and petrol engines should be avoided

# data[].attributes.field_cars_verdict_for
Drives surprisingly well given its boxy proportions and role in life, styling

# data[].attributes.field_cars_verdict_text
If you’re after a hauler that takes up little space you could do a lot worse.

# data[].attributes.field_cars_what_is_it.value
The Citroen C3 Picasso is a clever little MPV. Not only does it make a genuine family car out of a supermini-sized wheelbase, the boxy thing is also better quality and better to drive than it has any right to be as a tall French car. Not riveting, but above expectations, and it’s strangely charismatic.

IN 2014, it got a new front end, an upgraded sat nav option with reversing camera plus new colours and trims. Not major changes, then, but none were needed.

# data[].attributes.field_cars_what_is_it.processed
The Citroen C3 Picasso is a clever little MPV. Not only does it make a genuine family car out of a supermini-sized wheelbase, the boxy thing is also better quality and better to drive than it has any right to be as a tall French car. Not riveting, but above expectations, and it’s strangely charismatic.

IN 2014, it got a new front end, an upgraded sat nav option with reversing camera plus new colours and trims. Not major changes, then, but none were needed.

# data[].attributes.field_cars_what_we_say
Breaking news: tall French car shockingly reveals 'charisma' - C3 Picasso is a tempting carry-all

# data[].attributes.field_cars_wildcard_text
Nissan Juke. Boxy, small MPVs are so last week. Crazy, small SUVs are where it's at now, fool

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# data[].attributes.metatag[].attributes.content
Like the rest of the Kia range, the Carens is a very capable machine

# data[].attributes.metatag[].attributes.content
Like the rest of the Kia range, the Carens is a very capable machine

# data[].attributes.metatag[].attributes.content
Like the rest of the Kia range, the Carens is a very capable machine

# data[].attributes.metatag[].attributes.content
Like the rest of the Kia range, the Carens is a very capable machine

# data[].attributes.metatag[].attributes.content.reviewBody[]
but it’s also the last of the company’s range to benefit from Peter Schreyer’s now famous ‘Tiger-nose’ design philosophy. And as a result

# data[].attributes.metatag[].attributes.content.reviewBody[]
doesn’t it look like a handsome thing? Sure

# data[].attributes.metatag[].attributes.content.reviewBody[]
but it’s certainly better looking than before

# data[].attributes.metatag[].attributes.content.reviewBody[]
making it less likely to be used as a projectile for bored millionaires.Naturally

# data[].attributes.metatag[].attributes.content.reviewBody[]
longer and narrower than before with lots of room to spare on the inside. Space in an MPV is considered a good trait

# data[].attributes.field_cars_driving.value
It’s like a big, friendly hug, albeit a soft one. The whole car feels settled, quiet and calm, and the ride is cosseting. So for ferrying you and yours around, it’s spot on. Avid apex botherers should probably look elsewhere, mind, because the steering is vague, and you don’t get the same kind of interaction as you would in a Ford S-Max. Body roll is kept nicely in check for something of this size, though, so that’s a plus point. And the top line is simple – you don’t buy an MPV to set fastest laps at Silverstone.

The 134bhp 1.7-litre diesel is sufficient to transport you to day care in time, nothing more: 0-62mph takes 10.4 seconds (a smidge slower than an S-Max) and it’s preferable over the lower-powered version of this engine and the 1.6-litre petrol. That may be cheap but boy, do you have to work it hard, especially seven-up.

# data[].attributes.field_cars_driving.processed
It’s like a big, friendly hug, albeit a soft one. The whole car feels settled, quiet and calm, and the ride is cosseting. So for ferrying you and yours around, it’s spot on. Avid apex botherers should probably look elsewhere, mind, because the steering is vague, and you don’t get the same kind of interaction as you would in a Ford S-Max. Body roll is kept nicely in check for something of this size, though, so that’s a plus point. And the top line is simple – you don’t buy an MPV to set fastest laps at Silverstone.

The 134bhp 1.7-litre diesel is sufficient to transport you to day care in time, nothing more: 0-62mph takes 10.4 seconds (a smidge slower than an S-Max) and it’s preferable over the lower-powered version of this engine and the 1.6-litre petrol. That may be cheap but boy, do you have to work it hard, especially seven-up.

# data[].attributes.field_cars_inside.value
The dashboard is nicely laid out, if a little bland, there’s a funky touchscreen display, it feels rigid enough to deal with demon offspring and feels commodious enough to store many items made out of plastic. UK models get a seven-seat only setup, but you can fold the rear-most seats away under the boot floor in a jiffy to create more luggage space. Unless you have kids that need to sit there. In which case don’t.

# data[].attributes.field_cars_inside.processed
The dashboard is nicely laid out, if a little bland, there’s a funky touchscreen display, it feels rigid enough to deal with demon offspring and feels commodious enough to store many items made out of plastic. UK models get a seven-seat only setup, but you can fold the rear-most seats away under the boot floor in a jiffy to create more luggage space. Unless you have kids that need to sit there. In which case don’t.

# data[].attributes.field_cars_owning.value
The 114bhp diesel returns a claimed 60.1mpg, while emitting 124g/km of CO2. That’s class-competitive fuel economy and the 134bhp version isn’t far behind it on 56.4mpg (blame the penalty on its bigger wheels). At the other end of the range, the entry-level 1.6-litre petrol starts at just over £18k, so it’s not horrendously expensive. In fact, that starter Carens is just under £5k less than an entry-level S-Max. Think what you could do with five grand. That’s a lot of cash.

It’s particularly impressive when you consider that a long-held Kia strength of strong equipment levels remains intact here. The firm clearly listens to TopGear, too: last time round we grumbled about the lack of sat nav. What’s now been launched? A 3 Sat Nav variant. The invoice is in the post, guys...

# data[].attributes.field_cars_owning.processed
The 114bhp diesel returns a claimed 60.1mpg, while emitting 124g/km of CO2. That’s class-competitive fuel economy and the 134bhp version isn’t far behind it on 56.4mpg (blame the penalty on its bigger wheels). At the other end of the range, the entry-level 1.6-litre petrol starts at just over £18k, so it’s not horrendously expensive. In fact, that starter Carens is just under £5k less than an entry-level S-Max. Think what you could do with five grand. That’s a lot of cash.

It’s particularly impressive when you consider that a long-held Kia strength of strong equipment levels remains intact here. The firm clearly listens to TopGear, too: last time round we grumbled about the lack of sat nav. What’s now been launched? A 3 Sat Nav variant. The invoice is in the post, guys...

# data[].attributes.field_cars_verdict_against
S-Max is the better drive, interior is drab, meek petrol version

# data[].attributes.field_cars_verdict_for
Cheap, good looking, lots of space, and, err, cheap

# data[].attributes.field_cars_verdict_text
It’s handsome, well-built and pleasant, with Kia’s monster warranty an added draw.

# data[].attributes.field_cars_what_is_it.value
It’s an important milestone for Kia, that’s what. Yes, it’s a seven-seat MPV, but it’s also the last of the company’s range to benefit from Peter Schreyer’s now famous ‘Tiger-nose’ design philosophy. And as a result, doesn’t it look like a handsome thing? Sure, it’s no Ferrari 488, but it’s certainly better looking than before, making it less likely to be used as a projectile for bored millionaires.

Naturally, it’s grown in stature, but in a pleasing way: it’s lower, longer and narrower than before with lots of room to spare on the inside. Space in an MPV is considered a good trait, we think.

# data[].attributes.field_cars_what_is_it.processed
It’s an important milestone for Kia, that’s what. Yes, it’s a seven-seat MPV, but it’s also the last of the company’s range to benefit from Peter Schreyer’s now famous ‘Tiger-nose’ design philosophy. And as a result, doesn’t it look like a handsome thing? Sure, it’s no Ferrari 488, but it’s certainly better looking than before, making it less likely to be used as a projectile for bored millionaires.

Naturally, it’s grown in stature, but in a pleasing way: it’s lower, longer and narrower than before with lots of room to spare on the inside. Space in an MPV is considered a good trait, we think.

# data[].attributes.field_cars_what_we_say
Like the rest of the Kia range, the Carens is a very capable machine

# data[].attributes.field_cars_wildcard_text
Some people will still prefer an MPV that looks a bit like an SUV. For them, Nissan has the X-Trail. With, like the Carens, seven seats. 

# data[].attributes.metatag[].attributes.content
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.metatag[].attributes.content
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.metatag[].attributes.content
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.metatag[].attributes.content
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.metatag[].attributes.content.description
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.metatag[].attributes.content.reviewBody[]
affordable... and just a little bit dull.

# data[].attributes.metatag[].attributes.content.description
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.field_cars_driving.value
The steering steers and the suspension suspends, but after a while anyone keen to exploit the Venga's driving thrills will slip into a disinterested snooze.

The comfort is perfectly judged for its target market, it's soft and a bit forgettable.

The 1.4-litre diesel feels flat but above 2,500rpm gets a little shot in the arm: 0-60mph takes 14 seconds, and the payoff for this lethargy is 62mpg and emissions of 119g/km of CO2. The 123bhp petrol is faster (11.8 seconds) but you lose 20mpg in the process.

# data[].attributes.field_cars_driving.processed
The steering steers and the suspension suspends, but after a while anyone keen to exploit the Venga's driving thrills will slip into a disinterested snooze.

The comfort is perfectly judged for its target market, it's soft and a bit forgettable.

The 1.4-litre diesel feels flat but above 2,500rpm gets a little shot in the arm: 0-60mph takes 14 seconds, and the payoff for this lethargy is 62mpg and emissions of 119g/km of CO2. The 123bhp petrol is faster (11.8 seconds) but you lose 20mpg in the process.

# data[].attributes.field_cars_inside.value
Boot space stands at 440 litres, and there's plenty of headroom thanks to that tall roofline. As with all modern Kias, the Venga feels well put together and that seven-year warranty is fantastic value.

# data[].attributes.field_cars_inside.processed
Boot space stands at 440 litres, and there's plenty of headroom thanks to that tall roofline. As with all modern Kias, the Venga feels well put together and that seven-year warranty is fantastic value.

# data[].attributes.field_cars_owning.value
The diesels are cheap as chips, and the petrols only slightly less so, while £11.5k gets you into the entry-level 1.4-litre '1' version.

# data[].attributes.field_cars_owning.processed
The diesels are cheap as chips, and the petrols only slightly less so, while £11.5k gets you into the entry-level 1.4-litre '1' version.

# data[].attributes.field_cars_verdict_against
Too sensible to be cool. The C3 Picasso is way cooler.

# data[].attributes.field_cars_verdict_text
As sensible and tasty as a dry cracker. A decent enough car, perhaps one for the Freedom Pass brigade.

# data[].attributes.field_cars_what_is_it.value
Despite the nineties pop act name, this isn't a bad car at all. Sensible, affordable... and just a little bit dull.

# data[].attributes.field_cars_what_is_it.processed
Despite the nineties pop act name, this isn't a bad car at all. Sensible, affordable... and just a little bit dull.

# data[].attributes.field_cars_what_we_say
The Kia Venga does the whole family car thing as well as any other - but it's not cool. Or much fun

# data[].attributes.field_cars_wildcard_text
Want something just as spacious, but for even less cash? Try a Dacia Sandero

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Peugeot 2008. Small SUVs launch in abundance but thanks to electric power and great interior tech, this is among the most interesting. Read more inside.

# data[].attributes.metatag[].attributes.content
Among an abundance of small SUVs, the 2008, with its eye-catching looks and great interior tech, is one of the most interesting

# data[].attributes.metatag[].attributes.content
Among an abundance of small SUVs, the 2008, with its eye-catching looks and great interior tech, is one of the most interesting

# data[].attributes.metatag[].attributes.content
Among an abundance of small SUVs, the 2008, with its eye-catching looks and great interior tech, is one of the most interesting

# data[].attributes.metatag[].attributes.content.description[]
with its eye-catching looks and great interior tech

# data[].attributes.metatag[].attributes.content[]
"description":"Among an abundance of small SUVs

# data[].attributes.metatag[].attributes.content[]
with its eye-catching looks and great interior tech

# data[].attributes.field_cars_driving.value
Of the 1.2-litre three-cylinder petrols, we’d swerve the 99bhp variant and jump straight into the 128bhp version. Largely because it’s a good’un, accelerating keenly (0-62mph takes 8.9 seconds in the manual, 9.1s in the auto) and cruising politely.

It’s pleasant enough around town, too, although the ride does feel slightly on the firm side, especially on the plump 17 and 18in alloys: potholes are especially jarring while speed bumps are best approached at walking pace. As ever, if you can resist the larger alloys you’ll have a nicer time for it.

What’s the handling like?

The payoff of that firm-edged ride is reasonably sharp handling, and the 2008 certainly makes its case as the sportiest small crossover thing in the Peugeot, Citroen, DS and Vauxhall empire. Whether buyers will care (or even notice) that it’s amenable to being thrown around is another thing, of course.

More relevant is how hushed it is on a motorway cruise and just how flipping good the eight-speed automatic is. A bit of us dies inside saying it, but it’s a better choice than the manual. We’ll hand our petrolhead card in at the door.

Drive modes include Eco, Normal, Sport, Sand, Mud and Snow. As ever, you’ll likely just leave it in default Normal and forget all about them. Against an official claimed range of between 43.1-52.6mpg (spec dependent), we actually managed towards the upper figure, averaging around the 52mpg mark. Not bad.

What about the hybrid?

As a reminder, it gets a 1.2-litre petrol engine with a six-speed dual-clutch automatic gearbox incorporating a 28bhp electric motor and a 0.9kWh lithium-ion battery, allowing for a small amount of electric only running at low speeds and offering extra torque at low revs (0-62mph takes 8.3s) as well as improved efficiency.

There’s no plugging in involved here, so don’t go expecting to make your whole journey on electric only power, but it will allow you to get through any traffic jams with the engine switched off, while the added torque from the electric motor does smooth out the stop/start procedure and help minimise any turbo lag.

Vauxhall also claims up to 56mpg (we saw 42mpg) and a reduction in CO2 of up to 26g/km compared to the 1.2-litre 128bhp engine (111g/km plays 137g/km), which allows for, in theory, fewer visits to the petrol station, plus a reduced rate of Vehicle Excise Duty and a lower rate of BiK tax for company car drivers. Win-win.

How does the electric variant compare?

Much like the e-208, it lacks the holy-heck-what-just-happened acceleration (0-62mph takes 8.5s) even the weediest of EVs offer at urban speeds, instead smoothly delivering its power to never upset grip at the front axle.

A Drive Mode toggle switches between Eco (80bhp), Normal (108bhp) and Sport (the full 134bhp) and allows you to best balance performance and battery range. And while some EVs don’t ride especially well - stiffened up to counter their extra weight over internal combustion - the e-2008 doesn’t suffer too badly. Click these blue words to head over to our full review.

# data[].attributes.field_cars_driving.processed
Of the 1.2-litre three-cylinder petrols, we’d swerve the 99bhp variant and jump straight into the 128bhp version. Largely because it’s a good’un, accelerating keenly (0-62mph takes 8.9 seconds in the manual, 9.1s in the auto) and cruising politely.

It’s pleasant enough around town, too, although the ride does feel slightly on the firm side, especially on the plump 17 and 18in alloys: potholes are especially jarring while speed bumps are best approached at walking pace. As ever, if you can resist the larger alloys you’ll have a nicer time for it.

What’s the handling like?

The payoff of that firm-edged ride is reasonably sharp handling, and the 2008 certainly makes its case as the sportiest small crossover thing in the Peugeot, Citroen, DS and Vauxhall empire. Whether buyers will care (or even notice) that it’s amenable to being thrown around is another thing, of course.

More relevant is how hushed it is on a motorway cruise and just how flipping good the eight-speed automatic is. A bit of us dies inside saying it, but it’s a better choice than the manual. We’ll hand our petrolhead card in at the door.

Drive modes include Eco, Normal, Sport, Sand, Mud and Snow. As ever, you’ll likely just leave it in default Normal and forget all about them. Against an official claimed range of between 43.1-52.6mpg (spec dependent), we actually managed towards the upper figure, averaging around the 52mpg mark. Not bad.

What about the hybrid?

As a reminder, it gets a 1.2-litre petrol engine with a six-speed dual-clutch automatic gearbox incorporating a 28bhp electric motor and a 0.9kWh lithium-ion battery, allowing for a small amount of electric only running at low speeds and offering extra torque at low revs (0-62mph takes 8.3s) as well as improved efficiency.

There’s no plugging in involved here, so don’t go expecting to make your whole journey on electric only power, but it will allow you to get through any traffic jams with the engine switched off, while the added torque from the electric motor does smooth out the stop/start procedure and help minimise any turbo lag.

Vauxhall also claims up to 56mpg (we saw 42mpg) and a reduction in CO2 of up to 26g/km compared to the 1.2-litre 128bhp engine (111g/km plays 137g/km), which allows for, in theory, fewer visits to the petrol station, plus a reduced rate of Vehicle Excise Duty and a lower rate of BiK tax for company car drivers. Win-win.

How does the electric variant compare?

Much like the e-208, it lacks the holy-heck-what-just-happened acceleration (0-62mph takes 8.5s) even the weediest of EVs offer at urban speeds, instead smoothly delivering its power to never upset grip at the front axle.

A Drive Mode toggle switches between Eco (80bhp), Normal (108bhp) and Sport (the full 134bhp) and allows you to best balance performance and battery range. And while some EVs don’t ride especially well - stiffened up to counter their extra weight over internal combustion - the e-2008 doesn’t suffer too badly. Click these blue words to head over to our full review.

# data[].attributes.field_cars_editor_title
Peugeot 2008 review: the SUV for the style conscious?

# data[].attributes.field_cars_inside.value
Sure, it’s decent to drive, but we reckon more fans will be won over by the inside of the 2008. It’s a big, big step up on its predecessor with plush materials, fancy stitching and some ambient lighting that doesn’t have a whiff of a cheap provincial town nightclub.

The star of the show is the 3D cockpit (standard on top-spec GT trim), which adds a double-layered, holographic feel to the 10-inch digital instrument display, and, says Peugeot, cuts 0.5 seconds from drivers’ reaction times. We can’t verify that, but we will tell you it looks as impressive as anything else out there.

The biggest compliment we can pay is that it makes sense of Peugeot’s diddy steering wheel, finally warranting the compromised driving position it brings taller drivers. Try before you buy is all we can really say.

Can it seat families comfortably?

Where some in the compact crossover sector suffer for rear seat space on account of their short wheelbase – the VW T-Roc springs to mind – the good news is the 2008 doesn’t fall into that sector, with most adults able to fit comfortably.

Luggage capacity is 434 litres with the seats up, slightly less than the Ford Puma and VW T-Roc (but edges both with the seats down at 1,467 litres), and it doesn’t change between petrol, diesel and electric variants, either. The boot floor is two-tiered too, which should make loading the weekly shop that little bit easier.

Anything else we should know?

The standard 10-inch infotainment display looks the part, but the OS is more than a little confusing to operate, while the bulk of the climate controls require delving into the touchscreen. Annoying. There are a couple of touch sensitive shortcut buttons and physical keys seated below to help matters though, while Apple CarPlay and Android Auto fortunately come as standard.

A neat, forward-hinged cubby hole will also safely prop a phone up in portrait mode (and hides the wireless charger), thoughtful if you’re keen to use Google Maps while still viewing the car’s own media set-up; a distraction otherwise. There are four USB ports – three in the new-fangled USB-C format, one the old style – as well as optional wireless charging (£120, but standard on top-spec models), so you won’t be short of power for you and your passengers’ devices.

Perhaps the only other real negative comes if you swing a door open while the car’s still running (while checking your distance from a kerb, for example), a move which initiates the most dreadfully shrill noise in the history of motoring. It’s afflicted Peugeots for years and it’s awful.

# data[].attributes.field_cars_inside.processed
Sure, it’s decent to drive, but we reckon more fans will be won over by the inside of the 2008. It’s a big, big step up on its predecessor with plush materials, fancy stitching and some ambient lighting that doesn’t have a whiff of a cheap provincial town nightclub.

The star of the show is the 3D cockpit (standard on top-spec GT trim), which adds a double-layered, holographic feel to the 10-inch digital instrument display, and, says Peugeot, cuts 0.5 seconds from drivers’ reaction times. We can’t verify that, but we will tell you it looks as impressive as anything else out there.

The biggest compliment we can pay is that it makes sense of Peugeot’s diddy steering wheel, finally warranting the compromised driving position it brings taller drivers. Try before you buy is all we can really say.

Can it seat families comfortably?

Where some in the compact crossover sector suffer for rear seat space on account of their short wheelbase – the VW T-Roc springs to mind – the good news is the 2008 doesn’t fall into that sector, with most adults able to fit comfortably.

Luggage capacity is 434 litres with the seats up, slightly less than the Ford Puma and VW T-Roc (but edges both with the seats down at 1,467 litres), and it doesn’t change between petrol, diesel and electric variants, either. The boot floor is two-tiered too, which should make loading the weekly shop that little bit easier.

Anything else we should know?

The standard 10-inch infotainment display looks the part, but the OS is more than a little confusing to operate, while the bulk of the climate controls require delving into the touchscreen. Annoying. There are a couple of touch sensitive shortcut buttons and physical keys seated below to help matters though, while Apple CarPlay and Android Auto fortunately come as standard.

A neat, forward-hinged cubby hole will also safely prop a phone up in portrait mode (and hides the wireless charger), thoughtful if you’re keen to use Google Maps while still viewing the car’s own media set-up; a distraction otherwise. There are four USB ports – three in the new-fangled USB-C format, one the old style – as well as optional wireless charging (£120, but standard on top-spec models), so you won’t be short of power for you and your passengers’ devices.

Perhaps the only other real negative comes if you swing a door open while the car’s still running (while checking your distance from a kerb, for example), a move which initiates the most dreadfully shrill noise in the history of motoring. It’s afflicted Peugeots for years and it’s awful.

# data[].attributes.field_cars_owning.value
The cheapest 2008 you can buy - the 1.2-litre petrol with a six-speed manual - will set you back from £24,830. Next up, the 128bhp and six-speed manual, starts from £28,030, or £29,635 in auto guise. You’re looking at £28,430 for the hybrid.

Monthly payments start at around £240, rising to around £290 for the higher powered variant and £310 for the hybrid, on a four-year agreement with a £5k down payment, though Peugeot’s own finance scheme.

Rivals? A Vauxhall Mokka undercuts it by a couple of grand (partly due to a cost cutting trim), while the Hyundai Kona, VW T-Roc and Volvo XC40 are all more expensive. In fact, this is one of the cheaper small SUVs about.

What are the kit choices like?

The trim options were updated (Peugeot claims ‘simplified’) as part of the facelift, with your options now Active, Allure and GT.

Highlights? Active trim models feature 16-inch alloys, LED running lights, a 10in touchscreen with smartphone connectivity, rear parking sensors and cruise control as standard. Not bad, but you can do better.

Allure trim adds a body-coloured grille, 17in alloy wheels, roof rails, a 10-inch instrument cluster, voice recognition and front parking sensors. That’s more like it. Top of the tree GT variants get full LED headlights, fancy 3D dials, a leather steering wheel, reversing camera, wireless charging and keyless entry.

Standard colour is grey, otherwise you’re looking at £650 for white or black, and £850 for blue or red.

Where’d you spend your money?

We’ve made no secret that our favoured engine would be the 128bhp petrol, likely in hybrid guise, for the improved performance and running costs. Particularly if you spend most of your time pootling around town.

Allure trim might be the best balance of all of the 2008’s attributes, offering improved looks and some bonus tech features. Just a shame it doesn’t get those 3D dials as standard. All in, you’re looking at just under £30.5k.

# data[].attributes.field_cars_owning.processed
The cheapest 2008 you can buy - the 1.2-litre petrol with a six-speed manual - will set you back from £24,830. Next up, the 128bhp and six-speed manual, starts from £28,030, or £29,635 in auto guise. You’re looking at £28,430 for the hybrid.

Monthly payments start at around £240, rising to around £290 for the higher powered variant and £310 for the hybrid, on a four-year agreement with a £5k down payment, though Peugeot’s own finance scheme.

Rivals? A Vauxhall Mokka undercuts it by a couple of grand (partly due to a cost cutting trim), while the Hyundai Kona, VW T-Roc and Volvo XC40 are all more expensive. In fact, this is one of the cheaper small SUVs about.

What are the kit choices like?

The trim options were updated (Peugeot claims ‘simplified’) as part of the facelift, with your options now Active, Allure and GT.

Highlights? Active trim models feature 16-inch alloys, LED running lights, a 10in touchscreen with smartphone connectivity, rear parking sensors and cruise control as standard. Not bad, but you can do better.

Allure trim adds a body-coloured grille, 17in alloy wheels, roof rails, a 10-inch instrument cluster, voice recognition and front parking sensors. That’s more like it. Top of the tree GT variants get full LED headlights, fancy 3D dials, a leather steering wheel, reversing camera, wireless charging and keyless entry.

Standard colour is grey, otherwise you’re looking at £650 for white or black, and £850 for blue or red.

Where’d you spend your money?

We’ve made no secret that our favoured engine would be the 128bhp petrol, likely in hybrid guise, for the improved performance and running costs. Particularly if you spend most of your time pootling around town.

Allure trim might be the best balance of all of the 2008’s attributes, offering improved looks and some bonus tech features. Just a shame it doesn’t get those 3D dials as standard. All in, you’re looking at just under £30.5k.

# data[].attributes.field_cars_stand_first
There are dozens of small SUVs, but the Peugeot 2008 is one of the more intriguing

# data[].attributes.field_cars_verdict.value
We can hear you stifling your yawns from here. This one, though, is among the good ‘uns: it suits its skin rather than looking like a bloated hatchback, the interior feels genuinely fresh, and it’s one of the better driving, sportier small crossovers in a bustling, often dizzyingly crowded segment.

Cost might be of minor concern, however: if you want one of the nicer transmissions, the two-tone colour scheme and some decent safety equipment, you’ll be sailing over 30 grand before you know it. Peugeot’s strict opposition to discounting means its cars have better residuals than ever, mind.

# data[].attributes.field_cars_verdict.processed
We can hear you stifling your yawns from here. This one, though, is among the good ‘uns: it suits its skin rather than looking like a bloated hatchback, the interior feels genuinely fresh, and it’s one of the better driving, sportier small crossovers in a bustling, often dizzyingly crowded segment.

Cost might be of minor concern, however: if you want one of the nicer transmissions, the two-tone colour scheme and some decent safety equipment, you’ll be sailing over 30 grand before you know it. Peugeot’s strict opposition to discounting means its cars have better residuals than ever, mind.

# data[].attributes.field_cars_verdict_against
Firm (ish) ride, most powerful petrol and diesels are no more, infotainment a little confusing

# data[].attributes.field_cars_verdict_for
Smart looks, feels as sporty as a small crossover can be, interesting cabin

# data[].attributes.field_cars_verdict_text
The interior feels genuinely fresh, and it’s one of the better driving, sportier small crossovers in a crowded segment

# data[].attributes.field_cars_what_is_it.value
Yet another dinky SUV. But it’s hard to be angry at something wearing the face of a robotic chipmunk like this Peugeot 2008 does.

It's an aesthetically pleasing thing all round, really, looking like it was designed from the off as an individual model. As opposed to the old 2008, which had the demeanour of a 208 hatchback carrying lockdown weight. It looks big, mind, and indeed it’s longer and more commodious than before.

Buyers aren't short of options when it comes to small SUVs these days, but the 2008, launched back in 2019 and facelifted in 2023, is certainly more eye-catching than the likes of the Ford Puma, Hyundai Kona, Volvo XC40 and VW T-Roc, and to our eyes perhaps even the fetching Vauxhall Mokka.

As well as the usual handful of petrol (no diesel) options, there’s a fully electric e-2008 in the range that simply slots the battery and motors beneath the regular car and wears some very minor exterior tell-tales. Click these blue words if it’s the EV you’re after.

What changes did the facelift bring?

Well, it received a slightly wider face, a black or body-coloured grille depending on spec, and Peugeot’s latest three-claw LED daytime running light signature, the most tenuous of links to the manufacturer’s 9X8 hypercar.

Round the back it also got re-shaped rear lights, and Peugeot lettering running across the entire length of the bootlid, as seems to be the fashion these days. There was also new alloy wheel designs, and Peugeot’s new badge all around too.

We won’t try and sway you too much when it comes to looks, but we reckon the updates were subtle yet effective, improving on an already stylish car.

Is it as glitzy inside?

It’s a familiar layout from elsewhere within the Peugeot range, complete with compact steering wheel and high-mounted instrument cluster.

Post facelift you now get a newly designed 10-inch digital instrument cluster (from mid-spec upwards) - complete with 3D dials on top-spec versions - while all models now come with a 10-inch infotainment display as standard (though the OS remains a little confusing). The gear selector is now a toggle switch instead of gearstick.

You’ll either love it or hate it, but it’s a far nicer place to be than its predecessor and feels premium in here. Head over to the Interior tab for the full lowdown.

What are my engine options?

You’ve three to choose from. Up first are two 1.2-litre turbo petrol engines: the entry-level 2008 has 99bhp and gets a six-speed manual gearbox, while the upper variant (if you can call it that) has 128bhp and can be combined with a six-speed manual or eight-speed auto gearbox. The 153bhp petrol and diesel are no more.

As of 2024 a 134bhp hybrid powertrain has joined the line-up, combining a 1.2-litre turbo petrol engine with a new six-speed dual-clutch electrified 'box incorporating an electric motor and tiny battery. Full details on the Driving tab.

Overall, though, it’s pleasant enough to drive, though we did find the ride slightly on the firm side if you upsize beyond 16in alloys. The sharp handling makes up for it, with the 2008 feeling slightly sportier than its competitors.

How much does it cost?

Prices start at just shy of £25k for the entry-level petrol in base-spec trim, rising to just over £28k for the more powerful variant.

The hybrid, meanwhile, starts at a whisker under £28.5k. Head over to the Buying tab for more deets.

# data[].attributes.field_cars_what_is_it.processed
Yet another dinky SUV. But it’s hard to be angry at something wearing the face of a robotic chipmunk like this Peugeot 2008 does.

It's an aesthetically pleasing thing all round, really, looking like it was designed from the off as an individual model. As opposed to the old 2008, which had the demeanour of a 208 hatchback carrying lockdown weight. It looks big, mind, and indeed it’s longer and more commodious than before.

Buyers aren't short of options when it comes to small SUVs these days, but the 2008, launched back in 2019 and facelifted in 2023, is certainly more eye-catching than the likes of the Ford Puma, Hyundai Kona, Volvo XC40 and VW T-Roc, and to our eyes perhaps even the fetching Vauxhall Mokka.

As well as the usual handful of petrol (no diesel) options, there’s a fully electric e-2008 in the range that simply slots the battery and motors beneath the regular car and wears some very minor exterior tell-tales. Click these blue words if it’s the EV you’re after.

What changes did the facelift bring?

Well, it received a slightly wider face, a black or body-coloured grille depending on spec, and Peugeot’s latest three-claw LED daytime running light signature, the most tenuous of links to the manufacturer’s 9X8 hypercar.

Round the back it also got re-shaped rear lights, and Peugeot lettering running across the entire length of the bootlid, as seems to be the fashion these days. There was also new alloy wheel designs, and Peugeot’s new badge all around too.

We won’t try and sway you too much when it comes to looks, but we reckon the updates were subtle yet effective, improving on an already stylish car.

Is it as glitzy inside?

It’s a familiar layout from elsewhere within the Peugeot range, complete with compact steering wheel and high-mounted instrument cluster.

Post facelift you now get a newly designed 10-inch digital instrument cluster (from mid-spec upwards) - complete with 3D dials on top-spec versions - while all models now come with a 10-inch infotainment display as standard (though the OS remains a little confusing). The gear selector is now a toggle switch instead of gearstick.

You’ll either love it or hate it, but it’s a far nicer place to be than its predecessor and feels premium in here. Head over to the Interior tab for the full lowdown.

What are my engine options?

You’ve three to choose from. Up first are two 1.2-litre turbo petrol engines: the entry-level 2008 has 99bhp and gets a six-speed manual gearbox, while the upper variant (if you can call it that) has 128bhp and can be combined with a six-speed manual or eight-speed auto gearbox. The 153bhp petrol and diesel are no more.

As of 2024 a 134bhp hybrid powertrain has joined the line-up, combining a 1.2-litre turbo petrol engine with a new six-speed dual-clutch electrified 'box incorporating an electric motor and tiny battery. Full details on the Driving tab.

Overall, though, it’s pleasant enough to drive, though we did find the ride slightly on the firm side if you upsize beyond 16in alloys. The sharp handling makes up for it, with the 2008 feeling slightly sportier than its competitors.

How much does it cost?

Prices start at just shy of £25k for the entry-level petrol in base-spec trim, rising to just over £28k for the more powerful variant.

The hybrid, meanwhile, starts at a whisker under £28.5k. Head over to the Buying tab for more deets.

# data[].attributes.field_cars_what_we_say
Among an abundance of small SUVs, the 2008, with its eye-catching looks and great interior tech, is one of the most interesting

# data[].attributes.field_cars_wildcard_text
About the same size, but does without fashionable fripperies and just gets on with life. Half the price too

# data[].attributes.metatag[].attributes.content
Able, stylish i40 aims to take on the establishment with a blend of good looks, ability and keen pricing

# data[].attributes.metatag[].attributes.content
Able, stylish i40 aims to take on the establishment with a blend of good looks, ability and keen pricing

# data[].attributes.metatag[].attributes.content
Able, stylish i40 aims to take on the establishment with a blend of good looks, ability and keen pricing

# data[].attributes.metatag[].attributes.content
Able, stylish i40 aims to take on the establishment with a blend of good looks, ability and keen pricing

# data[].attributes.metatag[].attributes.content.description[]
stylish i40 aims to take on the establishment with a blend of good looks

# data[].attributes.metatag[].attributes.content.reviewBody[]
The i40 is a measure of how serious a player Hyundai is these days. Sister company Kia took a US-sourced Optima and twisted it to a European-friendly spec. Hyundai

# data[].attributes.metatag[].attributes.content.reviewBody[]
in the country where all the leading premium saloons come from – Germany. The i40 saloon and Tourer estate are thus the result of some concerted thinking and aim to take on the Ford Mondeo at its own game – and win.This is a genuinely competitive Hyundai

# data[].attributes.metatag[].attributes.content.reviewBody[]
and the firm’s being duly combative with it. A bulging range of trims and engines are all bang on the money

# data[].attributes.metatag[].attributes.content.reviewBody[]
literally and figuratively: the spec is right and CO2 is right

# data[].attributes.metatag[].attributes.content.reviewBody[]
as Hyundai judges exactly what the market wants

# data[].attributes.metatag[].attributes.content.description[]
stylish i40 aims to take on the establishment with a blend of good looks

# data[].attributes.field_cars_driving.value
Although it has been developed in Germany, this is not a sporting saloon with the pent-up sportiness of, say, a BMW 3-Series. Hyundai has instead sensibly prioritised everyday comfort and riding refinement instead, meaning that it delivers a very impressive ride and stability across all surfaces. It’s genuinely one of the class greats on the motorway.

It’s no ball of fire in the guise that will sell best, the 1.7-litre CRDi. Even that’s inconsequential though, as the motor has a decent shove of torque and is smooth enough to fade into the background at speed. Sit back and enjoy the smoothness: that’s what the i40 does best.

# data[].attributes.field_cars_driving.processed
Although it has been developed in Germany, this is not a sporting saloon with the pent-up sportiness of, say, a BMW 3-Series. Hyundai has instead sensibly prioritised everyday comfort and riding refinement instead, meaning that it delivers a very impressive ride and stability across all surfaces. It’s genuinely one of the class greats on the motorway.

It’s no ball of fire in the guise that will sell best, the 1.7-litre CRDi. Even that’s inconsequential though, as the motor has a decent shove of torque and is smooth enough to fade into the background at speed. Sit back and enjoy the smoothness: that’s what the i40 does best.

# data[].attributes.field_cars_inside.value
The beaky, flowing lines and distinctive LED headlights don’t create an illusion that’s shattered when you open the door. The interior of the i40 is a great showcase of the strides upmarket Hyundai continues to make. It level-pegs the VW Passat for finish and quality, and even the basic Active feels anything but. Move up to Style and Premium and class rivals will hang their head in shame at the kit count comparisons. Being a big saloon, the boot is enormous and interior space is impressive. There’s leg-crossing space front and rear, but choose the beefier 1.7 CRDi 136 motor if you’re planning on carrying heavy loads: Hyundai doesn’t offer a more powerful 2.0-litre alternative.

# data[].attributes.field_cars_inside.processed
The beaky, flowing lines and distinctive LED headlights don’t create an illusion that’s shattered when you open the door. The interior of the i40 is a great showcase of the strides upmarket Hyundai continues to make. It level-pegs the VW Passat for finish and quality, and even the basic Active feels anything but. Move up to Style and Premium and class rivals will hang their head in shame at the kit count comparisons. Being a big saloon, the boot is enormous and interior space is impressive. There’s leg-crossing space front and rear, but choose the beefier 1.7 CRDi 136 motor if you’re planning on carrying heavy loads: Hyundai doesn’t offer a more powerful 2.0-litre alternative.

# data[].attributes.field_cars_owning.value
Hyundai doesn’t need a five-year warranty to tell you this will never go wrong: the in-built solidity and quality of the i40 does that on its own. It still includes it as standard though, as part of a package that shows how eager Hyundai is to please its customers. With eye-opening prices starting from less than £17,500 and sub-120g/km CO2 emissions (combined with an impressive 65.7mpg average economy) also on the table, cue one duly worried range of Mondeos. And rightly so.

# data[].attributes.field_cars_owning.processed
Hyundai doesn’t need a five-year warranty to tell you this will never go wrong: the in-built solidity and quality of the i40 does that on its own. It still includes it as standard though, as part of a package that shows how eager Hyundai is to please its customers. With eye-opening prices starting from less than £17,500 and sub-120g/km CO2 emissions (combined with an impressive 65.7mpg average economy) also on the table, cue one duly worried range of Mondeos. And rightly so.

# data[].attributes.field_cars_verdict_against
It's not particularly sporty. Does that matter? No

# data[].attributes.field_cars_verdict_for
An accomplished all-rounder with a broad spread of talents

# data[].attributes.field_cars_verdict_text
Hyundai arrives to worry the Ford Mondeo – and the impressive i40 certainly does that.

# data[].attributes.field_cars_what_is_it.value
The i40 is a measure of how serious a player Hyundai is these days. Sister company Kia took a US-sourced Optima and twisted it to a European-friendly spec. Hyundai, though, went one better, by designing a car solely for us, in the country where all the leading premium saloons come from – Germany. The i40 saloon and Tourer estate are thus the result of some concerted thinking and aim to take on the Ford Mondeo at its own game – and win.

This is a genuinely competitive Hyundai, and the firm’s being duly combative with it. A bulging range of trims and engines are all bang on the money, literally and figuratively: the spec is right and CO2 is right, as Hyundai judges exactly what the market wants, and delivers it.

# data[].attributes.field_cars_what_is_it.processed
The i40 is a measure of how serious a player Hyundai is these days. Sister company Kia took a US-sourced Optima and twisted it to a European-friendly spec. Hyundai, though, went one better, by designing a car solely for us, in the country where all the leading premium saloons come from – Germany. The i40 saloon and Tourer estate are thus the result of some concerted thinking and aim to take on the Ford Mondeo at its own game – and win.

This is a genuinely competitive Hyundai, and the firm’s being duly combative with it. A bulging range of trims and engines are all bang on the money, literally and figuratively: the spec is right and CO2 is right, as Hyundai judges exactly what the market wants, and delivers it.

# data[].attributes.field_cars_what_we_say
Able, stylish i40 aims to take on the establishment with a blend of good looks, ability and keen pricing

# data[].attributes.field_cars_wildcard_text
The i40 Estate. Take it from us, the wagon is prettier, more economical and only costs £1,000 more than the saloon

# data[].attributes.metatag[].attributes.content
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.metatag[].attributes.content
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.metatag[].attributes.content
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.metatag[].attributes.content
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.metatag[].attributes.content.description[]
but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.metatag[].attributes.content[]
but the seven-seater makes plenty of sense... if you need this sort of thing"

# data[].attributes.field_cars_driving.value
Obsessed with driving on the doorhandles? A Q7 probably isn’t for you. This is a proper full-sized SUV, and if you’re using it as intended – carrying people and many things – then attacking a roundabout at ten tenths will only result in requiring the use of a wet’n’dry vacuum cleaner. What the Q7 does do perfectly well is cruise around hauling humans and stuff in comfort.

Comfort, you say?

All UK cars are equipped with adjustable and adaptive air suspension as standard that helps provide maximum waftiness. You get the familiar Audi Drive Select controller to play with too, comprising many pre-sets including auto, comfort, dynamic, off-road, allroad and user-chooser individual. Honestly? You’ll probably play with the ride height when you first get the car and then leave it in Auto.

As ever, the various modes stiffen or slacken, raise or lower the suspension a few millimetres to ease your way across whatever necessary. It might not be an off-roader, but it’ll manage a wet field or two – there’s a self-locking centre diff if things get slippy, and generally the Q7 just gets on with things.

Tell me more about the driving experience then…

If you do happen to drive like a loon, it’s all competent rather than particularly encouraging: excellent body control slathered over surprising grip, grip that washes progressively away when you get over-committed. The steering mumbles and the brakes produce zero feel, but both contribute enough anaesthesia to be able to drive very smoothly should you wish. Which is probably the point. This is genuinely a very nice place to bimble around inside, quiet, ultra-calm and spacious. You can tell it comes from the home of the Autobahn – at 70mph on British motorways it’s refined enough to have a whispered conversation with your fellow passengers.

Vision is good for such a big car, although the C-pillar blindspot can be mighty in some situations (unsurprisingly), and there’s an optional four-wheel steer system that can help reduce the turning circle. Handy for breaking free from your parking space outside the school gates.

Both the 50 TDI and 55 TFSI have more than enough urge. We haven’t driven the more powerful diesel since before the 2024 facelift, but the powertrain hasn’t changed and it always seemed to suit the Q7 a little more, the deeper well of torque (443lb ft) lower down the rev-range gets all that bulk on the move with just a tad more ease.

And how’s the plug-in hybrid?

Very, very heavy is the simple answer. Audi quotes an unladen weight of 2,460kg with the added batteries and electric motor on board (the 50 TDI is 2,180kg). You can feel that extra mass every time you turn the steering wheel, and with different levels of regen available based on what mode you’re in it can be tricky to modulate the brake pedal smoothly.

It’s certainly not slow, though. The 0-62mph sprint can be dispatched in 5.9 seconds if you’re so inclined, but your best bet is to be as light on the throttle as possible to try and eke out the claimed 52 miles of all-electric range. The transition between electric and petrol power is smooth and silent though, and the eight-speed auto copes well. It’s a very good plug-in hybrid system, as you’d expect from Audi at this price point, although the size of the Q7 means you’ll likely be in the mid-thirties for overall mpg.

# data[].attributes.field_cars_driving.processed
Obsessed with driving on the doorhandles? A Q7 probably isn’t for you. This is a proper full-sized SUV, and if you’re using it as intended – carrying people and many things – then attacking a roundabout at ten tenths will only result in requiring the use of a wet’n’dry vacuum cleaner. What the Q7 does do perfectly well is cruise around hauling humans and stuff in comfort.

Comfort, you say?

All UK cars are equipped with adjustable and adaptive air suspension as standard that helps provide maximum waftiness. You get the familiar Audi Drive Select controller to play with too, comprising many pre-sets including auto, comfort, dynamic, off-road, allroad and user-chooser individual. Honestly? You’ll probably play with the ride height when you first get the car and then leave it in Auto.

As ever, the various modes stiffen or slacken, raise or lower the suspension a few millimetres to ease your way across whatever necessary. It might not be an off-roader, but it’ll manage a wet field or two – there’s a self-locking centre diff if things get slippy, and generally the Q7 just gets on with things.

Tell me more about the driving experience then…

If you do happen to drive like a loon, it’s all competent rather than particularly encouraging: excellent body control slathered over surprising grip, grip that washes progressively away when you get over-committed. The steering mumbles and the brakes produce zero feel, but both contribute enough anaesthesia to be able to drive very smoothly should you wish. Which is probably the point. This is genuinely a very nice place to bimble around inside, quiet, ultra-calm and spacious. You can tell it comes from the home of the Autobahn – at 70mph on British motorways it’s refined enough to have a whispered conversation with your fellow passengers.

Vision is good for such a big car, although the C-pillar blindspot can be mighty in some situations (unsurprisingly), and there’s an optional four-wheel steer system that can help reduce the turning circle. Handy for breaking free from your parking space outside the school gates.

Both the 50 TDI and 55 TFSI have more than enough urge. We haven’t driven the more powerful diesel since before the 2024 facelift, but the powertrain hasn’t changed and it always seemed to suit the Q7 a little more, the deeper well of torque (443lb ft) lower down the rev-range gets all that bulk on the move with just a tad more ease.

And how’s the plug-in hybrid?

Very, very heavy is the simple answer. Audi quotes an unladen weight of 2,460kg with the added batteries and electric motor on board (the 50 TDI is 2,180kg). You can feel that extra mass every time you turn the steering wheel, and with different levels of regen available based on what mode you’re in it can be tricky to modulate the brake pedal smoothly.

It’s certainly not slow, though. The 0-62mph sprint can be dispatched in 5.9 seconds if you’re so inclined, but your best bet is to be as light on the throttle as possible to try and eke out the claimed 52 miles of all-electric range. The transition between electric and petrol power is smooth and silent though, and the eight-speed auto copes well. It’s a very good plug-in hybrid system, as you’d expect from Audi at this price point, although the size of the Q7 means you’ll likely be in the mid-thirties for overall mpg.

# data[].attributes.field_cars_editor_title
Audi Q7 review: practical, posh and played with a safe bat

# data[].attributes.field_cars_inside.value
Most versions are practical. Thank the Lord given the Q7’s overall footprint. Five decent seats, two slightly smaller pop-up ones in the rear for the mild-hybrid petrol and diesels. With the middle row of seats up and the rearmost two folded away, boot space is 780-litres (plenty), with a genuinely van-ish 1,908-litres with every chair stowed away. Like we said, it’s a big car. And even though those two rearmost seats are a little upright and pew-like, a six-footer can get in there, as long as you slide the middle bench forward a bit. Which you can.

You’ll not get luggage for seven in the remainder of the boot if you’re fully-loaded, but enough for days out and unexpected friends, and it all flips, flops and folds easily enough. What a shame, then, that you can only have five seats and an admittedly-still-giant 563-litre boot if you spec the TFSI e plug-in hybrid. That really does limit the appeal of the big PHEV Audi – with only five seats on offer you could save a fair bit of money and buy a Q5 PHEV. Or better still, an A6 Avant with a similar plug-in powertrain.

Quality inside the Q7 is generally excellent, of course, and there are a myriad of useful stows and cubbies. Plenty of power sockets too. In fact, there’s pretty much everything you need out of a big family bus, it’s just a bit nicer than a more mainstream MPV. Interestingly, all seats bar the driver’s come with ISOFIX mounting points - handy if you run some sort of nursery, you'd assume.

Up front it’s as per all the latest large Q models now, with haptic twin-touchscreens in the middle (a 10.1in unit stacked on top of an 8.6in screen purely for the climate controls) and another screen in the binnacle for the dials. It’s all configurable and customisable and generally knee deep in menu options, but once you have it set to your favourites, it all works reasonably well despite a slight bit of lag. There is a fear that one glitch in the matrix and you’ll be looking at a very large Audi-shaped brick, but in terms of general use, Audi does a good – if complex – cockpit.

There’s also a brilliant Bang & Olufsen sound system on offer (albeit optional on all but Vorsprung) and various bits of useful standard kit from an electric tailgate to keyless entry, a town centre’s worth of CCTV, colour-change LED ambient lighting, endlessly customisable climate control and electric everything... enough to keep you interested even if you’re in the ‘basic’ S Line spec. Don’t expect any weird and wonderful interior trims on the configurator though – this is a sober and sensible Audi, so you’ll be choosing between black and grey leather.

# data[].attributes.field_cars_inside.processed
Most versions are practical. Thank the Lord given the Q7’s overall footprint. Five decent seats, two slightly smaller pop-up ones in the rear for the mild-hybrid petrol and diesels. With the middle row of seats up and the rearmost two folded away, boot space is 780-litres (plenty), with a genuinely van-ish 1,908-litres with every chair stowed away. Like we said, it’s a big car. And even though those two rearmost seats are a little upright and pew-like, a six-footer can get in there, as long as you slide the middle bench forward a bit. Which you can.

You’ll not get luggage for seven in the remainder of the boot if you’re fully-loaded, but enough for days out and unexpected friends, and it all flips, flops and folds easily enough. What a shame, then, that you can only have five seats and an admittedly-still-giant 563-litre boot if you spec the TFSI e plug-in hybrid. That really does limit the appeal of the big PHEV Audi – with only five seats on offer you could save a fair bit of money and buy a Q5 PHEV. Or better still, an A6 Avant with a similar plug-in powertrain.

Quality inside the Q7 is generally excellent, of course, and there are a myriad of useful stows and cubbies. Plenty of power sockets too. In fact, there’s pretty much everything you need out of a big family bus, it’s just a bit nicer than a more mainstream MPV. Interestingly, all seats bar the driver’s come with ISOFIX mounting points - handy if you run some sort of nursery, you'd assume.

Up front it’s as per all the latest large Q models now, with haptic twin-touchscreens in the middle (a 10.1in unit stacked on top of an 8.6in screen purely for the climate controls) and another screen in the binnacle for the dials. It’s all configurable and customisable and generally knee deep in menu options, but once you have it set to your favourites, it all works reasonably well despite a slight bit of lag. There is a fear that one glitch in the matrix and you’ll be looking at a very large Audi-shaped brick, but in terms of general use, Audi does a good – if complex – cockpit.

There’s also a brilliant Bang & Olufsen sound system on offer (albeit optional on all but Vorsprung) and various bits of useful standard kit from an electric tailgate to keyless entry, a town centre’s worth of CCTV, colour-change LED ambient lighting, endlessly customisable climate control and electric everything... enough to keep you interested even if you’re in the ‘basic’ S Line spec. Don’t expect any weird and wonderful interior trims on the configurator though – this is a sober and sensible Audi, so you’ll be choosing between black and grey leather.

# data[].attributes.field_cars_owning.value
In the UK at least, Q7 prices start at £68,370 for a base-spec, S Line paired with the 45 TDI diesel powertrain. The entry-level price for a petrol is now £70,800, while the plug-in hybrid starts at a hefty £76,315 despite having the same trim levels. All of those entry prices are up on the pre-facelift as the previous black plastic-arched Sport trim has been dropped on our shores.

You’ll pay the most for fully-loaded Vorsprung editions, with the 50 TDI costing £94,010 and the 55 TFSI e £98,915. Ouch. That does include a whole heap of kit though, including the aforementioned four-wheel steer, plus mega 22in wheels (although the ride is better on the smaller 20s), a Bang & Olufsen sound system, self-closing doors, LED lights all round and super soft quilted leather.

The only real issue with the Q7 is not that it can seat seven in comfort (or five if we’re talking PHEV), but that it makes most sense if all of the real estate is in regular use. If you’re driving one or two-up most of the time, it’s a pretty big vehicle to potter about in.

The addition of the MHEV mild-hybrid system (regenerative braking, improved stop/start and coasting, 48v alternator/starter) helps the Q7 slightly in the efficiency stakes – apparently the system can recoup up to 0.7-litres of fuel per 100km (0.15 gallons in 62 miles, if we’re talking old money), and even if that doesn’t sound like much, over 60k miles, that’s… umm… approximately 145 gallons, or 700-ish litres. Both diesels claim 34mpg on the WLTP cycle, while the 55 TFSI only manages 26.9mpg from the same test. Ouch. The PHEV is skewed but claims 201.8mpg. In reality you might get mid-thirties.

Rivals include similarly priced family buses like the Volvo XC90 and the Land Rover Discovery. In truth, all three are really rather good.

# data[].attributes.field_cars_owning.processed
In the UK at least, Q7 prices start at £68,370 for a base-spec, S Line paired with the 45 TDI diesel powertrain. The entry-level price for a petrol is now £70,800, while the plug-in hybrid starts at a hefty £76,315 despite having the same trim levels. All of those entry prices are up on the pre-facelift as the previous black plastic-arched Sport trim has been dropped on our shores.

You’ll pay the most for fully-loaded Vorsprung editions, with the 50 TDI costing £94,010 and the 55 TFSI e £98,915. Ouch. That does include a whole heap of kit though, including the aforementioned four-wheel steer, plus mega 22in wheels (although the ride is better on the smaller 20s), a Bang & Olufsen sound system, self-closing doors, LED lights all round and super soft quilted leather.

The only real issue with the Q7 is not that it can seat seven in comfort (or five if we’re talking PHEV), but that it makes most sense if all of the real estate is in regular use. If you’re driving one or two-up most of the time, it’s a pretty big vehicle to potter about in.

The addition of the MHEV mild-hybrid system (regenerative braking, improved stop/start and coasting, 48v alternator/starter) helps the Q7 slightly in the efficiency stakes – apparently the system can recoup up to 0.7-litres of fuel per 100km (0.15 gallons in 62 miles, if we’re talking old money), and even if that doesn’t sound like much, over 60k miles, that’s… umm… approximately 145 gallons, or 700-ish litres. Both diesels claim 34mpg on the WLTP cycle, while the 55 TFSI only manages 26.9mpg from the same test. Ouch. The PHEV is skewed but claims 201.8mpg. In reality you might get mid-thirties.

Rivals include similarly priced family buses like the Volvo XC90 and the Land Rover Discovery. In truth, all three are really rather good.

# data[].attributes.field_cars_stand_first
Audi has facelifted its second-gen Q7 for a second time, but is it any good?

# data[].attributes.field_cars_verdict.value
As far as being a nicely-appointed seven-seat SUV with real practical appeal if you regularly haul multiples, the Q7 meets the brief. Although there’s your reason to avoid the PHEV straight away – the lack of practicality would be infuriating. The mild-hybrid versions without a battery pack eating up the rearmost two seats aren’t exactly revolutionary in terms of extracting interior space from a small footprint – they are, after all, over five metres long – but there aren’t too many seven-seat options if you also want plenty of posh to go with your space.

With decent but not class-leading dynamics, competitive pricing and super premium interiors, the Q7 should definitely be in the mix if you need this sort of thing. We’d be quite happy with the lower-powered diesel in S Line spec and a couple of options if it were our money, mind you. Does anyone really need self-closing doors and trick sports suspension on their family SUV?

# data[].attributes.field_cars_verdict.processed
As far as being a nicely-appointed seven-seat SUV with real practical appeal if you regularly haul multiples, the Q7 meets the brief. Although there’s your reason to avoid the PHEV straight away – the lack of practicality would be infuriating. The mild-hybrid versions without a battery pack eating up the rearmost two seats aren’t exactly revolutionary in terms of extracting interior space from a small footprint – they are, after all, over five metres long – but there aren’t too many seven-seat options if you also want plenty of posh to go with your space.

With decent but not class-leading dynamics, competitive pricing and super premium interiors, the Q7 should definitely be in the mix if you need this sort of thing. We’d be quite happy with the lower-powered diesel in S Line spec and a couple of options if it were our money, mind you. Does anyone really need self-closing doors and trick sports suspension on their family SUV?

# data[].attributes.field_cars_verdict_against
Handsome enough, but not exactly striking. PHEV only gets five seats

# data[].attributes.field_cars_verdict_for
Practical luxury for up to seven. Three words: big, posh, box

# data[].attributes.field_cars_verdict_text
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.field_cars_what_is_it.value
You’re looking at Audi’s full-size, seven-seat SUV. The original Q7 first arrived way back in 2005, and that first-generation car soldiered on right the way through to 2015.

Looks like this second-gen iteration will live even longer though. First unveiled at the Detroit show in January 2015, it was given the usual mid-life facelift in 2020 that saw it get bits of big-brother Q8 grafted onto and into it. In 2024 Audi decided to facelift the second-gen Q7 for a second time. This time around it added customisable LED head and taillights, a slightly redesigned ‘singleframe’ grille and new colour options. It also stripped out all the chrome and added new alloy wheel designs. All of this points to the Q7 sticking around for a good while longer.

How are the looks actually different from before?

Good question. If you thought the 2020 updates were subtle then you’ll really struggle in a game of spot the difference in 2024. The Q7’s face is slightly redesigned and looks a little cleaner than before, while the headlight signature has flipped to put the daytime running lights up top. It’s an agreeable series of changes, but it does all contribute to Audi model identity confusion if you’re more than thirty feet away.

What are my trim options?

In the UK there’s S Line, Black Edition and top-of-the-tree Vorsprung trim levels to choose from, all gently lengthening the spec list as you walk your wallet up the pricing scale. All UK variants get standard air suspension and LED Matrix headlights (excellent).

And what about powertrains?

Engine options include a 55 TFSI petrol (a 3.0-litre V6 with 335bhp) and a pair of diesels in the same format with two outputs: the 45 TDI (228bhp and the cheapest of the Q7 powertrains) and the 50 TDI (282bhp). All are turbocharged 3.0-litre capacity V6s and all are combined with Audi’s efficiency-enhancing 48-volt mild-hybrid system. That goes with the only transmission option: an 8-speed Tiptronic auto driving through quattro four-wheel drive.

Let us not forget the plug-in hybrid 55 TFSI e too. That’s actually the most potent Q7 available these days (discounting the 500bhp V8-engined SQ7, of course) with the same 3.0-litre petrol-powered V6 connected to an electric motor for a combined 389bhp. The PHEV was given a bigger update compared to the rest of the range in 2024 too, meaning a new, more powerful 25.9kWh lithium-ion battery arrived to provide up to 52 miles of all-electric range.

As ever with Audi, there’s another Q7’s-worth of options on the go if you’re feeling flush, but the ‘Vorsprung’ spec (approx £87k as an ‘entry-level’ 45 TDI) tries really quite hard to aggregate it all into one handy Q-basket. Interestingly, Black Edition (£72k minimum) and Vorsprung editions get big wheels (21in and 22in, respectively) and lowered air ‘sports’ suspension – though quite why you’d want more ‘sports’ in a seven-seat SUV weighing well over two tonnes is beyond us. Smells a bit like marketing.

Anything else I need to know?

Just one key point that we should probably highlight here. If you do want the plug-in hybrid, you’ll have to make do with only five seats. Yep, the aforementioned battery lives under the boot floor and means there’s no space for a third row, so what you gain in eco credentials you lose in practicality.

# data[].attributes.field_cars_what_is_it.processed
You’re looking at Audi’s full-size, seven-seat SUV. The original Q7 first arrived way back in 2005, and that first-generation car soldiered on right the way through to 2015.

Looks like this second-gen iteration will live even longer though. First unveiled at the Detroit show in January 2015, it was given the usual mid-life facelift in 2020 that saw it get bits of big-brother Q8 grafted onto and into it. In 2024 Audi decided to facelift the second-gen Q7 for a second time. This time around it added customisable LED head and taillights, a slightly redesigned ‘singleframe’ grille and new colour options. It also stripped out all the chrome and added new alloy wheel designs. All of this points to the Q7 sticking around for a good while longer.

How are the looks actually different from before?

Good question. If you thought the 2020 updates were subtle then you’ll really struggle in a game of spot the difference in 2024. The Q7’s face is slightly redesigned and looks a little cleaner than before, while the headlight signature has flipped to put the daytime running lights up top. It’s an agreeable series of changes, but it does all contribute to Audi model identity confusion if you’re more than thirty feet away.

What are my trim options?

In the UK there’s S Line, Black Edition and top-of-the-tree Vorsprung trim levels to choose from, all gently lengthening the spec list as you walk your wallet up the pricing scale. All UK variants get standard air suspension and LED Matrix headlights (excellent).

And what about powertrains?

Engine options include a 55 TFSI petrol (a 3.0-litre V6 with 335bhp) and a pair of diesels in the same format with two outputs: the 45 TDI (228bhp and the cheapest of the Q7 powertrains) and the 50 TDI (282bhp). All are turbocharged 3.0-litre capacity V6s and all are combined with Audi’s efficiency-enhancing 48-volt mild-hybrid system. That goes with the only transmission option: an 8-speed Tiptronic auto driving through quattro four-wheel drive.

Let us not forget the plug-in hybrid 55 TFSI e too. That’s actually the most potent Q7 available these days (discounting the 500bhp V8-engined SQ7, of course) with the same 3.0-litre petrol-powered V6 connected to an electric motor for a combined 389bhp. The PHEV was given a bigger update compared to the rest of the range in 2024 too, meaning a new, more powerful 25.9kWh lithium-ion battery arrived to provide up to 52 miles of all-electric range.

As ever with Audi, there’s another Q7’s-worth of options on the go if you’re feeling flush, but the ‘Vorsprung’ spec (approx £87k as an ‘entry-level’ 45 TDI) tries really quite hard to aggregate it all into one handy Q-basket. Interestingly, Black Edition (£72k minimum) and Vorsprung editions get big wheels (21in and 22in, respectively) and lowered air ‘sports’ suspension – though quite why you’d want more ‘sports’ in a seven-seat SUV weighing well over two tonnes is beyond us. Smells a bit like marketing.

Anything else I need to know?

Just one key point that we should probably highlight here. If you do want the plug-in hybrid, you’ll have to make do with only five seats. Yep, the aforementioned battery lives under the boot floor and means there’s no space for a third row, so what you gain in eco credentials you lose in practicality.

# data[].attributes.field_cars_what_we_say
Not revolutionary, but the seven-seater makes plenty of sense... if you need this sort of thing

# data[].attributes.field_cars_wildcard_text
Be honest, do you really need all that mass? The Audi A6 Allroad is a very good alternative

# data[].attributes.metatag[].attributes.content
2026 Volkswagen Golf (Mk7) Review | Top Gear

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Volkswagen Golf. The car that will cover 99.9 percent of the population's needs. How is the Mk7 Golf? Full review inside.

# data[].attributes.metatag[].attributes.content
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.metatag[].attributes.content
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.metatag[].attributes.content
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.metatag[].attributes.content.description
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.metatag[].attributes.content.reviewBody[]
The Golf is to hatchbacks what the Mercedes S-Class is to luxury limos

# data[].attributes.metatag[].attributes.content.reviewBody[]
or the iPhone is to mobile telephones: a crowd-pleasing

# data[].attributes.metatag[].attributes.content.reviewBody[]
endlessly popular device that covers every base 99.9 per cent of the population could ever want – or need – it to. This Mk7 version is lighter than before

# data[].attributes.metatag[].attributes.content.reviewBody[]
and updated engines. Need more practicality? There’s a longer estate

# data[].attributes.metatag[].attributes.content.reviewBody[]
or taller Golf SV mini-MPV. Need more performance? There’s a GTI hot hatch – the tartan-seated icon – and the R super-hatch. Want to meet in the middle? You can have a GTE plug-in hybrid or the GTD go-faster diesel. Or the electric e-Golf

# data[].attributes.metatag[].attributes.content.reviewBody[]
with its 190-mile range. See what we mean about having all the bases covered?Price-wise

# data[].attributes.metatag[].attributes.content.reviewBody[]
the Golf is a more premium option than say

# data[].attributes.metatag[].attributes.content.reviewBody[]
but it's also a far more multi-talented one

# data[].attributes.metatag[].attributes.content.reviewBody[]
offering a securer and supremely refined drive in regular guise

# data[].attributes.metatag[].attributes.content.reviewBody[]
largely ergonomic cabin – we used to have higher praise for it

# data[].attributes.metatag[].attributes.content.reviewBody[]
but recently VW’s had a go at ruining it inside with new touchscreens that are worse

# data[].attributes.metatag[].attributes.content.reviewBody[]
the Golf simply cannot be beaten. As a result

# data[].attributes.metatag[].attributes.content.reviewBody[]
it’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.metatag[].attributes.content.description
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.field_cars_driving.value
The headline here is the ride, which is little short of a revelation. It absorbs, isolates and simply glides above the disturbance of Britain’s knackered roads. Yet, with less weight up front and all-new suspension, the chassis also delivers more feedback and grip than you may expect from such a supple ride. Sure, you’d never call it agile, but for progression and precision, it’s fine – albeit better on higher-end multi-link rear suspension than the penny-pinching torsion bar setup of lesser cars. Engine-wise, the facelift heralded a new 1.5-litre turbo four-cylinder (called the ‘evo’ by VW), which is possibly the single most refined four-cylinder we’ve ever come across. Smooth and uncannily quiet, it really shows up diesels, which, smooth as VW has made them, can’t compete with this low, low level of noise, vibration and harshness. You can have it with 128bhp (and a clever coasting function that switches the engine off completely when freewheeling to save as much fuel as possible), and a more spritely but hardly firebreathing 148bhp version.

Now let’s talk about the interesting ones. The e-Golf and GTE both suffer for the 150kg or so of battery pack they stow down below the back seats, which has slightly old-school Porsche 911 effects on the handling, none of which are welcome. But then, those are the Golfs you’re least likely to toss around on a gnarly road, so we’ll forgive and forget.

The GTI is a genius piece of kit, a Goldilocks performance car that despite being left behind in the power stakes, still maintains a wonderful sense of all the car you’ll ever need glow. Our pick is the GTI Performance, because its 245bhp to the standard car’s 227bhp means you’re not quite at the mercy of well-driven Fiesta STs. It also gets a pucker limited slip front differential in place of the standard GTI’s traction-control fakery, so you spend less time with the brakes jabbing at the front wheels and more time dangling a rear tyre in the air on a roundabout. Think of it as the world’s most fun way of reducing tyre wear. Oh, and if you’re medically able and don’t spend too much time in traffic, try to avoid ditching the clutch pedal. The DSG is fine and all that (six speeds for the standard car, seven on the Performance), but the manual is so, so sweet, and you even get a retro-tastic golf-ball-dimple gearknob to make every shift that bit more evocative. It’s like a discount 911 R. Sort of.

And now to the Golf R. Wow. Where did this come from? Traditionally, adding an R badge and all-wheel drive to the Golf made it fast, sure, but also lethargic and heavy and altogether not as satisfying at the cheaper, more nimble GTI. That all changed for the Mk7. The 310bhp engine is linear, sharp, revs beautifully and sounds like an old Audi Quattro. The Haldex AWD resists understeer superbly, and will even give you a sense of the power being shifted to the rear axle on corner exit, unlike an Audi S3 or RS3. Okay, you might think this is all a bit last week now the Focus RS has got drift mode, but in the real world the Golf R is every bit as quick, and just as entertaining without needing wholesale switches of mode and character which also have a questionable effect on your insurance explanations should there be a sudden blockage in the talent department. Fast, chuckable, subtle and keenly priced, the Golf R is for TG’s money, the best all-round hot hatch in the world. Naturally, given the Golf is the best all-rounder, full stop.

# data[].attributes.field_cars_driving.processed
The headline here is the ride, which is little short of a revelation. It absorbs, isolates and simply glides above the disturbance of Britain’s knackered roads. Yet, with less weight up front and all-new suspension, the chassis also delivers more feedback and grip than you may expect from such a supple ride. Sure, you’d never call it agile, but for progression and precision, it’s fine – albeit better on higher-end multi-link rear suspension than the penny-pinching torsion bar setup of lesser cars. Engine-wise, the facelift heralded a new 1.5-litre turbo four-cylinder (called the ‘evo’ by VW), which is possibly the single most refined four-cylinder we’ve ever come across. Smooth and uncannily quiet, it really shows up diesels, which, smooth as VW has made them, can’t compete with this low, low level of noise, vibration and harshness. You can have it with 128bhp (and a clever coasting function that switches the engine off completely when freewheeling to save as much fuel as possible), and a more spritely but hardly firebreathing 148bhp version.

Now let’s talk about the interesting ones. The e-Golf and GTE both suffer for the 150kg or so of battery pack they stow down below the back seats, which has slightly old-school Porsche 911 effects on the handling, none of which are welcome. But then, those are the Golfs you’re least likely to toss around on a gnarly road, so we’ll forgive and forget.

The GTI is a genius piece of kit, a Goldilocks performance car that despite being left behind in the power stakes, still maintains a wonderful sense of all the car you’ll ever need glow. Our pick is the GTI Performance, because its 245bhp to the standard car’s 227bhp means you’re not quite at the mercy of well-driven Fiesta STs. It also gets a pucker limited slip front differential in place of the standard GTI’s traction-control fakery, so you spend less time with the brakes jabbing at the front wheels and more time dangling a rear tyre in the air on a roundabout. Think of it as the world’s most fun way of reducing tyre wear. Oh, and if you’re medically able and don’t spend too much time in traffic, try to avoid ditching the clutch pedal. The DSG is fine and all that (six speeds for the standard car, seven on the Performance), but the manual is so, so sweet, and you even get a retro-tastic golf-ball-dimple gearknob to make every shift that bit more evocative. It’s like a discount 911 R. Sort of.

And now to the Golf R. Wow. Where did this come from? Traditionally, adding an R badge and all-wheel drive to the Golf made it fast, sure, but also lethargic and heavy and altogether not as satisfying at the cheaper, more nimble GTI. That all changed for the Mk7. The 310bhp engine is linear, sharp, revs beautifully and sounds like an old Audi Quattro. The Haldex AWD resists understeer superbly, and will even give you a sense of the power being shifted to the rear axle on corner exit, unlike an Audi S3 or RS3. Okay, you might think this is all a bit last week now the Focus RS has got drift mode, but in the real world the Golf R is every bit as quick, and just as entertaining without needing wholesale switches of mode and character which also have a questionable effect on your insurance explanations should there be a sudden blockage in the talent department. Fast, chuckable, subtle and keenly priced, the Golf R is for TG’s money, the best all-round hot hatch in the world. Naturally, given the Golf is the best all-rounder, full stop.

# data[].attributes.field_cars_inside.value
Fundamentally, the Golf is a thoroughly well thought out car inside. More spacious than a Focus. Smarter materials than an Astra. A spot-on driving position, decent visibility, lots of oddment storage and mostly easy usability. However, we must nit-pick, because for the facelift, VW introduced a series of revisions to the Golf’s cabin to pep it up, and without exception, they made one of the most ergonomically correct cars on the market today inexcusably worse. First up, there’s the Active Info Display, a 12.3inch screen that lives where the dials used to on high-spec versions. It’s effectively VW’s version of the Virtual Cockpit Audi has exploited so effectively in everything from the TT to the Q7, but VW’s managed to muck it up by employing gauges and fonts which are just too fussy, and combining them with more confusing controls on the steering wheel. So, that’s an option to avoid.

Likewise, the new Discover Pro 8-inch nav screen, which we used to recommend straight away, has been spoiled. You have to pinch to zoom on maps as the twiddly knob has gone, and the replacement functionality just isn’t as smooth, and the addition of more sub-menus and touch-sensitive buttons surrounding the screen means you spend more time with your eyes off the road. VW also trumpets that the car has got gesture control, but it’s so woefully incapable of interpreting your Macarena waving, we refuse to acknowledge it.

# data[].attributes.field_cars_inside.processed
Fundamentally, the Golf is a thoroughly well thought out car inside. More spacious than a Focus. Smarter materials than an Astra. A spot-on driving position, decent visibility, lots of oddment storage and mostly easy usability. However, we must nit-pick, because for the facelift, VW introduced a series of revisions to the Golf’s cabin to pep it up, and without exception, they made one of the most ergonomically correct cars on the market today inexcusably worse. First up, there’s the Active Info Display, a 12.3inch screen that lives where the dials used to on high-spec versions. It’s effectively VW’s version of the Virtual Cockpit Audi has exploited so effectively in everything from the TT to the Q7, but VW’s managed to muck it up by employing gauges and fonts which are just too fussy, and combining them with more confusing controls on the steering wheel. So, that’s an option to avoid.

Likewise, the new Discover Pro 8-inch nav screen, which we used to recommend straight away, has been spoiled. You have to pinch to zoom on maps as the twiddly knob has gone, and the replacement functionality just isn’t as smooth, and the addition of more sub-menus and touch-sensitive buttons surrounding the screen means you spend more time with your eyes off the road. VW also trumpets that the car has got gesture control, but it’s so woefully incapable of interpreting your Macarena waving, we refuse to acknowledge it.

# data[].attributes.field_cars_owning.value
Because it’s lighter, the new Golf is yet more fuel efficient. Even the standard 1.6 TDI matches the old Bluemotion’s 99g/km CO2 figure, while the greenest Golf is now, like most others, 15 per cent more efficient. The cut-above prices remain but you get even more for your money. As it’s cheaper to run and safer, it’s hard to see how any rival can compete.

Clearly, the e-Golf and GTE will make all kinds of sense on urban-biased company schemes, but the most popular Golf with British buyers of the 130 model permutations is in fact the GTD. Its blend of 182bhp, 280lb ft and 61.4mpg is a win-win-win for current CO2-biased regulations and tax breaks, though that’s subject to change in the current, ahem, climate.

# data[].attributes.field_cars_owning.processed
Because it’s lighter, the new Golf is yet more fuel efficient. Even the standard 1.6 TDI matches the old Bluemotion’s 99g/km CO2 figure, while the greenest Golf is now, like most others, 15 per cent more efficient. The cut-above prices remain but you get even more for your money. As it’s cheaper to run and safer, it’s hard to see how any rival can compete.

Clearly, the e-Golf and GTE will make all kinds of sense on urban-biased company schemes, but the most popular Golf with British buyers of the 130 model permutations is in fact the GTD. Its blend of 182bhp, 280lb ft and 61.4mpg is a win-win-win for current CO2-biased regulations and tax breaks, though that’s subject to change in the current, ahem, climate.

# data[].attributes.field_cars_verdict.value
The Golf, despite ever more talented rivals, VW’s best efforts to ruin the cabin tech, and the scandal of its own making, is as strong as it’s ever been. Supremely refined, really sorted to drive and boasting a breadth of range that means there’s something for everyone, it’s the easiest car to recommend this side of a McLaren F1 kit car that costs a tenner and runs on water. We’d have a Golf R, but the 1.5’s just as good to live with.

# data[].attributes.field_cars_verdict.processed
The Golf, despite ever more talented rivals, VW’s best efforts to ruin the cabin tech, and the scandal of its own making, is as strong as it’s ever been. Supremely refined, really sorted to drive and boasting a breadth of range that means there’s something for everyone, it’s the easiest car to recommend this side of a McLaren F1 kit car that costs a tenner and runs on water. We’d have a Golf R, but the 1.5’s just as good to live with.

# data[].attributes.field_cars_verdict_against
More composed than fun to drive, new cabin tech is a pain to use

# data[].attributes.field_cars_verdict_for
Refined, great engines, spacious, cabin quality

# data[].attributes.field_cars_verdict_text
It defines this sector and should be its default buy. You simply can’t go wrong.

# data[].attributes.field_cars_what_is_it.value
The Golf is to hatchbacks what the Mercedes S-Class is to luxury limos, or the iPhone is to mobile telephones: a crowd-pleasing, endlessly popular device that covers every base 99.9 per cent of the population could ever want – or need – it to. This Mk7 version is lighter than before, and in facelifted, post-2016 guise, offers self-driving-in-traffic function, and updated engines. Need more practicality? There’s a longer estate, or taller Golf SV mini-MPV. Need more performance? There’s a GTI hot hatch – the tartan-seated icon – and the R super-hatch. Want to meet in the middle? You can have a GTE plug-in hybrid or the GTD go-faster diesel. Or the electric e-Golf, with its 190-mile range. See what we mean about having all the bases covered?

Price-wise, the Golf is a more premium option than say, a Focus or an Astra, but it's also a far more multi-talented one, offering a securer and supremely refined drive in regular guise, and a high-quality, largely ergonomic cabin – we used to have higher praise for it, but recently VW’s had a go at ruining it inside with new touchscreens that are worse, and so on. But it’s spacious, quiet, safe, and smart. As an all-rounder, the Golf simply cannot be beaten. As a result, it’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.field_cars_what_is_it.processed
The Golf is to hatchbacks what the Mercedes S-Class is to luxury limos, or the iPhone is to mobile telephones: a crowd-pleasing, endlessly popular device that covers every base 99.9 per cent of the population could ever want – or need – it to. This Mk7 version is lighter than before, and in facelifted, post-2016 guise, offers self-driving-in-traffic function, and updated engines. Need more practicality? There’s a longer estate, or taller Golf SV mini-MPV. Need more performance? There’s a GTI hot hatch – the tartan-seated icon – and the R super-hatch. Want to meet in the middle? You can have a GTE plug-in hybrid or the GTD go-faster diesel. Or the electric e-Golf, with its 190-mile range. See what we mean about having all the bases covered?

Price-wise, the Golf is a more premium option than say, a Focus or an Astra, but it's also a far more multi-talented one, offering a securer and supremely refined drive in regular guise, and a high-quality, largely ergonomic cabin – we used to have higher praise for it, but recently VW’s had a go at ruining it inside with new touchscreens that are worse, and so on. But it’s spacious, quiet, safe, and smart. As an all-rounder, the Golf simply cannot be beaten. As a result, it’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.field_cars_what_we_say
It’s the car that Top Gear staffers tend to recommend when asked ‘what should I buy?’ more often than anything else.

# data[].attributes.field_cars_wildcard_text
Think hard about what you want a Golf for. If you hang around town, the Polo is a better urban runabout 

# data[].attributes.field_metatag
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# data[].attributes.metatag[].attributes.content
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work, Fiat

# data[].attributes.metatag[].attributes.content
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work, Fiat

# data[].attributes.metatag[].attributes.content
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work, Fiat

# data[].attributes.metatag[].attributes.content
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work, Fiat

# data[].attributes.metatag[].attributes.content.description[]
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work

# data[].attributes.metatag[].attributes.content.reviewBody[]
The original Fiat 500 was tiny. The reborn retro-look one is a lot larger

# data[].attributes.metatag[].attributes.content.reviewBody[]
and now there’s this: the grown-up sibling that’s more mini-MPV than city-focused minicar. To put it into context: it’s 500mm longer

# data[].attributes.metatag[].attributes.content.reviewBody[]
more than 200mm wider and 120mm taller than a Fiat Panda. This is the Fiat 500 that dwarfs a Honda Jazz

# data[].attributes.metatag[].attributes.content.reviewBody[]
and that’s one of the biggest superminis on sale. Huh?Well

# data[].attributes.metatag[].attributes.content.reviewBody[]
there is a plan. This is the car 500 owners will grow into: a Fiat for young mums now encumbered with marauding off spring. Hey

# data[].attributes.metatag[].attributes.content.reviewBody[]
if Mini can get away with the Countryman

# data[].attributes.metatag[].attributes.content.reviewBody[]
then why shouldn’t Fiat be able to pull this off?

# data[].attributes.metatag[].attributes.content.description[]
The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work

# data[].attributes.field_cars_driving.value
It’s very good in town, that’s for sure. The steering is calm and easy, perfect for city schlepping. There’s even a dead patch around the straight ahead, so you don’t have to keep making tiny corrections. This, of course, means it’s also a bit woolly and unresponsive during keener driving, and this is where the Fiat 500L falls down.

Not literally: despite being a tall thing, Fiat’s kept body roll reasonably well contained, so it doesn’t wallow about so much as, er, change direction slowly and steadily. It’s derived from a version of the Fiat Punto platform, so feels similar to that. Just a bit less enthusiastic. Pity.

The engines are good. The 1.6-litre diesel is very good but in this class, petrol is just as important: the 1.4 is so-so but the MultiAir is pleasingly fine. Not everyone is charmed by the oddball two-cylinder TwinAir it seems, because Fiat's deleted it from the range. But the bigger 1.4 turbo remains, and it's sprightlier than most.

# data[].attributes.field_cars_driving.processed
It’s very good in town, that’s for sure. The steering is calm and easy, perfect for city schlepping. There’s even a dead patch around the straight ahead, so you don’t have to keep making tiny corrections. This, of course, means it’s also a bit woolly and unresponsive during keener driving, and this is where the Fiat 500L falls down.

Not literally: despite being a tall thing, Fiat’s kept body roll reasonably well contained, so it doesn’t wallow about so much as, er, change direction slowly and steadily. It’s derived from a version of the Fiat Punto platform, so feels similar to that. Just a bit less enthusiastic. Pity.

The engines are good. The 1.6-litre diesel is very good but in this class, petrol is just as important: the 1.4 is so-so but the MultiAir is pleasingly fine. Not everyone is charmed by the oddball two-cylinder TwinAir it seems, because Fiat's deleted it from the range. But the bigger 1.4 turbo remains, and it's sprightlier than most.

# data[].attributes.field_cars_inside.value
It’s anything but 500-squashed inside, with enough headroom to ensure even the baseball players Fiat showed us sitting in the back would be comfortable. The panoramic roof adds to the effect, as do the glassy side windows, although you’ll watch the mpg plummet when it’s sunny,because the air con will have to work hard.

Fiat’s got the fundamentals right, including decent seats, a big boot and a welter of cubbyholes. But it’s also added on some Mini-like personalisation, with 333 options including a sound system engineered by Dr Dre (you can celebrate this with a new bespoke Beats edition if you so wish, although Dre branding doesn't come cheap). Oh, and a built-in coffee machine. We kid you not. Is this THE single best new car option of 2016?

# data[].attributes.field_cars_inside.processed
It’s anything but 500-squashed inside, with enough headroom to ensure even the baseball players Fiat showed us sitting in the back would be comfortable. The panoramic roof adds to the effect, as do the glassy side windows, although you’ll watch the mpg plummet when it’s sunny,because the air con will have to work hard.

Fiat’s got the fundamentals right, including decent seats, a big boot and a welter of cubbyholes. But it’s also added on some Mini-like personalisation, with 333 options including a sound system engineered by Dr Dre (you can celebrate this with a new bespoke Beats edition if you so wish, although Dre branding doesn't come cheap). Oh, and a built-in coffee machine. We kid you not. Is this THE single best new car option of 2016?

# data[].attributes.field_cars_owning.value
Fiat is up against some tough competition in this sector, including the Ford B-Max, the Hyundai ix20 and Kia Venga, even the Vauxhall Meriva and Citroen C3 Picasso. It’s good, and different enough to stand out, but doesn’t quite have the talent to beat the best. Even so, the £13k price tag should give it a chance – with the added intrigue of an SUV-look Trekking now, too.

# data[].attributes.field_cars_owning.processed
Fiat is up against some tough competition in this sector, including the Ford B-Max, the Hyundai ix20 and Kia Venga, even the Vauxhall Meriva and Citroen C3 Picasso. It’s good, and different enough to stand out, but doesn’t quite have the talent to beat the best. Even so, the £13k price tag should give it a chance – with the added intrigue of an SUV-look Trekking now, too.

# data[].attributes.field_cars_verdict_against
Doesn't drive amazingly well, styling will be an acquired taste

# data[].attributes.field_cars_verdict_for
Usefully more spacious than the regular 500, impressive interior

# data[].attributes.field_cars_verdict_text
It’s certainly different. It’s also very practical, with enough charm to appeal.

# data[].attributes.field_cars_what_is_it.value
The original Fiat 500 was tiny. The reborn retro-look one is a lot larger, and now there’s this: the grown-up sibling that’s more mini-MPV than city-focused minicar. To put it into context: it’s 500mm longer, more than 200mm wider and 120mm taller than a Fiat Panda. This is the Fiat 500 that dwarfs a Honda Jazz, and that’s one of the biggest superminis on sale. Huh?

Well, there is a plan. This is the car 500 owners will grow into: a Fiat for young mums now encumbered with marauding off spring. Hey, if Mini can get away with the Countryman, a much larger car still, then why shouldn’t Fiat be able to pull this off?

# data[].attributes.field_cars_what_is_it.processed
The original Fiat 500 was tiny. The reborn retro-look one is a lot larger, and now there’s this: the grown-up sibling that’s more mini-MPV than city-focused minicar. To put it into context: it’s 500mm longer, more than 200mm wider and 120mm taller than a Fiat Panda. This is the Fiat 500 that dwarfs a Honda Jazz, and that’s one of the biggest superminis on sale. Huh?

Well, there is a plan. This is the car 500 owners will grow into: a Fiat for young mums now encumbered with marauding off spring. Hey, if Mini can get away with the Countryman, a much larger car still, then why shouldn’t Fiat be able to pull this off?

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The big-brother to the regular Fiat 500 is roomier and more family-friendly. Nice work, Fiat

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Dare we suggest the Fiat 500? It's cuter, cheaper and nippier. 

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Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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"description":"Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers"

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When we say that the CR-V is reasonably fun to drive, we don’t in any way mean that it’s a precision instrument or will beat a 911 along a country lane. Rather it’ll tip enthusiastically into a corner with a touch of body roll and lumber through with a good turn of speed.

It’s alarmingly easy to wash through a corner with understeer (the safety systems won’t quite catch you from drifting to the other side of the road), though we did test the car in quite wet conditions. Likewise it was very easy to spin up wheels with a mash of the throttle, usually the inside front. Rather more lively than you’d expect from a car that gets to 62mph in a sedate 9.0 seconds.

Still, keep it all in Eco mode and it’ll behave benignly enough. If you do have an accident there are 11 airbags inside the cabin, including a clever one between the front two passengers.

Is it comfortable?

We’ve only driven the PHEV version of the car so far, which carries all the toys that Honda could squeeze into one SUV, including adaptive dampers. That car rode impressively smoothly, though, smothering out the worst of the UK’s roads quite well. Might be a different story with five people onboard, of course.

What’s the PHEV like?

Glad you asked. This is Honda’s first plug-in hybrid powertrain for the European market, and it works quite well. The firm’s experience building the e electric city car (with its tiny range) have ensured lessons are learned for this: the plug-in CR-V manages a respectable 51 miles of official range out of its 17.7kWh battery. We would’ve thought that’s almost big enough to consider a CCS rapid charging option, but that can come at the expense of battery health. So no dice.

As it is, the car will charge up in brisk 2.5 hours using its 6.8kW onboard charger. A nifty feature with the Honda app is that you can turn the heated seats, steering wheel and windows on remotely on a cold day so the car is nice and toasty when you get in. Set the timer while the car’s plugged in and it’ll even warm the battery up for you so you get the most out of it on the move.

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When we say that the CR-V is reasonably fun to drive, we don’t in any way mean that it’s a precision instrument or will beat a 911 along a country lane. Rather it’ll tip enthusiastically into a corner with a touch of body roll and lumber through with a good turn of speed.

It’s alarmingly easy to wash through a corner with understeer (the safety systems won’t quite catch you from drifting to the other side of the road), though we did test the car in quite wet conditions. Likewise it was very easy to spin up wheels with a mash of the throttle, usually the inside front. Rather more lively than you’d expect from a car that gets to 62mph in a sedate 9.0 seconds.

Still, keep it all in Eco mode and it’ll behave benignly enough. If you do have an accident there are 11 airbags inside the cabin, including a clever one between the front two passengers.

Is it comfortable?

We’ve only driven the PHEV version of the car so far, which carries all the toys that Honda could squeeze into one SUV, including adaptive dampers. That car rode impressively smoothly, though, smothering out the worst of the UK’s roads quite well. Might be a different story with five people onboard, of course.

What’s the PHEV like?

Glad you asked. This is Honda’s first plug-in hybrid powertrain for the European market, and it works quite well. The firm’s experience building the e electric city car (with its tiny range) have ensured lessons are learned for this: the plug-in CR-V manages a respectable 51 miles of official range out of its 17.7kWh battery. We would’ve thought that’s almost big enough to consider a CCS rapid charging option, but that can come at the expense of battery health. So no dice.

As it is, the car will charge up in brisk 2.5 hours using its 6.8kW onboard charger. A nifty feature with the Honda app is that you can turn the heated seats, steering wheel and windows on remotely on a cold day so the car is nice and toasty when you get in. Set the timer while the car’s plugged in and it’ll even warm the battery up for you so you get the most out of it on the move.

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Honda CR-V review: Honda attempts a PHEV for the first time

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The PHEV we drove only comes in the bells and whistles top-spec trim, and it was quite nice inside with a decent amount of leather trim and Honda’s latest, minimalist interior decor being displayed at its best. It’s very calm in the cabin, not just because of the design, but also the work that’s been invested in boosting refinement and cutting wind noise.

What about the tech?

We like the fact that the CR-V comes with a manageable 9.0-inch touchscreen for the infotainment and a smattering of buttons underneath, rather than overwhelming the dash with a pointlessly huge screen. There’s smartphone integration as standard, and a particularly nice touch is that the wireless charging pad comes with a fan to stop your phone from cooking itself.

On the top-spec Advance Tech version we drove, you get a little camera that shows the view on the nearside in the 10.1-inch digital instrument panel when you’re overtaking, which is useful. It works better in practice than Kia's version, and even has little lines to show you whether the car behind is a safe distance to pull out in front of.

Is it practical?

There’s very decent room for five onboard the CR-V. Honda doesn’t have any plans to turn the car into a seven-seater though, which would surely have won it a few extra sales. The hybrid version of the car offers 596 litres of space in the boot, which (counterintuitively) grows to 635 litres in the PHEV because it doesn’t have the standard hybrid's 1.0 kWh battery  lurking beneath the boot floor. Instead, its cells are located beneath the main part of the cabin.

There are some good places to stash things around the cabin, though the door pockets aren’t very big. The other thing that we appreciate on this latest CR-V is the effort Honda has put into forward visibility: the A-pillars are unobtrusive and the wing mirrors have been positioned further along the door to avoid the super blindspots that plague plenty of cars on the market.

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The PHEV we drove only comes in the bells and whistles top-spec trim, and it was quite nice inside with a decent amount of leather trim and Honda’s latest, minimalist interior decor being displayed at its best. It’s very calm in the cabin, not just because of the design, but also the work that’s been invested in boosting refinement and cutting wind noise.

What about the tech?

We like the fact that the CR-V comes with a manageable 9.0-inch touchscreen for the infotainment and a smattering of buttons underneath, rather than overwhelming the dash with a pointlessly huge screen. There’s smartphone integration as standard, and a particularly nice touch is that the wireless charging pad comes with a fan to stop your phone from cooking itself.

On the top-spec Advance Tech version we drove, you get a little camera that shows the view on the nearside in the 10.1-inch digital instrument panel when you’re overtaking, which is useful. It works better in practice than Kia's version, and even has little lines to show you whether the car behind is a safe distance to pull out in front of.

Is it practical?

There’s very decent room for five onboard the CR-V. Honda doesn’t have any plans to turn the car into a seven-seater though, which would surely have won it a few extra sales. The hybrid version of the car offers 596 litres of space in the boot, which (counterintuitively) grows to 635 litres in the PHEV because it doesn’t have the standard hybrid's 1.0 kWh battery  lurking beneath the boot floor. Instead, its cells are located beneath the main part of the cabin.

There are some good places to stash things around the cabin, though the door pockets aren’t very big. The other thing that we appreciate on this latest CR-V is the effort Honda has put into forward visibility: the A-pillars are unobtrusive and the wing mirrors have been positioned further along the door to avoid the super blindspots that plague plenty of cars on the market.

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There are three trims available on the sixth-generation CR-V: Elegance and Advance specifications are hybrid only, while the Advance Tech models are PHEV only. We haven’t been told any of the details of the UK specifications yet, but we do know that the Elegance model will cost £45,895, the Advance car £48,995 and the Advance Tech plug-in version will sell at a heady £53,995.

What will the specs be like?

We’ve only driven the Advance Tech car so far, and we don’t quite know what the other cars will look like yet. What we can tell you is that the PHEV model was rammed with kit, including heated/cooled front seats, heated rear seats, panoramic sunroof, fancy parking system, 360-degree radar and sonar sensors, auto lights and wipers and a swanky upgraded sound system.

Will the CR-V be expensive to run?

Lots of the numbers are yet to be decided – secretive industry insiders will meet and make their official ruling on residual values, etc, etc, which will determine how much we’ll pay on PCP and monthly leasing. Both the hybrid and PHEV version should be competitive on first year VED thanks to low CO2 emissions, although they’ll also attract the £40k list price surcharge. Swings and roundabouts.

Economy-wise, the hybrid is rated at 47.9mpg, while Honda says the PHEV version will be just behind that even with an empty battery. It’s keen to emphasise that its PHEV model won’t be a gas guzzler once the electric runs out.

What BIK rate will the PHEV get?

What a good question. Thanks to the plug-in CR-V’s reasonably impressive range of 51 miles the car will fall into the eight per cent BIK bracket, which will make it a very attractive proposition as a company car.

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There are three trims available on the sixth-generation CR-V: Elegance and Advance specifications are hybrid only, while the Advance Tech models are PHEV only. We haven’t been told any of the details of the UK specifications yet, but we do know that the Elegance model will cost £45,895, the Advance car £48,995 and the Advance Tech plug-in version will sell at a heady £53,995.

What will the specs be like?

We’ve only driven the Advance Tech car so far, and we don’t quite know what the other cars will look like yet. What we can tell you is that the PHEV model was rammed with kit, including heated/cooled front seats, heated rear seats, panoramic sunroof, fancy parking system, 360-degree radar and sonar sensors, auto lights and wipers and a swanky upgraded sound system.

Will the CR-V be expensive to run?

Lots of the numbers are yet to be decided – secretive industry insiders will meet and make their official ruling on residual values, etc, etc, which will determine how much we’ll pay on PCP and monthly leasing. Both the hybrid and PHEV version should be competitive on first year VED thanks to low CO2 emissions, although they’ll also attract the £40k list price surcharge. Swings and roundabouts.

Economy-wise, the hybrid is rated at 47.9mpg, while Honda says the PHEV version will be just behind that even with an empty battery. It’s keen to emphasise that its PHEV model won’t be a gas guzzler once the electric runs out.

What BIK rate will the PHEV get?

What a good question. Thanks to the plug-in CR-V’s reasonably impressive range of 51 miles the car will fall into the eight per cent BIK bracket, which will make it a very attractive proposition as a company car.

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Better late than never. Honda finally brings plug-in hybrid tech to Europe with the all-new CR-V

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The latest version of the CR-V doesn’t mess with the car’s winning formula, adding a dash of practicality and a plug-in hybrid powertrain that will appeal to those on company car schemes. It doesn’t hurt that the car is reasonably fun to drive, too, so everyone will find something to like about it. Unless you're looking for a seven-seater, in which case you're out of luck.

# data[].attributes.field_cars_verdict.processed
The latest version of the CR-V doesn’t mess with the car’s winning formula, adding a dash of practicality and a plug-in hybrid powertrain that will appeal to those on company car schemes. It doesn’t hurt that the car is reasonably fun to drive, too, so everyone will find something to like about it. Unless you're looking for a seven-seater, in which case you're out of luck.

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It's all got a bit big over the years, only the five seats

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Decent drive, respectable PHEV range, practical and comfortable

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It doesn’t hurt that the car is reasonably fun to drive, too, so everyone will find something to like about it

# data[].attributes.field_cars_what_is_it.value
This is the sixth generation of Honda’s venerable SUV, the CR-V. It’s been around since 1995 and can lay serious claim to having invented the segment, or at the very least popularising it. These things sell in the high six figures across the world, so this is Honda’s bread and butter.

Does CR-V mean anything?

In that endearingly wacky, Japanese carmaker way, CR-V actually stands for ‘comfortable runabout vehicle’. Could've been worse.

What’s changed with the latest version?

The CR-V has moved a smidge more upmarket in its sixth iteration, in line with Honda’s overall push for a sleeker, more minimalist design language. It works well on this car: it’s large but not obnoxious, though the huge grille up front isn’t quite as successful in some colours. From the side it’s still recognisable as the CR-V.

The big change is with your engine options: the previous generation went hybrid only (although not in the US, where they’re not bothered about saving money) and this new version is the same, but comes with Honda’s first plug-in hybrid powertrain.

So what are the engine choices?

You’ve got two powertrains to choose from: a standard hybrid and the plug-in. Both come with a 146bhp 2.0-litre petrol motor paired with a 181bhp e-motor. The electric motor is packaged in with the gearbox using Honda’s tech trickery. The hybrid powertrain is familiar from recent applications in the likes of the Civic and Jazz – petrol motor combines with a confusing set-up of two e-motors that act as an electric CVT transmission. It saves petrol, that's all you really need to know.

The auto transmission in the PHEV features a two-stage lock-up for maximum efficiency and also means that the combustion engine can be locked to the wheels to provide a useful towing capacity of 1,500kg. Otherwise the PHEV will manage around 51 miles from its 17.7kWh battery, but doesn’t have CCS rapid charging, so it’s best for those with somewhere to juice up at home.

Which one is the performance option?

Neither is particularly quick. The sixth-gen CR-V will go from 0–62mph in 9.0-9.5 seconds, with a top speed of around 121mph. The hybrid manages 47.9mpg, while the PHEV is WLTP rated for 353mpg. But Honda helpfully admits it will do 45.6mpg with an empty battery because it functions like a standard hybrid at that point.

Is the CR-V practical?

More practical than ever. Although there's still no seven-seater option, which seems like an oversight. There’s 80mm of extra length in this car, with half of that in the wheelbase and of which 16mm is given to rear passenger legroom. A nice touch for rear passengers is that the backs of the rear seats recline up to 10 degrees in eight stages, depending on how laidback you’re feeling.

[node:field_onward_journey_card-themed]

The rear bench will also slide by 190mm, but the boot is already a good size, with around 600 litres of space seats up and around 1,700 seats down. There’s actually more boot space in the PHEV model than the hybrid, because the former shoves its battery under the cabin floor.

Aren’t there loads of SUVs to choose from?

It is indeed a crowded part of the new car market, and the CR-V isn’t short of capable rivals, including the likes of the Toyota RAV4, Ford Kuga, Kia Sportage, Nissan Qashqai, Peugeot 3008, Suzuki Across, VW Tiguan and more.

The CR-V has always put more of the emphasis on its crossover leanings than being a full on 4x4, so its interior practicality and car-like driving won it plenty of fans. The latest version doesn’t mess with that formula.

# data[].attributes.field_cars_what_is_it.processed
This is the sixth generation of Honda’s venerable SUV, the CR-V. It’s been around since 1995 and can lay serious claim to having invented the segment, or at the very least popularising it. These things sell in the high six figures across the world, so this is Honda’s bread and butter.

Does CR-V mean anything?

In that endearingly wacky, Japanese carmaker way, CR-V actually stands for ‘comfortable runabout vehicle’. Could've been worse.

What’s changed with the latest version?

The CR-V has moved a smidge more upmarket in its sixth iteration, in line with Honda’s overall push for a sleeker, more minimalist design language. It works well on this car: it’s large but not obnoxious, though the huge grille up front isn’t quite as successful in some colours. From the side it’s still recognisable as the CR-V.

The big change is with your engine options: the previous generation went hybrid only (although not in the US, where they’re not bothered about saving money) and this new version is the same, but comes with Honda’s first plug-in hybrid powertrain.

So what are the engine choices?

You’ve got two powertrains to choose from: a standard hybrid and the plug-in. Both come with a 146bhp 2.0-litre petrol motor paired with a 181bhp e-motor. The electric motor is packaged in with the gearbox using Honda’s tech trickery. The hybrid powertrain is familiar from recent applications in the likes of the Civic and Jazz – petrol motor combines with a confusing set-up of two e-motors that act as an electric CVT transmission. It saves petrol, that's all you really need to know.

The auto transmission in the PHEV features a two-stage lock-up for maximum efficiency and also means that the combustion engine can be locked to the wheels to provide a useful towing capacity of 1,500kg. Otherwise the PHEV will manage around 51 miles from its 17.7kWh battery, but doesn’t have CCS rapid charging, so it’s best for those with somewhere to juice up at home.

Which one is the performance option?

Neither is particularly quick. The sixth-gen CR-V will go from 0–62mph in 9.0-9.5 seconds, with a top speed of around 121mph. The hybrid manages 47.9mpg, while the PHEV is WLTP rated for 353mpg. But Honda helpfully admits it will do 45.6mpg with an empty battery because it functions like a standard hybrid at that point.

Is the CR-V practical?

More practical than ever. Although there's still no seven-seater option, which seems like an oversight. There’s 80mm of extra length in this car, with half of that in the wheelbase and of which 16mm is given to rear passenger legroom. A nice touch for rear passengers is that the backs of the rear seats recline up to 10 degrees in eight stages, depending on how laidback you’re feeling.

The rear bench will also slide by 190mm, but the boot is already a good size, with around 600 litres of space seats up and around 1,700 seats down. There’s actually more boot space in the PHEV model than the hybrid, because the former shoves its battery under the cabin floor.

Aren’t there loads of SUVs to choose from?

It is indeed a crowded part of the new car market, and the CR-V isn’t short of capable rivals, including the likes of the Toyota RAV4, Ford Kuga, Kia Sportage, Nissan Qashqai, Peugeot 3008, Suzuki Across, VW Tiguan and more.

The CR-V has always put more of the emphasis on its crossover leanings than being a full on 4x4, so its interior practicality and car-like driving won it plenty of fans. The latest version doesn’t mess with that formula.

# data[].attributes.field_cars_what_we_say
Latest CR-V is a sensible family buy and the new PHEV option makes sense for company drivers

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Aston Martin Vanquish S Review | Top Gear

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Aston Martin Vanquish S car review: in short, the car the Vanquish should have always been. Wonderful.

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Aston Martin Vanquish S car review: in short, the car the Vanquish should have always been. Wonderful.

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Aston Martin Vanquish S car review: in short, the car the Vanquish should have always been. Wonderful.

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Aston Martin Vanquish S car review: in short, the car the Vanquish should have always been. Wonderful.

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Aston Martin Vanquish S car review: in short

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the car the Vanquish should have always been. Wonderful.

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more polished version of the Vanquish capable of 0-62mph in 3.5 seconds and 201mph. It’s also the final outing for Aston’s Ford-derived 6.0-litre V12

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here tuned for an extra 27bhp over the Vanquish it replaces

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although the 465lb ft torque figures stays the same. The DB11 will be followed by an all-new twin-turbo 4.0-litre V8 Vantage in late 2017

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and then a new twin-turbo DB11-based Vanquish in 2018

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so this is the last gasp for naturally-aspirated Astons.We can see why the release of the new Vanquish S (a 595bhp 2+2 GT)

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following just months after the launch of the new DB11 (a 600bhp 2+2 GT) could cause much head scratching.Andy Palmer

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confidently asserting itself within the Aston Martin range and distinguishing itself from the new DB11.” A spokesman clarified further

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and the Vanquish S its super GT. It should be a more focused kind of car then

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but considering it’s based on older chassis and powertrain tech than the DB11 and costs £45

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it’ll need to be spectacular to earn its keep.The chassis has been given the full Matt Becker treatment (Aston’s head of ride and handling

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poached from Lotus). Spring rates are up ten per cent

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but with retuned dampers to bring the front and rear ends in harmony with each other. A thicker rear anti-roll bar has been added to keep the back of the car more planted

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and a new rear muffler amplifies the V12’s swansong.There’s also a new aero package

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including winglets on the edges of the front bumper to direct air away from the wheels. That means less overall drag

# data[].attributes.metatag[].attributes.content.reviewBody[]
less front-end lift (to you and I that equals less understeer) and a fraction more aggression to the Vanquish’s visage.

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Aston Martin Vanquish S car review: in short

# data[].attributes.metatag[].attributes.content.description[]
the car the Vanquish should have always been. Wonderful.

# data[].attributes.field_cars_driving.value
There might only be small adjustments, micro-tweaks, but the overall effect is stark. TG remembers being gobsmacked, on driving the outgoing Vanquish several years ago, by how its body control felt so soft and loose, so out of sync, but not to the benefit of comfort. By comparison, the damping is now tight as a drum keeping the body spirit-level flat both side-to-side, and front to back, and even the nastiest jolts are rounded of like flawless pebbles. Shock horror, even the firmer of two dampers settings isn’t strictly for track, you can actually use it when you’re feeling frisky on the road.

We weren't, particularly. Mostly because our encounter was on frost-bitten country lanes around the Aston factory in Warwickshire, and on the first roundabout past the security gate we managed to tickle the throttle and spin up the rears only to be saved from swapping ends by the rather lackadaisical traction control. Lesson learned.

Though it’s not a spiky so and so. Not at all. The lesson learned is that this powertrain is sublime. The eight-speed auto snaps through the gears, and while the engine doesn’t have the low-hanging torque of the DB11, it responds instantly and crisply, and then builds and builds to a soaring, harmonic crescendo. Sorry, but for sheer excitement and sense of occasion, this beats the DB11’s blown V12 hands down. Problem is, with second gear taking you to nearly 70mph, you’ll rarely get to the best bits on the public road. What you can enjoy at legal speeds is the steering: lighter and more fluid than before, but with real feedback and subtle resistance when you pour it into corners.

# data[].attributes.field_cars_driving.processed
There might only be small adjustments, micro-tweaks, but the overall effect is stark. TG remembers being gobsmacked, on driving the outgoing Vanquish several years ago, by how its body control felt so soft and loose, so out of sync, but not to the benefit of comfort. By comparison, the damping is now tight as a drum keeping the body spirit-level flat both side-to-side, and front to back, and even the nastiest jolts are rounded of like flawless pebbles. Shock horror, even the firmer of two dampers settings isn’t strictly for track, you can actually use it when you’re feeling frisky on the road.

We weren't, particularly. Mostly because our encounter was on frost-bitten country lanes around the Aston factory in Warwickshire, and on the first roundabout past the security gate we managed to tickle the throttle and spin up the rears only to be saved from swapping ends by the rather lackadaisical traction control. Lesson learned.

Though it’s not a spiky so and so. Not at all. The lesson learned is that this powertrain is sublime. The eight-speed auto snaps through the gears, and while the engine doesn’t have the low-hanging torque of the DB11, it responds instantly and crisply, and then builds and builds to a soaring, harmonic crescendo. Sorry, but for sheer excitement and sense of occasion, this beats the DB11’s blown V12 hands down. Problem is, with second gear taking you to nearly 70mph, you’ll rarely get to the best bits on the public road. What you can enjoy at legal speeds is the steering: lighter and more fluid than before, but with real feedback and subtle resistance when you pour it into corners.

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The hard sell here is asking customers to part with £200k for a car they know is soon to expire. TG can reassure you, though, that the DB11’s interior, replete with Mercedes electronics, is actually the car’s weak point and the Vanquish’s cabin, here laced with new spider’s web stitching, is no less of an event, or lacking in any significant piece of tech. It’ll consume a little more fuel (21.6mpg, 302g/km), sure, and the engine is less flexible than the one in the DB11, but this powertrain crackles with energy and has a greater capacity to excite. And then there’s the styling, something entirely personal, we get it, but for us this kicks the DB11 into touch.

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The hard sell here is asking customers to part with £200k for a car they know is soon to expire. TG can reassure you, though, that the DB11’s interior, replete with Mercedes electronics, is actually the car’s weak point and the Vanquish’s cabin, here laced with new spider’s web stitching, is no less of an event, or lacking in any significant piece of tech. It’ll consume a little more fuel (21.6mpg, 302g/km), sure, and the engine is less flexible than the one in the DB11, but this powertrain crackles with energy and has a greater capacity to excite. And then there’s the styling, something entirely personal, we get it, but for us this kicks the DB11 into touch.

# data[].attributes.field_cars_owning.value
Owning a 600bhp Super GT is never going to be a cheap as a 1.2 Polo, but it should be more affordable to run than that private jet. Aston claims economy of 21.6mpg and 302g/km of CO2, which is achievable so long as you drive everywhere at 50mph on quarter throttle. In reality, expect worse that that.

It's worth comparing those figures to the DB11 though, which is ever-so greener at 24mpg and 270g/km. But don't be fooled, both will guzzle premium unleaded at an alarming rate. But you didn't buy a Vanquish S to reduce your monthly outgoings, did you? So get out there, make some noise and enjoy it. You own an Aston Martin. You've made it.

# data[].attributes.field_cars_owning.processed
Owning a 600bhp Super GT is never going to be a cheap as a 1.2 Polo, but it should be more affordable to run than that private jet. Aston claims economy of 21.6mpg and 302g/km of CO2, which is achievable so long as you drive everywhere at 50mph on quarter throttle. In reality, expect worse that that.

It's worth comparing those figures to the DB11 though, which is ever-so greener at 24mpg and 270g/km. But don't be fooled, both will guzzle premium unleaded at an alarming rate. But you didn't buy a Vanquish S to reduce your monthly outgoings, did you? So get out there, make some noise and enjoy it. You own an Aston Martin. You've made it.

# data[].attributes.field_cars_verdict.value
In short, this is the car the Vanquish should have always been. Shame then that it’s destined to be a footnote and a collector’s item for a brave few. But what a fitting final entry on this V12’s glittering CV.

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In short, this is the car the Vanquish should have always been. Shame then that it’s destined to be a footnote and a collector’s item for a brave few. But what a fitting final entry on this V12’s glittering CV.

# data[].attributes.field_cars_verdict_against
All-new DB11 exists, and some will still mumble it's all a bit samey.

# data[].attributes.field_cars_verdict_for
Good ride, sublime V12 and beautiful styling. Carefully thought through engineering enhancements.

# data[].attributes.field_cars_verdict_text
The new Aston Martin Vanquish S is a fitting final entry on this V12’s glittering CV.

# data[].attributes.field_cars_what_is_it.value
This is the new £199,950 Vanquish S - a sharper, more polished version of the Vanquish capable of 0-62mph in 3.5 seconds and 201mph. It’s also the final outing for Aston’s Ford-derived 6.0-litre V12, here tuned for an extra 27bhp over the Vanquish it replaces, although the 465lb ft torque figures stays the same. The DB11 will be followed by an all-new twin-turbo 4.0-litre V8 Vantage in late 2017, and then a new twin-turbo DB11-based Vanquish in 2018, so this is the last gasp for naturally-aspirated Astons.

We can see why the release of the new Vanquish S (a 595bhp 2+2 GT), following just months after the launch of the new DB11 (a 600bhp 2+2 GT) could cause much head scratching.

Andy Palmer, Aston’s CEO, says it “takes things a step further, confidently asserting itself within the Aston Martin range and distinguishing itself from the new DB11.” A spokesman clarified further, calling the DB11 Aston’s GT car, and the Vanquish S its super GT. It should be a more focused kind of car then, but considering it’s based on older chassis and powertrain tech than the DB11 and costs £45,050 more, it’ll need to be spectacular to earn its keep.

The chassis has been given the full Matt Becker treatment (Aston’s head of ride and handling, poached from Lotus). Spring rates are up ten per cent, but with retuned dampers to bring the front and rear ends in harmony with each other. A thicker rear anti-roll bar has been added to keep the back of the car more planted, the hydraulic steering has been revised, but keeps the same ratio, and a new rear muffler amplifies the V12’s swansong.

There’s also a new aero package, including winglets on the edges of the front bumper to direct air away from the wheels. That means less overall drag, less front-end lift (to you and I that equals less understeer) and a fraction more aggression to the Vanquish’s visage.

# data[].attributes.field_cars_what_is_it.processed
This is the new £199,950 Vanquish S - a sharper, more polished version of the Vanquish capable of 0-62mph in 3.5 seconds and 201mph. It’s also the final outing for Aston’s Ford-derived 6.0-litre V12, here tuned for an extra 27bhp over the Vanquish it replaces, although the 465lb ft torque figures stays the same. The DB11 will be followed by an all-new twin-turbo 4.0-litre V8 Vantage in late 2017, and then a new twin-turbo DB11-based Vanquish in 2018, so this is the last gasp for naturally-aspirated Astons.

We can see why the release of the new Vanquish S (a 595bhp 2+2 GT), following just months after the launch of the new DB11 (a 600bhp 2+2 GT) could cause much head scratching.

Andy Palmer, Aston’s CEO, says it “takes things a step further, confidently asserting itself within the Aston Martin range and distinguishing itself from the new DB11.” A spokesman clarified further, calling the DB11 Aston’s GT car, and the Vanquish S its super GT. It should be a more focused kind of car then, but considering it’s based on older chassis and powertrain tech than the DB11 and costs £45,050 more, it’ll need to be spectacular to earn its keep.

The chassis has been given the full Matt Becker treatment (Aston’s head of ride and handling, poached from Lotus). Spring rates are up ten per cent, but with retuned dampers to bring the front and rear ends in harmony with each other. A thicker rear anti-roll bar has been added to keep the back of the car more planted, the hydraulic steering has been revised, but keeps the same ratio, and a new rear muffler amplifies the V12’s swansong.

There’s also a new aero package, including winglets on the edges of the front bumper to direct air away from the wheels. That means less overall drag, less front-end lift (to you and I that equals less understeer) and a fraction more aggression to the Vanquish’s visage.

# data[].attributes.field_cars_what_we_say
Aston Martin Vanquish S car review: in short, the car the Vanquish should have always been. Wonderful.

# data[].attributes.field_cars_wildcard_text
You'll be less involved in a Bentley Continental GT Speed, but you'll go faster, pack more stuff inside and pay less

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Skoda Octavia (2012-2020) Review | Top Gear

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Top Gear reviews the Skoda Octavia. Its Mondeo-sized interior at Focus money. With a tidy cabin and has a lot of engine choices. Full TG review inside.

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Octavia’s straight-down-the-line simplicity is refreshing, if not memorable.

# data[].attributes.metatag[].attributes.content
Octavia’s straight-down-the-line simplicity is refreshing, if not memorable.

# data[].attributes.metatag[].attributes.content
Octavia’s straight-down-the-line simplicity is refreshing, if not memorable.

# data[].attributes.metatag[].attributes.content.reviewBody[]
is a family hatchback rival for the VW Golf and Seat Leon with which it shares a chassis and engines

# data[].attributes.metatag[].attributes.content.reviewBody[]
and the ubiquitous Ford Focus. When this generation of Octavia arrived

# data[].attributes.metatag[].attributes.content.reviewBody[]
we worried ‘Skoda could be in danger of losing what little identity it kept. Being a ‘budget Golf’ is all well and good

# data[].attributes.metatag[].attributes.content.reviewBody[]
it appears folks are none too worried about a generic upbringing if the Skoda’s vital stats and general ease of use are on point. And quite frankly

# data[].attributes.metatag[].attributes.content.reviewBody[]
you get a Golf platform with a roomier body

# data[].attributes.metatag[].attributes.content.reviewBody[]
and though the cabin materials aren’t quite as good and you’re denied some optional in-car tech

# data[].attributes.metatag[].attributes.content.reviewBody[]
the up-side is the Octavia is cheaper and uses all the same oily bits

# data[].attributes.metatag[].attributes.content.reviewBody[]
with even the vRS hot hatch having the fun of a GTI or Leon Cupra slightly engineered out of it. So it’s pretty vanilla

# data[].attributes.metatag[].attributes.content.reviewBody[]
a tad white-good. It’s not a machine to lust after then

# data[].attributes.metatag[].attributes.content.reviewBody[]
but as an honest workhorse that’ll play to the head instead of the heart

# data[].attributes.metatag[].attributes.content.reviewBody[]
the Octavia is a real unsung hero among the family hatch ranks.All have five seats

# data[].attributes.metatag[].attributes.content.reviewBody[]
with three-cylinder petrols making up the base of the petrol range

# data[].attributes.metatag[].attributes.content.reviewBody[]
and four-pot diesels doing the heavy lifting especially on the fleet market. You can have a six-speed manual or a six-speed DSG auto

# data[].attributes.metatag[].attributes.content.reviewBody[]
and there’s a detachable torch in the boot lining that charges up as you drive. Mmm

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Clearly, you can see there’s a bit more heft to the Octavia than the Golf, and thus the fine dynamics of the Mark VII are a tad diluted. The steering is light and accurate enough, with sufficient weight to satisfy small-to-medium sized helmsmiths, but those of a more apex-splitting persuasion will require something less docile. It bobs about on its springs a bit too, though there’s enough chassis wizardry in this MQB platform to keep you entertained, just as long as this entertainment doesn’t start with ‘N’ and end in ‘ürburgring’.

The upside of the slightly podgy suspension though, is an entirely placid ride and great motorway refinement. Cross-continent trips in one of these would be a painless experience, just so long as you spec something bigger than the 1.2-litre TSI petrol engine. It struggles a tad, and with a bit of weight on board you get the feeling you’d have to stir the gearbox regularly. Our advice would be to go diesel, and to go big. Both 1.6 and 2.0-litre TDIs are cracking motors.

What’s that? You don’t trust diesel not to coat the lungs of urban urchins with a tarry paste? In that case, for short trips only, may we present the 113bhp 1.0-litre TSI motor. Again, with downsizing falling out of fashion this engine may too be an endangered species, but it’s so lightweight in the Octavia’s nose, it can be moderately good fun to hurl around. Still a bit inappropriate in a – how can we put this – airport taxi vehicle, but it’s a hidden gem that only loses out to diesels as a cost proposition over long mileages.

# data[].attributes.field_cars_driving.processed
Clearly, you can see there’s a bit more heft to the Octavia than the Golf, and thus the fine dynamics of the Mark VII are a tad diluted. The steering is light and accurate enough, with sufficient weight to satisfy small-to-medium sized helmsmiths, but those of a more apex-splitting persuasion will require something less docile. It bobs about on its springs a bit too, though there’s enough chassis wizardry in this MQB platform to keep you entertained, just as long as this entertainment doesn’t start with ‘N’ and end in ‘ürburgring’.

The upside of the slightly podgy suspension though, is an entirely placid ride and great motorway refinement. Cross-continent trips in one of these would be a painless experience, just so long as you spec something bigger than the 1.2-litre TSI petrol engine. It struggles a tad, and with a bit of weight on board you get the feeling you’d have to stir the gearbox regularly. Our advice would be to go diesel, and to go big. Both 1.6 and 2.0-litre TDIs are cracking motors.

What’s that? You don’t trust diesel not to coat the lungs of urban urchins with a tarry paste? In that case, for short trips only, may we present the 113bhp 1.0-litre TSI motor. Again, with downsizing falling out of fashion this engine may too be an endangered species, but it’s so lightweight in the Octavia’s nose, it can be moderately good fun to hurl around. Still a bit inappropriate in a – how can we put this – airport taxi vehicle, but it’s a hidden gem that only loses out to diesels as a cost proposition over long mileages.

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It’s ruddy lovely. Solid. Heavy. Reliable. Erm, Golf-like. All models gets the same central touchscreen as their VW cousins (with a near identical layout, too) but there’s nothing wrong with this when the ergonomics are spot on, the driving position is excellent and the ambience good. As expected, all the materials are mined from nearby asteroids, and the head, leg and boot space is exemplary. The latter is literally cavernous. Literally. It’s all just a bit too… VW. With each successive generation, the Octavia - and Skoda itself – is losing individuality. Still, we’ll take lack of individuality over the Ford Focus cockpit every day of the week. And the weekend too.

Optional is the same eight-inch touchscreen system present in the latest VW Golf, along with the same flaws. Deleting the rotary knobs for map zooming, list scrolling and volume control has made operating the interface without removing your gaze from the road trickier than keyhole surgery on a trampoline, and even for a passenger the hand steadiness required to successfully navigate the infernal sun menus would make an RAF drone pilot sweat.

Interestingly, Skoda does not (yet) offer a virtual set of dials in the Octavia. If you want a screen-heavy cockpit, VW and Audi keep the gadgets for themselves. Cynical? A bit, but the Octavia's clocks are clear (take that, VW) and well, free of charge, so take that as more of an observation than a complaint. Tech for tech's sake is rarely an innovation.

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It’s ruddy lovely. Solid. Heavy. Reliable. Erm, Golf-like. All models gets the same central touchscreen as their VW cousins (with a near identical layout, too) but there’s nothing wrong with this when the ergonomics are spot on, the driving position is excellent and the ambience good. As expected, all the materials are mined from nearby asteroids, and the head, leg and boot space is exemplary. The latter is literally cavernous. Literally. It’s all just a bit too… VW. With each successive generation, the Octavia - and Skoda itself – is losing individuality. Still, we’ll take lack of individuality over the Ford Focus cockpit every day of the week. And the weekend too.

Optional is the same eight-inch touchscreen system present in the latest VW Golf, along with the same flaws. Deleting the rotary knobs for map zooming, list scrolling and volume control has made operating the interface without removing your gaze from the road trickier than keyhole surgery on a trampoline, and even for a passenger the hand steadiness required to successfully navigate the infernal sun menus would make an RAF drone pilot sweat.

Interestingly, Skoda does not (yet) offer a virtual set of dials in the Octavia. If you want a screen-heavy cockpit, VW and Audi keep the gadgets for themselves. Cynical? A bit, but the Octavia's clocks are clear (take that, VW) and well, free of charge, so take that as more of an observation than a complaint. Tech for tech's sake is rarely an innovation.

# data[].attributes.field_cars_owning.value
Apart from prices starting under those of a Golf, and even making life difficult for the hard-punching Koreans these days, the Octavia has sensibly priced options (that you largely don’t need to bother with – adaptive suspension? Who are you kidding?), and the engines, as we’ve said, are going to be just as parsimonious as in other VW Group applications. There’s even a 1.6-litre TDI Greenline version on eco tyres that’ll return up to 80.7mpg and 90g/km of CO2. Residuals aren’t as strong as elsewhere in the VW empire, predictably, but on the plus side Skodas dealers have earned a strong reputation for customer service in the last decade particularly, regularly fighting it out with Lexus for top place in satisfaction surveys.

And if you’re the sort of person who irons their socks into pairs and alphabetises your DVD collection, you’ll like the ice-scraper fitted into the fuel filler cap. The car park ticket holder incorporated into the windscreen surround. The grippy cupholders which allows you to open a bottle one-handed while driving. And that clever torch that lives in the boot and will never need a new battery. It’s not top chat-up line stuff, but those features are bound to get the Octavia owner out of jail now and again, and are the closest thing the car has to character.

# data[].attributes.field_cars_owning.processed
Apart from prices starting under those of a Golf, and even making life difficult for the hard-punching Koreans these days, the Octavia has sensibly priced options (that you largely don’t need to bother with – adaptive suspension? Who are you kidding?), and the engines, as we’ve said, are going to be just as parsimonious as in other VW Group applications. There’s even a 1.6-litre TDI Greenline version on eco tyres that’ll return up to 80.7mpg and 90g/km of CO2. Residuals aren’t as strong as elsewhere in the VW empire, predictably, but on the plus side Skodas dealers have earned a strong reputation for customer service in the last decade particularly, regularly fighting it out with Lexus for top place in satisfaction surveys.

And if you’re the sort of person who irons their socks into pairs and alphabetises your DVD collection, you’ll like the ice-scraper fitted into the fuel filler cap. The car park ticket holder incorporated into the windscreen surround. The grippy cupholders which allows you to open a bottle one-handed while driving. And that clever torch that lives in the boot and will never need a new battery. It’s not top chat-up line stuff, but those features are bound to get the Octavia owner out of jail now and again, and are the closest thing the car has to character.

# data[].attributes.field_cars_verdict.value
As cars get ever tech-heavier, seemingly dependent on silly gimmicks dreamt up by marketing nitwits to distinguish themselves, the Octavia’s straight-down-the-line simplicity is refreshing, if not memorable. It’s the leek and potato soup of cars, satisfying and easy, so long as you’re not craving something less…beige.

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As cars get ever tech-heavier, seemingly dependent on silly gimmicks dreamt up by marketing nitwits to distinguish themselves, the Octavia’s straight-down-the-line simplicity is refreshing, if not memorable. It’s the leek and potato soup of cars, satisfying and easy, so long as you’re not craving something less…beige.

# data[].attributes.field_cars_verdict_against
About as memorable as a Czech arthouse film. Seat’s Leon is sexier and sportier

# data[].attributes.field_cars_verdict_for
Mondeo-sized interior at Focus money, tidy cabin, strong range of powerplants

# data[].attributes.field_cars_verdict_text
Solid, gimmick-free all-rounder that’s slightly less good at everything than a Golf, but cheaper for it.

# data[].attributes.field_cars_what_is_it.value
The Octavia, despite its saloon-y looks, is a family hatchback rival for the VW Golf and Seat Leon with which it shares a chassis and engines, and the ubiquitous Ford Focus. When this generation of Octavia arrived, we worried ‘Skoda could be in danger of losing what little identity it kept. Being a ‘budget Golf’ is all well and good, but shouldn’t a car be more?’ Well, with over 23,000 shifted in the UK so far, it appears folks are none too worried about a generic upbringing if the Skoda’s vital stats and general ease of use are on point. And quite frankly, they are. Essentially, you get a Golf platform with a roomier body, and though the cabin materials aren’t quite as good and you’re denied some optional in-car tech, the up-side is the Octavia is cheaper and uses all the same oily bits, which are proven good’uns. Okay, it’s no great shakes to drive either, with even the vRS hot hatch having the fun of a GTI or Leon Cupra slightly engineered out of it. So it’s pretty vanilla, a tad white-good. It’s not a machine to lust after then, but as an honest workhorse that’ll play to the head instead of the heart, the Octavia is a real unsung hero among the family hatch ranks.

All have five seats, whether you go hatch or estate, all are turbocharged, with three-cylinder petrols making up the base of the petrol range, and four-pot diesels doing the heavy lifting especially on the fleet market. You can have a six-speed manual or a six-speed DSG auto, and that’s about it really. Oh, and there’s a detachable torch in the boot lining that charges up as you drive. Mmm, logical.

# data[].attributes.field_cars_what_is_it.processed
The Octavia, despite its saloon-y looks, is a family hatchback rival for the VW Golf and Seat Leon with which it shares a chassis and engines, and the ubiquitous Ford Focus. When this generation of Octavia arrived, we worried ‘Skoda could be in danger of losing what little identity it kept. Being a ‘budget Golf’ is all well and good, but shouldn’t a car be more?’ Well, with over 23,000 shifted in the UK so far, it appears folks are none too worried about a generic upbringing if the Skoda’s vital stats and general ease of use are on point. And quite frankly, they are. Essentially, you get a Golf platform with a roomier body, and though the cabin materials aren’t quite as good and you’re denied some optional in-car tech, the up-side is the Octavia is cheaper and uses all the same oily bits, which are proven good’uns. Okay, it’s no great shakes to drive either, with even the vRS hot hatch having the fun of a GTI or Leon Cupra slightly engineered out of it. So it’s pretty vanilla, a tad white-good. It’s not a machine to lust after then, but as an honest workhorse that’ll play to the head instead of the heart, the Octavia is a real unsung hero among the family hatch ranks.

All have five seats, whether you go hatch or estate, all are turbocharged, with three-cylinder petrols making up the base of the petrol range, and four-pot diesels doing the heavy lifting especially on the fleet market. You can have a six-speed manual or a six-speed DSG auto, and that’s about it really. Oh, and there’s a detachable torch in the boot lining that charges up as you drive. Mmm, logical.

# data[].attributes.field_cars_what_we_say
Octavia’s straight-down-the-line simplicity is refreshing, if not memorable.

# data[].attributes.field_cars_wildcard_text
A base petrol Mercedes A-Class is only a few hundred more than an entry-level diesel Octavia. Think about that for a moment

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Top Gear reviews the Seat Leon Cupra. It has power, pace, great handling, and balance. Not as cheap as you'd expect though. Read our full review here.

# data[].attributes.metatag[].attributes.content
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.metatag[].attributes.content
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.metatag[].attributes.content
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.metatag[].attributes.content.description
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.metatag[].attributes.content.reviewBody[]
It’s the most powerful road-going Seat ever

# data[].attributes.metatag[].attributes.content.reviewBody[]
and the car that lives in the sizeable shadow of the VW Golf GTI and Golf R. There are two body styles (five door hatch and the ST estate) with several different power outputs and transmissions – either 296bhp as standard or 306bhp in the ‘R’ five-door hatch

# data[].attributes.metatag[].attributes.content.reviewBody[]
with power exclusively to the front wheels. The estate is only available with 296bhp

# data[].attributes.metatag[].attributes.content.reviewBody[]
but comes with a choice of front- or four-wheel drive.At the very top of the tree is the Seat Leon Cupra ST R with 4WD and the option of an ABT engine chip that boost power to 345bhp – it’s a car we wholly recommend if you’re in the market for a junior Audi RS6 (and don’t mind copper accents everywhere) but then again it is a £37

# data[].attributes.metatag[].attributes.content.reviewBody[]
975 Seat.All versions use the VW Group’s 2.0-litre turbocharged petrol – the same one as in the Golf GTI – but Seat’s engineers have tweaked the boost pressure

# data[].attributes.metatag[].attributes.content.reviewBody[]
altered the cylinder head and generally fiddled around under the bonnet to give all the extra power. Prices range from £29

# data[].attributes.metatag[].attributes.content.reviewBody[]
915 for a manual 296bhp 5dr hatch to nearly £38k for the ‘R’ wagon mentioned above. Relatively good value

# data[].attributes.metatag[].attributes.content.reviewBody[]
but not quite the bargain we’d hoped for.Crazy

# data[].attributes.metatag[].attributes.content.reviewBody[]
that we live in an age when a 296bhp hatchback isn’t the peak of lunacy… not even close. What the Leon Cupra is

# data[].attributes.metatag[].attributes.content.reviewBody[]
massively capable Swiss Army knife of a car surrounded by a hot hatch talent pool that’s never been deeper

# data[].attributes.metatag[].attributes.content.reviewBody[]
or faster or more unhinged at the top end. Dare I say it

# data[].attributes.metatag[].attributes.content.reviewBody[]
the Leon Cupra is a safe choice for those that don’t want a Golf but do want excitement… just not too much.

# data[].attributes.metatag[].attributes.content.description
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.field_cars_driving.value
Unsurprisingly, a family hatch with all that power isn’t slow. 0-62mph times range from 5.8 seconds to under 4.8 in the ABT enhanced ST, but it’s the way the power builds that’s impressive. There’s no sudden dump of torque, just a crescendo of turbo boost that doesn’t let up until you’re well north of, ahem, legality. But the good thing is that the Cupra isn’t manic, it’s civilised and capable, and it’s just as happy pottering as it is blasting along.

The Dynamic Chassis Control and mechanical front diff help. The former is a system for controlling the adjustable dampers and lets the driver select various levels of stiffness. The good thing is that unlike previous models, none are too hard, so the Cupra manages the bi-polar hot hatch trick well. You don’t have to drive this thing flat out all the time. But it responds well if you do.

Particularly the R models that receive more negative camber and retuned steering, bigger Brembo brakes and the option to specify sticky Michelin Cup tyres for £855. The suspension is no lower, but a new bodykit conceals the R’s marginally wider tracks and gives it a better stance than standard. There’s also (too) much bronzing, and inside, Alcantara on the wheel and gearlever.

In Comfort mode, as pliant and subdued as you’d ever want. The seats are comfortable, there’s adaptive cruise control, the brand’s latest infotainment system, a decent stereo and lots of safety kit.

Next up is Sport mode, which as modes go is entirely pointless. You’ll skip to Cupra, or set your own and save it to the Individual setting. In Cupra things get firmer, but even then it’s firm but not jarring. The steering tightens up too, and the revised exhaust starts emitting childish (yet satisfying and quite addictive) pops and cracks if you’re accelerating hard and go for another gear.

Even without optional sticky tyres the Cupra hangs on gamely even on damp roads. Where the front-wheel drive Cupras feel a touch frenetic when you put your foot down – they scrabble for traction and the wheel writhes in your hands even in the dry.

# data[].attributes.field_cars_driving.processed
Unsurprisingly, a family hatch with all that power isn’t slow. 0-62mph times range from 5.8 seconds to under 4.8 in the ABT enhanced ST, but it’s the way the power builds that’s impressive. There’s no sudden dump of torque, just a crescendo of turbo boost that doesn’t let up until you’re well north of, ahem, legality. But the good thing is that the Cupra isn’t manic, it’s civilised and capable, and it’s just as happy pottering as it is blasting along.

The Dynamic Chassis Control and mechanical front diff help. The former is a system for controlling the adjustable dampers and lets the driver select various levels of stiffness. The good thing is that unlike previous models, none are too hard, so the Cupra manages the bi-polar hot hatch trick well. You don’t have to drive this thing flat out all the time. But it responds well if you do.

Particularly the R models that receive more negative camber and retuned steering, bigger Brembo brakes and the option to specify sticky Michelin Cup tyres for £855. The suspension is no lower, but a new bodykit conceals the R’s marginally wider tracks and gives it a better stance than standard. There’s also (too) much bronzing, and inside, Alcantara on the wheel and gearlever.

In Comfort mode, as pliant and subdued as you’d ever want. The seats are comfortable, there’s adaptive cruise control, the brand’s latest infotainment system, a decent stereo and lots of safety kit.

Next up is Sport mode, which as modes go is entirely pointless. You’ll skip to Cupra, or set your own and save it to the Individual setting. In Cupra things get firmer, but even then it’s firm but not jarring. The steering tightens up too, and the revised exhaust starts emitting childish (yet satisfying and quite addictive) pops and cracks if you’re accelerating hard and go for another gear.

Even without optional sticky tyres the Cupra hangs on gamely even on damp roads. Where the front-wheel drive Cupras feel a touch frenetic when you put your foot down – they scrabble for traction and the wheel writhes in your hands even in the dry.

# data[].attributes.field_cars_inside.value
Inside, the Cupra is much the same as the normal Leon but with various nods to hot hatchery, such as the flat-bottomed steering wheel and Cupra badges. It’s a comfortable place to be, especially if you opt for the bucket seats. One criticism, though, is that the seats don’t go low enough – it feels like you’re sat on top of the car rather than in it. A minor dig, admittedly, but in a hot hatch you should feel like you’re at the centre of the action.

More downsides? The cupholders are too narrow for a refillable water flask. I know this sounds petty, but in 95 per cent of stuff we drive it fits fine... and those in the office will know how attached some of us are to our sippy cups. Also, Seat, dig out a 2013 Leon Cupra and plumb its infotainment back in. Stop deleting all the buttons, the cabin looks a bit dated already and pretending it’s minimalist isn’t going to change that.

On a more positive note, we’d recommend the Estate over the hatch all day. Why accept something smaller, when for £1,000 more you can have an actual hot-hatch with a bigger boot grafted on the back (587-litres vs 380-litres with the rear seats in place stat fans)? Estates look cooler, too, don’t you think?

OK, while we’re at it we’d go for the Cupra R ST, with the ABT upgrade, not because it’s the most expensive, but because it’s a barely-contained psychopath. In a good way. The additional 50bhp doesn’t just add shove, it frees up the engine to fulfil its potential – it revs with more energy, picks up quicker, sounds angrier. And because all this power is deployed through a chassis familiar from the Golf R – one of the friendliest, most sure-footed but agile four-wheel drive set-ups anywhere – you can deploy it whenever you fancy. Sodding wet, off-camber roundabout? Just give it the boot, it’ll stick.

# data[].attributes.field_cars_inside.processed
Inside, the Cupra is much the same as the normal Leon but with various nods to hot hatchery, such as the flat-bottomed steering wheel and Cupra badges. It’s a comfortable place to be, especially if you opt for the bucket seats. One criticism, though, is that the seats don’t go low enough – it feels like you’re sat on top of the car rather than in it. A minor dig, admittedly, but in a hot hatch you should feel like you’re at the centre of the action.

More downsides? The cupholders are too narrow for a refillable water flask. I know this sounds petty, but in 95 per cent of stuff we drive it fits fine... and those in the office will know how attached some of us are to our sippy cups. Also, Seat, dig out a 2013 Leon Cupra and plumb its infotainment back in. Stop deleting all the buttons, the cabin looks a bit dated already and pretending it’s minimalist isn’t going to change that.

On a more positive note, we’d recommend the Estate over the hatch all day. Why accept something smaller, when for £1,000 more you can have an actual hot-hatch with a bigger boot grafted on the back (587-litres vs 380-litres with the rear seats in place stat fans)? Estates look cooler, too, don’t you think?

OK, while we’re at it we’d go for the Cupra R ST, with the ABT upgrade, not because it’s the most expensive, but because it’s a barely-contained psychopath. In a good way. The additional 50bhp doesn’t just add shove, it frees up the engine to fulfil its potential – it revs with more energy, picks up quicker, sounds angrier. And because all this power is deployed through a chassis familiar from the Golf R – one of the friendliest, most sure-footed but agile four-wheel drive set-ups anywhere – you can deploy it whenever you fancy. Sodding wet, off-camber roundabout? Just give it the boot, it’ll stick.

# data[].attributes.field_cars_owning.value
With claimed economy figures ranging from 47.9mpg and 158g/km to 39.8mpg and 164g/km, the Leon Cupra sits in the centre of the hot hatch field for daily running costs – don’t expect much more than mid-30s mpg in the real-world.

And you need to be careful how you spec the car, there’s plenty on the options list to tempt those pounds from your pocket, like the 19-inch wheels and rear spoiler. All versions come with LED headlights, and also come with the aforementioned Dynamic Chassis Control and the mechanical front diff – both crucial parts of the Cupra’s repertoire.

# data[].attributes.field_cars_owning.processed
With claimed economy figures ranging from 47.9mpg and 158g/km to 39.8mpg and 164g/km, the Leon Cupra sits in the centre of the hot hatch field for daily running costs – don’t expect much more than mid-30s mpg in the real-world.

And you need to be careful how you spec the car, there’s plenty on the options list to tempt those pounds from your pocket, like the 19-inch wheels and rear spoiler. All versions come with LED headlights, and also come with the aforementioned Dynamic Chassis Control and the mechanical front diff – both crucial parts of the Cupra’s repertoire.

# data[].attributes.field_cars_verdict.value
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there – it’s also fast, fun and focused enough to appeal to those who crave the Civic Type R’s manners, but deplore its looks.

It’s a well-rounded hot hatch, but there are a few caveats. It’s blessed with a nicely mobile rear end, which is fun, but the steering’s numb. It’s very fast, but lacks a little panache in its delivery. In other words it’s a very good car, but exists in a class of very, very strong contenders.

In fact, because we’re helpful like that, here’s a checklist for the next one: Find a Civic Type R and copy its seats, your ones are too high and lack support. Then steal a Golf R and nick its sound-symposer intake cleverness and seventh gear. Finally, do nothing at all to the bodywork. This is a really handsome hatch, subtle enough to be a Q-car but clocked by those in the know.

# data[].attributes.field_cars_verdict.processed
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there – it’s also fast, fun and focused enough to appeal to those who crave the Civic Type R’s manners, but deplore its looks.

It’s a well-rounded hot hatch, but there are a few caveats. It’s blessed with a nicely mobile rear end, which is fun, but the steering’s numb. It’s very fast, but lacks a little panache in its delivery. In other words it’s a very good car, but exists in a class of very, very strong contenders.

In fact, because we’re helpful like that, here’s a checklist for the next one: Find a Civic Type R and copy its seats, your ones are too high and lack support. Then steal a Golf R and nick its sound-symposer intake cleverness and seventh gear. Finally, do nothing at all to the bodywork. This is a really handsome hatch, subtle enough to be a Q-car but clocked by those in the know.

# data[].attributes.field_cars_verdict_against
Engine note can get droany, brand still struggles to stand out

# data[].attributes.field_cars_verdict_for
Power and pace, handling balance, good amount of standard kit

# data[].attributes.field_cars_verdict_text
Not as cheap as you’d expect, but still one of the best hot hatches on sale

# data[].attributes.field_cars_what_is_it.value
It’s the most powerful road-going Seat ever, and the car that lives in the sizeable shadow of the VW Golf GTI and Golf R. There are two body styles (five door hatch and the ST estate) with several different power outputs and transmissions – either 296bhp as standard or 306bhp in the ‘R’ five-door hatch, with power exclusively to the front wheels. The estate is only available with 296bhp, but comes with a choice of front- or four-wheel drive.

At the very top of the tree is the Seat Leon Cupra ST R with 4WD and the option of an ABT engine chip that boost power to 345bhp – it’s a car we wholly recommend if you’re in the market for a junior Audi RS6 (and don’t mind copper accents everywhere) but then again it is a £37,975 Seat.

All versions use the VW Group’s 2.0-litre turbocharged petrol – the same one as in the Golf GTI – but Seat’s engineers have tweaked the boost pressure, altered the cylinder head and generally fiddled around under the bonnet to give all the extra power. Prices range from £29,915 for a manual 296bhp 5dr hatch to nearly £38k for the ‘R’ wagon mentioned above. Relatively good value, but not quite the bargain we’d hoped for.

Crazy, isn’t it, that we live in an age when a 296bhp hatchback isn’t the peak of lunacy… not even close. What the Leon Cupra is, is an extremely quick, massively capable Swiss Army knife of a car surrounded by a hot hatch talent pool that’s never been deeper, or faster or more unhinged at the top end. Dare I say it, the Leon Cupra is a safe choice for those that don’t want a Golf but do want excitement… just not too much.

# data[].attributes.field_cars_what_is_it.processed
It’s the most powerful road-going Seat ever, and the car that lives in the sizeable shadow of the VW Golf GTI and Golf R. There are two body styles (five door hatch and the ST estate) with several different power outputs and transmissions – either 296bhp as standard or 306bhp in the ‘R’ five-door hatch, with power exclusively to the front wheels. The estate is only available with 296bhp, but comes with a choice of front- or four-wheel drive.

At the very top of the tree is the Seat Leon Cupra ST R with 4WD and the option of an ABT engine chip that boost power to 345bhp – it’s a car we wholly recommend if you’re in the market for a junior Audi RS6 (and don’t mind copper accents everywhere) but then again it is a £37,975 Seat.

All versions use the VW Group’s 2.0-litre turbocharged petrol – the same one as in the Golf GTI – but Seat’s engineers have tweaked the boost pressure, altered the cylinder head and generally fiddled around under the bonnet to give all the extra power. Prices range from £29,915 for a manual 296bhp 5dr hatch to nearly £38k for the ‘R’ wagon mentioned above. Relatively good value, but not quite the bargain we’d hoped for.

Crazy, isn’t it, that we live in an age when a 296bhp hatchback isn’t the peak of lunacy… not even close. What the Leon Cupra is, is an extremely quick, massively capable Swiss Army knife of a car surrounded by a hot hatch talent pool that’s never been deeper, or faster or more unhinged at the top end. Dare I say it, the Leon Cupra is a safe choice for those that don’t want a Golf but do want excitement… just not too much.

# data[].attributes.field_cars_what_we_say
The Leon Cupra has come of age. The mix of civility and pace is as good as anything out there

# data[].attributes.field_cars_wildcard_text
A Golf R. More expensive, but more powerful and four-wheel drive. And posher, and we all like a spot of posh

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# data[].attributes.metatag[].attributes.content
Top Gear reviews the Audi A8. it's all-encompassing brilliance and as lovely to drive as to be driven in. Can it compete with the S-Class? Find out inside.

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A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

# data[].attributes.metatag[].attributes.content
A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

# data[].attributes.metatag[].attributes.content
A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

# data[].attributes.metatag[].attributes.content.description
A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

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important barge of a thing relatively few will buy

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and a technical achievement few have the resources or engineering might to match or surpass. It’s the new Audi A8 – the cleverest Audi of all. And so it should be

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because if you really want to see what a manufacturer is truly capable of engineering

# data[].attributes.metatag[].attributes.content.reviewBody[]
you look at its flagship. And the A8 is and always had been Audi’s

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which is why the new one gets a load of tech’ we haven’t seen before

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but almost certainly will on future A6s and A4s.Tech’ like ‘Traffic Jam Pilot’

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which delivers “conditional level three autonomy” by taking complete control of the steering

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brakes and accelerator on motorways and dual-carriageways. Or the new infotainment system

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which pairs Audi’s ‘Virtual Cockpit’ instrument cluster with two touchscreens for a largely button-free centre-console. Much of said tech’ can only exist for the 48-volt

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water-cooled electrical system that technically makes the A8 an ‘MHEV’

# data[].attributes.metatag[].attributes.content.reviewBody[]
or ‘mild-hybrid electric vehicle’. This all takes some explaining

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which because the new A8 is bigger than the car it replaces – longer by 32mm and taller by 13 in either short- or long-wheelbase (which adds another 13cm of rear legroom) – is suitably spacious. The car’s heavier too; for all the aluminium

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CFRP and magnesium Audi promises it’s used in the more rigid ‘Space Frame’ chassis

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it’s almost 100kg up on the old car and lardier than either of its main competitors

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the (relatively) featherweight carbon-cored BMW 7 Series and Mercedes S-Class. So in the short-term anyway

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it’s not massively quick. For starters Brits get a 3.0-litre V6 in either petrol or diesel. An ‘e-tron’ plug-in hybrid (with wireless charging) will follow along with a W12 and 4.0-litre diesel V8. And the one you want is…

# data[].attributes.metatag[].attributes.content.description
A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

# data[].attributes.field_cars_driving.value
...the 4.0-litre V8 petrol Audi won’t sell over here. It’s so smooth and eerily silent you’ll land yourself in jail before you even have the chance to say “sorry Officer, in this thing 30 really does feel like 130. Honest”. But you mustn’t covet what you can’t have – it’s unhealthy – so sensible money buys the petrol V6. Both petrol and diesel V6s are the same engines offered in the last A8, albeit heavily revised. The diesel’s OK, but the tell-tale grumble lets it down. It’s not as modern or complete an engine as Merc’s new inline six. The petrol loses a bit of twist but subtracts noise, so it wins. All work well in tandem with the standard-fit eight-speed auto, and all get the 48-volt electrical system we mentioned earlier.

Audis/VWs/Porsches have done the whole coasting thing – where the engine is effectively decoupled from the transmission to save fuel – for years, but the 48V system in the A8 gives enough juice that the engine can switch off completely for up to 40 seconds when you let off the gas, saving even more fuel and regening energy back to the battery in the boot. As soon as you get back on the accelerator the engine refires and you’re away again. It works – but the car is picky about when it lets you do it, and that this qualifies the A8 as an MHEV is, we reckon, slightly misleading. Because it isn’t really a hybrid at all.

But the 48V system gives other advantages. All A8s get adaptively damped air suspension as standard with selectable ‘Comfort’ and ‘Dynamic’ modes, but you can specify something cleverer – a system that, with the help of a camera, can ‘see’ potholes, speedbumps and so-on. Because the car knows the obstacle’s there, it can prepare itself accordingly. Rather than anti-roll bars A8s thusly equipped get an electric actuator at each corner. These actuators ‘pick-up’ individual wheels (or even lift the whole car) – stressing or relieving corners as necessary to dampen body movements. Audi let us test the system on a super-smooth closed course with mock speedbumps and manhole covers, and the effect is quite uncanny. Aiming for a speedbump then passing over it as though it were never there is as odd as it is excellent. But there’s a caveat.

You can’t actually spec the predictive suspension until “early next year”. So to placate journalists on the car’s launch, as well as the off-road demo Audi laid on a couple of cars with a “foretaste” of the system for us to drive on road. These cars had all the hardware and pitch/roll stabilisation, but couldn’t see/predict what was ahead. And these A8s simply didn’t ride as well as the ones on standard air suspension. The normal A8 is smooth, really well-damped and a bit less ‘floaty’ than an S-Class. Proper comfy. With this other system onboard there was a slight tremor even on flat, smooth surfaces. As though its wheels were an inch or two too big or it was stuck in Dynamic mode. If it’s like that when it comes to market, and only offers good speedbump/manhole/pothole absorption rather than consistently better ride quality, we’d be tempted to skip it. Especially as it’s likely to be a pricey option. Time will tell.

The Traffic Jam Pilot and parking/garage pilot systems are even further away. Audi says their introduction is “wholly dependant on the clarification of statutory framework in each individual market”, hence the wait.

Early A8s are still capable of level two autonomy – like the Audi A4 or a Tesla – but because Traffic Jam Pilot, which is a level three system that enables the driver to effectively take his eyes off the road and do something else altogether (so long as it’s supported by the car, e.g. watching a movie on the infotainment screen, not flicking through Instagram on your phone), legal frameworks need to be put in place before Audi will offer it for sale. Bad news because since the A8 is offered with more than 40 driver assistance systems, it’s those that dominate the driving experience.

So until sometime next year, the A8 will have to do without some of its signature technologies. And it’s not like you can have them retrofitted – there will be no Tesla-style over-the-air update for eligible cars because most of the systems require extra hardware, not simply a few more lines of code.

Four-wheel steering, on the other hand, is available now and well worth having because it gives the A8 – especially the LWB – a silly turning-circle and, at low-mid speeds, makes it feel usefully shorter and more manoeuvrable. Competent and comfy (suspension permitting), but not thrilling. This is a good thing.

# data[].attributes.field_cars_driving.processed
...the 4.0-litre V8 petrol Audi won’t sell over here. It’s so smooth and eerily silent you’ll land yourself in jail before you even have the chance to say “sorry Officer, in this thing 30 really does feel like 130. Honest”. But you mustn’t covet what you can’t have – it’s unhealthy – so sensible money buys the petrol V6. Both petrol and diesel V6s are the same engines offered in the last A8, albeit heavily revised. The diesel’s OK, but the tell-tale grumble lets it down. It’s not as modern or complete an engine as Merc’s new inline six. The petrol loses a bit of twist but subtracts noise, so it wins. All work well in tandem with the standard-fit eight-speed auto, and all get the 48-volt electrical system we mentioned earlier.

Audis/VWs/Porsches have done the whole coasting thing – where the engine is effectively decoupled from the transmission to save fuel – for years, but the 48V system in the A8 gives enough juice that the engine can switch off completely for up to 40 seconds when you let off the gas, saving even more fuel and regening energy back to the battery in the boot. As soon as you get back on the accelerator the engine refires and you’re away again. It works – but the car is picky about when it lets you do it, and that this qualifies the A8 as an MHEV is, we reckon, slightly misleading. Because it isn’t really a hybrid at all.

But the 48V system gives other advantages. All A8s get adaptively damped air suspension as standard with selectable ‘Comfort’ and ‘Dynamic’ modes, but you can specify something cleverer – a system that, with the help of a camera, can ‘see’ potholes, speedbumps and so-on. Because the car knows the obstacle’s there, it can prepare itself accordingly. Rather than anti-roll bars A8s thusly equipped get an electric actuator at each corner. These actuators ‘pick-up’ individual wheels (or even lift the whole car) – stressing or relieving corners as necessary to dampen body movements. Audi let us test the system on a super-smooth closed course with mock speedbumps and manhole covers, and the effect is quite uncanny. Aiming for a speedbump then passing over it as though it were never there is as odd as it is excellent. But there’s a caveat.

You can’t actually spec the predictive suspension until “early next year”. So to placate journalists on the car’s launch, as well as the off-road demo Audi laid on a couple of cars with a “foretaste” of the system for us to drive on road. These cars had all the hardware and pitch/roll stabilisation, but couldn’t see/predict what was ahead. And these A8s simply didn’t ride as well as the ones on standard air suspension. The normal A8 is smooth, really well-damped and a bit less ‘floaty’ than an S-Class. Proper comfy. With this other system onboard there was a slight tremor even on flat, smooth surfaces. As though its wheels were an inch or two too big or it was stuck in Dynamic mode. If it’s like that when it comes to market, and only offers good speedbump/manhole/pothole absorption rather than consistently better ride quality, we’d be tempted to skip it. Especially as it’s likely to be a pricey option. Time will tell.

The Traffic Jam Pilot and parking/garage pilot systems are even further away. Audi says their introduction is “wholly dependant on the clarification of statutory framework in each individual market”, hence the wait.

Early A8s are still capable of level two autonomy – like the Audi A4 or a Tesla – but because Traffic Jam Pilot, which is a level three system that enables the driver to effectively take his eyes off the road and do something else altogether (so long as it’s supported by the car, e.g. watching a movie on the infotainment screen, not flicking through Instagram on your phone), legal frameworks need to be put in place before Audi will offer it for sale. Bad news because since the A8 is offered with more than 40 driver assistance systems, it’s those that dominate the driving experience.

So until sometime next year, the A8 will have to do without some of its signature technologies. And it’s not like you can have them retrofitted – there will be no Tesla-style over-the-air update for eligible cars because most of the systems require extra hardware, not simply a few more lines of code.

Four-wheel steering, on the other hand, is available now and well worth having because it gives the A8 – especially the LWB – a silly turning-circle and, at low-mid speeds, makes it feel usefully shorter and more manoeuvrable. Competent and comfy (suspension permitting), but not thrilling. This is a good thing.

# data[].attributes.field_cars_inside.value
It wasn’t long ago that German manufacturers point-blank refused to put touchscreens in their cars. BMW caved and so has Audi, by giving the new A8 a radically different operating/infotainment system than we’re used to seeing from it. The ‘Virtual Cockpit’ instrument cluster is standard-fit and hasn’t changed much car-to-car, but rather than a single screen, rotary controller and separate, physical climate controls, the A8 gets two touchscreens. Think Velar, only better.

The top one is 10.1 inches and does everything, while the smaller one underneath is reserved for the climate controls (although it doubles as a keyboard/trackpad when you’re entering destinations into the nav). It’s a clearer, more coherent and more responsive setup than JLR’s – easier to navigate your way through and learn your way around. You can set it to respond to a tap and give no haptic/audible feedback, or require a firmer push (think Force Touch on an iPhone) and ‘click’. We like the latter, especially when you’re using it on the move.

Rear-seat passengers get a phone-sized screen in the armrest – standard on LWB and optional on SWB – that does rear-seat climate, opens/closes the blinds and controls the screens mounted on the backs of the front seats. And comfortable as the front (driving position is on point) is, it’s from the back seats that the A8 makes most sense. It’s a limo, after all, so you may as well go the whole nine yards and spec’ the ‘Relaxation Seat’. Among other things it gives a foot rest that massages and heats the soles of your feet. Yes, really.

Material quality is predictably superb, but we suspect the way the A8’s interior has been designed and laid out means it will appeal to a very different set of people than an S-Class. The Mercedes is all baroque curves and contours, whereas the Audi is modernist and straight-edged. For our money the S-Class gives a warmer, more immediately comforting environment than the serious, BUSINESS-ready A8 (foot massager notwithstanding). You might think different.

# data[].attributes.field_cars_inside.processed
It wasn’t long ago that German manufacturers point-blank refused to put touchscreens in their cars. BMW caved and so has Audi, by giving the new A8 a radically different operating/infotainment system than we’re used to seeing from it. The ‘Virtual Cockpit’ instrument cluster is standard-fit and hasn’t changed much car-to-car, but rather than a single screen, rotary controller and separate, physical climate controls, the A8 gets two touchscreens. Think Velar, only better.

The top one is 10.1 inches and does everything, while the smaller one underneath is reserved for the climate controls (although it doubles as a keyboard/trackpad when you’re entering destinations into the nav). It’s a clearer, more coherent and more responsive setup than JLR’s – easier to navigate your way through and learn your way around. You can set it to respond to a tap and give no haptic/audible feedback, or require a firmer push (think Force Touch on an iPhone) and ‘click’. We like the latter, especially when you’re using it on the move.

Rear-seat passengers get a phone-sized screen in the armrest – standard on LWB and optional on SWB – that does rear-seat climate, opens/closes the blinds and controls the screens mounted on the backs of the front seats. And comfortable as the front (driving position is on point) is, it’s from the back seats that the A8 makes most sense. It’s a limo, after all, so you may as well go the whole nine yards and spec’ the ‘Relaxation Seat’. Among other things it gives a foot rest that massages and heats the soles of your feet. Yes, really.

Material quality is predictably superb, but we suspect the way the A8’s interior has been designed and laid out means it will appeal to a very different set of people than an S-Class. The Mercedes is all baroque curves and contours, whereas the Audi is modernist and straight-edged. For our money the S-Class gives a warmer, more immediately comforting environment than the serious, BUSINESS-ready A8 (foot massager notwithstanding). You might think different.

# data[].attributes.field_cars_owning.value
The A8 offers much safety for your £70k or thereabouts – and more than 40 driver assistance systems. The excellent HUD, lane-departure warning and ‘Pre-sense’ suite of technologies are all standard, but others will be made available when the AI kit comes online next year.

With the right boxes checked, if the A8 detects another car approaching at speed from the side, it’ll jack-up the affected side so it’s the super-strong sill that gets hit in the ensuing T-Bone, not the middle of the doors. There’s even a feature to keep you from dooring cyclists – if you try and open one of the doors with a cyclist approaching from behind, it’ll keep the door from unlatching for a second or two to alert the occupant/give the cyclist a chance to pass. Clever.

But even attempting to buy an A8 of course means you need to confront and master Audi’s new naming strategy – something we have yet to do. Audi used to use the size and type of engine, for example 3.0-litre TDI, as its identifier. But no more. Now each model gets a two-digit number that corresponds to the amount of power the engine produces in kW. 30 (for cars with between 81 and 96kW) is the lowest and 70 (for models more than 400kW) the highest – A8s go from 50 to 60. The base diesel is the 50 TDI (210kW – 282bhp), the base petrol (choice) the 55 TFSI (250kW – 335bhp) and when it arrives the big, V8 diesel will be the 60 TDI (320kW – 429bhp). Like S and RS models, the W12 keeps it name because REASONS.

All A8s are pretty eco – the V6 diesel delivers 50.4mpg and 145g/km of CO2, and the V6 petrol 37.7mpg and 171g/km – but none are more eco than the e-tron PHEV. With a full charge its batteries store enough energy for 31-miles of electric running, and you can charge wirelessly by parking it over a special pad you’ll need to have installed in your garage. It arrives next year.

There is no eco penalty for going LWB, but it adds nearly £4k to the asking price. At launch prices start at £69,100 for the V6 diesel SWB and £71,000 for the petrol equivalent. Comparable with rivals. Orders open late October, and the first cars will start to come through from Germany just before the end of this year.

# data[].attributes.field_cars_owning.processed
The A8 offers much safety for your £70k or thereabouts – and more than 40 driver assistance systems. The excellent HUD, lane-departure warning and ‘Pre-sense’ suite of technologies are all standard, but others will be made available when the AI kit comes online next year.

With the right boxes checked, if the A8 detects another car approaching at speed from the side, it’ll jack-up the affected side so it’s the super-strong sill that gets hit in the ensuing T-Bone, not the middle of the doors. There’s even a feature to keep you from dooring cyclists – if you try and open one of the doors with a cyclist approaching from behind, it’ll keep the door from unlatching for a second or two to alert the occupant/give the cyclist a chance to pass. Clever.

But even attempting to buy an A8 of course means you need to confront and master Audi’s new naming strategy – something we have yet to do. Audi used to use the size and type of engine, for example 3.0-litre TDI, as its identifier. But no more. Now each model gets a two-digit number that corresponds to the amount of power the engine produces in kW. 30 (for cars with between 81 and 96kW) is the lowest and 70 (for models more than 400kW) the highest – A8s go from 50 to 60. The base diesel is the 50 TDI (210kW – 282bhp), the base petrol (choice) the 55 TFSI (250kW – 335bhp) and when it arrives the big, V8 diesel will be the 60 TDI (320kW – 429bhp). Like S and RS models, the W12 keeps it name because REASONS.

All A8s are pretty eco – the V6 diesel delivers 50.4mpg and 145g/km of CO2, and the V6 petrol 37.7mpg and 171g/km – but none are more eco than the e-tron PHEV. With a full charge its batteries store enough energy for 31-miles of electric running, and you can charge wirelessly by parking it over a special pad you’ll need to have installed in your garage. It arrives next year.

There is no eco penalty for going LWB, but it adds nearly £4k to the asking price. At launch prices start at £69,100 for the V6 diesel SWB and £71,000 for the petrol equivalent. Comparable with rivals. Orders open late October, and the first cars will start to come through from Germany just before the end of this year.

# data[].attributes.field_cars_verdict.value
Exceptionally clever and commendably capable, but there are problems. The big one is that you can’t actually get some of the signature AI technologies Audi’s touting for a year, and that when they are available, they can’t be retro-fitted to existing A8s.

Buy one in the meantime and you’re still getting a very well-rounded limo, albeit one that’s missing the features that truly separate it from the competition. We’re surprised Audi didn’t fit the necessary hardware, then make the kit available to existing owners via an over-the-air or dealer-fit update. So by all means go ahead and buy an A8 if you prefer it to a S-Class or 7 Series, but go into it knowing that no matter how much money you spend on one now, you’ll never use the car and its vast amount of processing power to its fullest capacity.

Were we spending our own money, which we seldom do, we’d wait and buy one when the full suite of tech’ comes online. As for how it compares to its competitors – we’re more into the baroque stylings of the S-Class than the pared-down, Bauhaus simplicity of the A8, so that’s probably where we’d lay our hat. Not that the A8 isn't a lovely thing, because it really is.

# data[].attributes.field_cars_verdict.processed
Exceptionally clever and commendably capable, but there are problems. The big one is that you can’t actually get some of the signature AI technologies Audi’s touting for a year, and that when they are available, they can’t be retro-fitted to existing A8s.

Buy one in the meantime and you’re still getting a very well-rounded limo, albeit one that’s missing the features that truly separate it from the competition. We’re surprised Audi didn’t fit the necessary hardware, then make the kit available to existing owners via an over-the-air or dealer-fit update. So by all means go ahead and buy an A8 if you prefer it to a S-Class or 7 Series, but go into it knowing that no matter how much money you spend on one now, you’ll never use the car and its vast amount of processing power to its fullest capacity.

Were we spending our own money, which we seldom do, we’d wait and buy one when the full suite of tech’ comes online. As for how it compares to its competitors – we’re more into the baroque stylings of the S-Class than the pared-down, Bauhaus simplicity of the A8, so that’s probably where we’d lay our hat. Not that the A8 isn't a lovely thing, because it really is.

# data[].attributes.field_cars_verdict_against
Best tech isn't available yet, so it's an 8 until then

# data[].attributes.field_cars_verdict_for
Superb tech, interior, relaxing to drive 

# data[].attributes.field_cars_verdict_text
Could be the world's most complete luxo barge. When it's finished.

# data[].attributes.field_cars_what_is_it.value
A big, important barge of a thing relatively few will buy, and a technical achievement few have the resources or engineering might to match or surpass. It’s the new Audi A8 – the cleverest Audi of all. And so it should be, because if you really want to see what a manufacturer is truly capable of engineering, you look at its flagship. And the A8 is and always had been Audi’s, which is why the new one gets a load of tech’ we haven’t seen before, but almost certainly will on future A6s and A4s.

Tech’ like ‘Traffic Jam Pilot’, which delivers “conditional level three autonomy” by taking complete control of the steering, brakes and accelerator on motorways and dual-carriageways. Or the new infotainment system, which pairs Audi’s ‘Virtual Cockpit’ instrument cluster with two touchscreens for a largely button-free centre-console. Much of said tech’ can only exist for the 48-volt, water-cooled electrical system that technically makes the A8 an ‘MHEV’, or ‘mild-hybrid electric vehicle’. This all takes some explaining, so more later.

More too on the interior, which because the new A8 is bigger than the car it replaces – longer by 32mm and taller by 13 in either short- or long-wheelbase (which adds another 13cm of rear legroom) – is suitably spacious. The car’s heavier too; for all the aluminium, CFRP and magnesium Audi promises it’s used in the more rigid ‘Space Frame’ chassis, it’s almost 100kg up on the old car and lardier than either of its main competitors, the (relatively) featherweight carbon-cored BMW 7 Series and Mercedes S-Class.

So in the short-term anyway, it’s not massively quick. For starters Brits get a 3.0-litre V6 in either petrol or diesel. An ‘e-tron’ plug-in hybrid (with wireless charging) will follow along with a W12 and 4.0-litre diesel V8. And the one you want is…

# data[].attributes.field_cars_what_is_it.processed
A big, important barge of a thing relatively few will buy, and a technical achievement few have the resources or engineering might to match or surpass. It’s the new Audi A8 – the cleverest Audi of all. And so it should be, because if you really want to see what a manufacturer is truly capable of engineering, you look at its flagship. And the A8 is and always had been Audi’s, which is why the new one gets a load of tech’ we haven’t seen before, but almost certainly will on future A6s and A4s.

Tech’ like ‘Traffic Jam Pilot’, which delivers “conditional level three autonomy” by taking complete control of the steering, brakes and accelerator on motorways and dual-carriageways. Or the new infotainment system, which pairs Audi’s ‘Virtual Cockpit’ instrument cluster with two touchscreens for a largely button-free centre-console. Much of said tech’ can only exist for the 48-volt, water-cooled electrical system that technically makes the A8 an ‘MHEV’, or ‘mild-hybrid electric vehicle’. This all takes some explaining, so more later.

More too on the interior, which because the new A8 is bigger than the car it replaces – longer by 32mm and taller by 13 in either short- or long-wheelbase (which adds another 13cm of rear legroom) – is suitably spacious. The car’s heavier too; for all the aluminium, CFRP and magnesium Audi promises it’s used in the more rigid ‘Space Frame’ chassis, it’s almost 100kg up on the old car and lardier than either of its main competitors, the (relatively) featherweight carbon-cored BMW 7 Series and Mercedes S-Class.

So in the short-term anyway, it’s not massively quick. For starters Brits get a 3.0-litre V6 in either petrol or diesel. An ‘e-tron’ plug-in hybrid (with wireless charging) will follow along with a W12 and 4.0-litre diesel V8. And the one you want is…

# data[].attributes.field_cars_what_we_say
A8 sits at the top of the many-branched Audi tree. Has all the tech your A4 probably will in five years' time

# data[].attributes.field_cars_wildcard_text
Big and Italian. Good badge, but the Germans do big saloons better

# data[].attributes.field_metatag
a:3:{s:5:"title";s:57:"[current-date:custom:Y] [node:title] Review | [site:name]";s:11:"description";s:155:"Top Gear reviews the Audi A8. it's all-encompassing brilliance and as lovely to drive as to be driven in. Can it compete with the S-Class? Find out inside.";s:9:"fb_app_id";s:12:"282681245570";}

# data[].attributes.metatag[].attributes.content
Sorento's key draw is space and value for money. As a cut-price Disco alternative, we like it.

# data[].attributes.metatag[].attributes.content
Sorento's key draw is space and value for money. As a cut-price Disco alternative, we like it.

# data[].attributes.metatag[].attributes.content
Sorento's key draw is space and value for money. As a cut-price Disco alternative, we like it.

# data[].attributes.metatag[].attributes.content
Sorento's key draw is space and value for money. As a cut-price Disco alternative, we like it.

# data[].attributes.metatag[].attributes.content.description[]
Sorento's key draw is space and value for money. As a cut-price Disco alternative

# data[].attributes.metatag[].attributes.content.reviewBody[]
The Sorento is the Korean firm's flagship seven-seat SUV. But

# data[].attributes.metatag[].attributes.content.reviewBody[]
the Korean firm wants to propel itself from being known as a purveyor of reasonably priced cars into something a bit more premium. Yes

# data[].attributes.metatag[].attributes.content.reviewBody[]
we’ve got to the point where the words ‘Premium’ and ‘Kia’ can be used in the same sentence. That’s what you call progress

# data[].attributes.metatag[].attributes.content.reviewBody[]
bland and - thanks to its monstrous towing capacity - best suited to country folk who needed a cheap way to pull Seabiscuit’s horsebox around. But this new third-gen Sorento has had the largest overhaul to date which brings it in line (if not above) its now agreeably good family members like the Sportage and the Ceed.Firstly

# data[].attributes.metatag[].attributes.content.reviewBody[]
it’s bigger. Which is a Good Thing in cars in this class. See

# data[].attributes.metatag[].attributes.content.reviewBody[]
 Kia has taken the old Sorento’s underpinnings and stretched them. The wheelbase has been lengthened by 80mm

# data[].attributes.metatag[].attributes.content.reviewBody[]
extending the car’s overall length by 95mm to 4

# data[].attributes.metatag[].attributes.content.reviewBody[]
780mm. Its also got more girth and sits a little lower to the ground. Which

# data[].attributes.metatag[].attributes.content.reviewBody[]
when combined with Peter Schreyer’s latest

# data[].attributes.metatag[].attributes.content.reviewBody[]
gives the car added road presence.The growth spurt has also allowed more area inside to be chiselled out for people/things. Compared to the old model

# data[].attributes.metatag[].attributes.content.reviewBody[]
there’s more head and legroom across all three rows. And as the second row of seats now dive into the floor when folded

# data[].attributes.metatag[].attributes.content.reviewBody[]
2.0 x 1.4-metre loading space in the back. With the second row of seats up

# data[].attributes.metatag[].attributes.content.reviewBody[]
that space decreases to 605 litres - still an 80-litre gain over the old model.

# data[].attributes.metatag[].attributes.content.description[]
Sorento's key draw is space and value for money. As a cut-price Disco alternative

# data[].attributes.field_cars_driving.value
When it comes to engines, you’ve got one choice – a 2.2-litre turbodiesel. It’s refined at low speeds but the secret is to ride the torque that hides away at low revs. Winding the engine out results in things getting clattery, but other vibrations and noises are well-muted thanks to the welcome addition of extra bodywork insulation.

Weighing in at nearly two tonnes, the Sorento rides surprisingly well thanks to renovation work on the independent suspension. The MacPherson struts at the front and multi-link system at the back have been modified to house larger bushings and shock absorbers to smooth out the ride - something the longer wheelbase helps with, too.

Kia’s electric power steering has been moved from the steering column, directly onto the rack, but it’s still too light and numb. However, the chassis itself is better, and turn-in is much improved.

Not that it really matters in a land tanker like this, but it'll make the experience on road more comfy if the car turns into corners rather than rolling into them. If you do have to get from 0-62mph quickly, it’ll take nine seconds dead when equipped with a manual ‘box, or 9.6 seconds if fitted with the auto.

# data[].attributes.field_cars_driving.processed
When it comes to engines, you’ve got one choice – a 2.2-litre turbodiesel. It’s refined at low speeds but the secret is to ride the torque that hides away at low revs. Winding the engine out results in things getting clattery, but other vibrations and noises are well-muted thanks to the welcome addition of extra bodywork insulation.

Weighing in at nearly two tonnes, the Sorento rides surprisingly well thanks to renovation work on the independent suspension. The MacPherson struts at the front and multi-link system at the back have been modified to house larger bushings and shock absorbers to smooth out the ride - something the longer wheelbase helps with, too.

Kia’s electric power steering has been moved from the steering column, directly onto the rack, but it’s still too light and numb. However, the chassis itself is better, and turn-in is much improved.

Not that it really matters in a land tanker like this, but it'll make the experience on road more comfy if the car turns into corners rather than rolling into them. If you do have to get from 0-62mph quickly, it’ll take nine seconds dead when equipped with a manual ‘box, or 9.6 seconds if fitted with the auto.

# data[].attributes.field_cars_inside.value
This is where the engineers and designers have been putting their hard work in. The new wraparound dash and centre console design are a lot more ergonomic and aesthetically pleasing than the Sorento's predecessors. However, we found it could do with a few more useful cubbyholes and curry hooks to make it properly family proof.

In the UK, there are four spec levels available, getting posher as you ascend from KX-1 to KX-4. Lower variants get a smaller seven-inch sat nav and a different dial cluster that looks more at home in a city car than a big SUV.

Meanwhile higher spec models are better finished with more safety tech that’s more on point with where Kia wants to position the car, thanks to a million-which-way power-adjustable driver and passenger seats, ventilated front seats, Adaptive Smart Cruise Control, 360-degree Around View Monitor, Smart Park Assist System, Blind Spot Detection and Rear Cross Traffic Alert.

Overall the cabin is a marked improvement on Kias of old, and now won’t be something for your snobbish mates to instantly turn their noses up at. But with rubbery faux-leather soft-touch plastics and poor placement of other scratchy plastics around the gear lever and other touch points, it’s by no means something that’ll have BMW and Audi engineers prescribing themselves Xanex.

# data[].attributes.field_cars_inside.processed
This is where the engineers and designers have been putting their hard work in. The new wraparound dash and centre console design are a lot more ergonomic and aesthetically pleasing than the Sorento's predecessors. However, we found it could do with a few more useful cubbyholes and curry hooks to make it properly family proof.

In the UK, there are four spec levels available, getting posher as you ascend from KX-1 to KX-4. Lower variants get a smaller seven-inch sat nav and a different dial cluster that looks more at home in a city car than a big SUV.

Meanwhile higher spec models are better finished with more safety tech that’s more on point with where Kia wants to position the car, thanks to a million-which-way power-adjustable driver and passenger seats, ventilated front seats, Adaptive Smart Cruise Control, 360-degree Around View Monitor, Smart Park Assist System, Blind Spot Detection and Rear Cross Traffic Alert.

Overall the cabin is a marked improvement on Kias of old, and now won’t be something for your snobbish mates to instantly turn their noses up at. But with rubbery faux-leather soft-touch plastics and poor placement of other scratchy plastics around the gear lever and other touch points, it’s by no means something that’ll have BMW and Audi engineers prescribing themselves Xanex.

# data[].attributes.field_cars_owning.value
Prices start at a just under £29k. But go heavy on spec and things can get a lot more expensive: we’ve reached the point where a Kia is breaching the £40k ceiling.

And, yes, it’s steep. But on top-spec models, Kia will throw in more tech and acronym-happy safety kit than we’ve ever seen on anything previously. There’s adaptive cruise control, lane departure warnings, blind spot detectors, traffic sign recognition, a massive one-piece panoramic sunroof, 360-degree cameras and self-parking to name a few.

But with its more accomplished looks, all that new tech, plus the better driving dynamics and improved interior, if there’s ever a Kia to justify that cost, it’s this one. And as always, there's a monster warranty and a great reliability record to back it all up.

# data[].attributes.field_cars_owning.processed
Prices start at a just under £29k. But go heavy on spec and things can get a lot more expensive: we’ve reached the point where a Kia is breaching the £40k ceiling.

And, yes, it’s steep. But on top-spec models, Kia will throw in more tech and acronym-happy safety kit than we’ve ever seen on anything previously. There’s adaptive cruise control, lane departure warnings, blind spot detectors, traffic sign recognition, a massive one-piece panoramic sunroof, 360-degree cameras and self-parking to name a few.

But with its more accomplished looks, all that new tech, plus the better driving dynamics and improved interior, if there’s ever a Kia to justify that cost, it’s this one. And as always, there's a monster warranty and a great reliability record to back it all up.

# data[].attributes.field_cars_verdict.value
With added luxe and lots of tech, it’s a more expensive Kia than we've previously seen, but one that justifies the extra cost. Seven-seat SUVs aren't flooding the market, but this is among the easiest to recommend.

# data[].attributes.field_cars_verdict.processed
With added luxe and lots of tech, it’s a more expensive Kia than we've previously seen, but one that justifies the extra cost. Seven-seat SUVs aren't flooding the market, but this is among the easiest to recommend.

# data[].attributes.field_cars_verdict_against
£40k for a top-spec seven-seat Kia may be too steep to sway the doubters

# data[].attributes.field_cars_verdict_for
The biggest and most premium Kia ever, showing the company's ambitions to take on the big boys

# data[].attributes.field_cars_verdict_text
Not quite a Discovery rival, but offers plenty of space for the cash

# data[].attributes.field_cars_what_is_it.value
The Sorento is the Korean firm's flagship seven-seat SUV. But, more importantly, with the third-generation car, the Korean firm wants to propel itself from being known as a purveyor of reasonably priced cars into something a bit more premium. Yes, we’ve got to the point where the words ‘Premium’ and ‘Kia’ can be used in the same sentence. That’s what you call progress, peeps.

True, the old Sorento was cheap, bland and - thanks to its monstrous towing capacity - best suited to country folk who needed a cheap way to pull Seabiscuit’s horsebox around. But this new third-gen Sorento has had the largest overhaul to date which brings it in line (if not above) its now agreeably good family members like the Sportage and the Ceed.

Firstly, it’s bigger. Which is a Good Thing in cars in this class. See, bucking the trend for downsizing, Kia has taken the old Sorento’s underpinnings and stretched them. The wheelbase has been lengthened by 80mm, extending the car’s overall length by 95mm to 4,780mm. Its also got more girth and sits a little lower to the ground. Which, when combined with Peter Schreyer’s latest, more striking design, gives the car added road presence.

The growth spurt has also allowed more area inside to be chiselled out for people/things. Compared to the old model, there’s more head and legroom across all three rows. And as the second row of seats now dive into the floor when folded, there’s a wardrobe-swallowing 1,732-litre, 2.0 x 1.4-metre loading space in the back. With the second row of seats up, that space decreases to 605 litres - still an 80-litre gain over the old model.

# data[].attributes.field_cars_what_is_it.processed
The Sorento is the Korean firm's flagship seven-seat SUV. But, more importantly, with the third-generation car, the Korean firm wants to propel itself from being known as a purveyor of reasonably priced cars into something a bit more premium. Yes, we’ve got to the point where the words ‘Premium’ and ‘Kia’ can be used in the same sentence. That’s what you call progress, peeps.

True, the old Sorento was cheap, bland and - thanks to its monstrous towing capacity - best suited to country folk who needed a cheap way to pull Seabiscuit’s horsebox around. But this new third-gen Sorento has had the largest overhaul to date which brings it in line (if not above) its now agreeably good family members like the Sportage and the Ceed.

Firstly, it’s bigger. Which is a Good Thing in cars in this class. See, bucking the trend for downsizing, Kia has taken the old Sorento’s underpinnings and stretched them. The wheelbase has been lengthened by 80mm, extending the car’s overall length by 95mm to 4,780mm. Its also got more girth and sits a little lower to the ground. Which, when combined with Peter Schreyer’s latest, more striking design, gives the car added road presence.

The growth spurt has also allowed more area inside to be chiselled out for people/things. Compared to the old model, there’s more head and legroom across all three rows. And as the second row of seats now dive into the floor when folded, there’s a wardrobe-swallowing 1,732-litre, 2.0 x 1.4-metre loading space in the back. With the second row of seats up, that space decreases to 605 litres - still an 80-litre gain over the old model.

# data[].attributes.field_cars_what_we_say
Sorento's key draw is space and value for money. As a cut-price Disco alternative, we like it.

# data[].attributes.field_cars_wildcard_text
If you're really after a Discovery on a budget, why not just buy one second-hand? 

# data[].attributes.metatag[].attributes.content
Latest Jetta is a marked improvement, but still dull as ever

# data[].attributes.metatag[].attributes.content
Latest Jetta is a marked improvement, but still dull as ever

# data[].attributes.metatag[].attributes.content
Latest Jetta is a marked improvement, but still dull as ever

# data[].attributes.metatag[].attributes.content
Latest Jetta is a marked improvement, but still dull as ever

# data[].attributes.metatag[].attributes.content.reviewBody[]
Latest Jetta has been updated again ready for 2015; it gets a new nose and new engines

# data[].attributes.metatag[].attributes.content.reviewBody[]
but it's still essentially the same car. You now can't pick a duff engine and both ride and interior quality impress. But puh-lease

# data[].attributes.metatag[].attributes.content.reviewBody[]
there has to be a more interesting choice... In fact

# data[].attributes.field_cars_driving.value
The Jetta feels well engineered and always on your side. You always get lots of warning of what's happening, and it's almost always benign. It's not all that light on its feet though.

Any of the 1.4 TSI engines over-delivers - it comes as a 122, 140 and 170 output, but also has generous torque at usefully low revs, so forget about the small capacity. The 1.6 base engine is a bit raucous, and underwhelming. The 2.0 high-power diesel is the noisy TDI design - wait for the smoother common-rail version that's being rolled out across the VW Group.

# data[].attributes.field_cars_driving.processed
The Jetta feels well engineered and always on your side. You always get lots of warning of what's happening, and it's almost always benign. It's not all that light on its feet though.

Any of the 1.4 TSI engines over-delivers - it comes as a 122, 140 and 170 output, but also has generous torque at usefully low revs, so forget about the small capacity. The 1.6 base engine is a bit raucous, and underwhelming. The 2.0 high-power diesel is the noisy TDI design - wait for the smoother common-rail version that's being rolled out across the VW Group.

# data[].attributes.field_cars_inside.value
Great seats, a supple ride and fine refinement mark out the Jetta as a car that cossets you like something from the next class up. It's a good place to be.

Saying that, the Golf family, of which this is a member, isn't the leader it once was in perceived quality, and there are some uninspiring slabs of hard plastic around the cabin. But the firm furniture and vault-like doors reassure you that it's made of good stuff.

While the Jetta doesn't have the versatility of a hatch, it does have a colossal boot. And the rear seat backs do flop forwards to extend the bay a bit.

# data[].attributes.field_cars_inside.processed
Great seats, a supple ride and fine refinement mark out the Jetta as a car that cossets you like something from the next class up. It's a good place to be.

Saying that, the Golf family, of which this is a member, isn't the leader it once was in perceived quality, and there are some uninspiring slabs of hard plastic around the cabin. But the firm furniture and vault-like doors reassure you that it's made of good stuff.

While the Jetta doesn't have the versatility of a hatch, it does have a colossal boot. And the rear seat backs do flop forwards to extend the bay a bit.

# data[].attributes.field_cars_owning.value
Treat it gently and you can get the Jetta's service intervals up to 20,000 miles. The TSi and TDI engines are pretty careful with fuel, and insurance isn't bad - the 200bhp version is group 15 while a Golf GTI is 17. Because, presumably, no-one wants to steal a Jetta or drive it fast.

# data[].attributes.field_cars_owning.processed
Treat it gently and you can get the Jetta's service intervals up to 20,000 miles. The TSi and TDI engines are pretty careful with fuel, and insurance isn't bad - the 200bhp version is group 15 while a Golf GTI is 17. Because, presumably, no-one wants to steal a Jetta or drive it fast.

# data[].attributes.field_cars_verdict_against
It looks like a teenager who’s been told to wear a suit and tie for a juvenile court appearance. Saloon bodies don’t suit cars this size

# data[].attributes.field_cars_verdict_for
Facelift brings big improvements; engines, looks & interior quality are all on the up

# data[].attributes.field_cars_verdict_text
There’s nothing wrong with the Volkswagen Jetta, but why on earth would you get one when the Golf is so much more versatile?

# data[].attributes.field_cars_what_is_it.value
Latest Jetta has been updated again ready for 2015; it gets a new nose and new engines, but it's still essentially the same car. You now can't pick a duff engine and both ride and interior quality impress. But puh-lease, there has to be a more interesting choice... In fact, there are. Many of them.

# data[].attributes.field_cars_what_is_it.processed
Latest Jetta has been updated again ready for 2015; it gets a new nose and new engines, but it's still essentially the same car. You now can't pick a duff engine and both ride and interior quality impress. But puh-lease, there has to be a more interesting choice... In fact, there are. Many of them.

# data[].attributes.field_cars_what_we_say
Latest Jetta is a marked improvement, but still dull as ever

# data[].attributes.field_cars_wildcard_text
Do you really need that separate boot? Thought not - get a Golf

# data[].attributes.metatag[].attributes.content
It gets better in the areas it needed to, but its styling will scare your kids. Fresh feeling cabin combined with incredible economy. Full TG review inside.

# data[].attributes.metatag[].attributes.content
Do not adjust your device: the new Prius is an object of desire

# data[].attributes.metatag[].attributes.content
Do not adjust your device: the new Prius is an object of desire

# data[].attributes.metatag[].attributes.content
Do not adjust your device: the new Prius is an object of desire

# data[].attributes.metatag[].attributes.content.description
Do not adjust your device: the new Prius is an object of desire

# data[].attributes.metatag[].attributes.content[]
"description":"Do not adjust your device: the new Prius is an object of desire"

# data[].attributes.field_cars_driving.value
This is the best Prius we’ve ever driven. Not a particularly high bar to clear, but still. This latest Prius drives with more purpose and composure than any that came before it.

The first thing you notice is how nose-first it feels. The steering is light and numb, but introduce some lock and the front end swings around as though on a predetermined path; like a helter skelter. The chassis doesn’t exactly embrace corners but nor does it fall to bits. As this is a hatch, there isn’t too much roll.

Then there’s the ride. The Prius is based on the same platform as the Corolla, although the suspension is slightly different (both get MacPherson struts up front, but the Prius has double wishbones at the rear unlike the Corolla’s multi-link set-up). It’s comfortable and sorts out imperfections in the road without much fuss; over crests and dips you don’t get thrown around. Good stuff.

So far so good.

You’ve jinxed it. Rather than a conventional automatic - which flicks through a set number of ratios - Toyota runs an e-CVT which can theoretically produce an infinite number of ratios (Constantly Variable Transmission, geddit?) for maximum efficiency. Except… you get deafening bursts of engine noise under acceleration as the car juggles electricity and petrol, and good grief is it loud. And coarse. The  2.0-litre 4cyl in there isn’t going to win any prizes for musicality.

At a steady cruise, the Prius is quiet. Very quiet. Or maybe our ears are just ringing from getting up to speed in the first place. Perhaps this is the price you pay for unparalleled fuel economy.

Why, just how frugal is it?

Well, not as frugal as the 403.6-565.0mpg WLTP claim, which genuinely made us laugh out loud. But with no charge in the battery you can still count on about 60mpg in mixed driving. No other manufacturer gets as close to this kind of efficiency as Toyota does with its cars. Think of it as a cost of living cheat code.

Keep up with the charging and you could conceivably go weeks without dipping into the fuel tank. 53 miles of electric-only range is the claim (44 if you’ve gone for the bigger wheels), but knock a third off that for a more accurate real-world estimate. Get yourself on one of those cheap overnight electricity tariffs and you’ll be laughing.

And you don’t need to worry about performance either: the Prius will do up to 84mph without needing to awake the engine, and while progress is a little slower when relying on the motor only (it can generate 161bhp on its own), it’s brisk enough for most scenarios.

# data[].attributes.field_cars_driving.processed
This is the best Prius we’ve ever driven. Not a particularly high bar to clear, but still. This latest Prius drives with more purpose and composure than any that came before it.

The first thing you notice is how nose-first it feels. The steering is light and numb, but introduce some lock and the front end swings around as though on a predetermined path; like a helter skelter. The chassis doesn’t exactly embrace corners but nor does it fall to bits. As this is a hatch, there isn’t too much roll.

Then there’s the ride. The Prius is based on the same platform as the Corolla, although the suspension is slightly different (both get MacPherson struts up front, but the Prius has double wishbones at the rear unlike the Corolla’s multi-link set-up). It’s comfortable and sorts out imperfections in the road without much fuss; over crests and dips you don’t get thrown around. Good stuff.

So far so good.

You’ve jinxed it. Rather than a conventional automatic - which flicks through a set number of ratios - Toyota runs an e-CVT which can theoretically produce an infinite number of ratios (Constantly Variable Transmission, geddit?) for maximum efficiency. Except… you get deafening bursts of engine noise under acceleration as the car juggles electricity and petrol, and good grief is it loud. And coarse. The  2.0-litre 4cyl in there isn’t going to win any prizes for musicality.

At a steady cruise, the Prius is quiet. Very quiet. Or maybe our ears are just ringing from getting up to speed in the first place. Perhaps this is the price you pay for unparalleled fuel economy.

Why, just how frugal is it?

Well, not as frugal as the 403.6-565.0mpg WLTP claim, which genuinely made us laugh out loud. But with no charge in the battery you can still count on about 60mpg in mixed driving. No other manufacturer gets as close to this kind of efficiency as Toyota does with its cars. Think of it as a cost of living cheat code.

Keep up with the charging and you could conceivably go weeks without dipping into the fuel tank. 53 miles of electric-only range is the claim (44 if you’ve gone for the bigger wheels), but knock a third off that for a more accurate real-world estimate. Get yourself on one of those cheap overnight electricity tariffs and you’ll be laughing.

And you don’t need to worry about performance either: the Prius will do up to 84mph without needing to awake the engine, and while progress is a little slower when relying on the motor only (it can generate 161bhp on its own), it’s brisk enough for most scenarios.

# data[].attributes.field_cars_editor_title
Toyota Prius review: your future Uber looks stupendous

# data[].attributes.field_cars_inside.value
All depends on the context, doesn’t it? If you’re comparing the new Prius to the old one then the design has come on leaps and bounds, with far fewer horrible plastics and a vastly improved digital offering.

But if you look at what other manufacturers are doing with £40k-ish cars at the moment, then you’ll be more critical of the Prius’s cabin. There are elements (the centre console, the steering wheel, the door cards) that look a little low rent, still. And but for a strip of ambient lighting across the lower part of the dash, everything is monochrome. There’s not much in here that’ll lift your mood.

Talk me through the set-up.

All pretty conventional. You get a multi-function steering wheel that adjusts for height and reach, and the instrument display is a seven-inch unit that shows speed, charge, regen status, driving mode, the speed limit, and any warnings that ping up. There’s a lot crammed into a small space, but you get used to it.

The central touchscreen is a 12.3in display and it runs the same Toyota Smart Connect+ system that we’ve come across in other Toyotas recently: it’s a step on from the truly awful and outdated interface that the company used to deploy, but there are still lots of shortcomings that put it behind rival systems.

Although the graphics and screens are sharp and reasonably responsive, you often run into dead ends on the menus and some pages look underpopulated. Looking for the screen to turn the speed limit warning off? That’s a steering wheel job. Saved you several fruitless minutes of jabbing there.

Luckily there’s still a bank of physical switchgear for the climate controls. Oft overlooked, these days.

You’re going to tell me that the battery eats into boot space, aren’t you?

We are. The Prius manages just 284 litres of boot capacity, which is… 80 litres down on what the old Prius plug-in could manage. Progress, eh? There’s nothing particularly impractical about the space, other than there being a slight load lip. There’s just… not a huge amount of room. The flimsy parcel shelf is for hiding your stuff from view: you can’t plonk anything on top of it.

Space up front for driver and passenger is good, and there’s a fair amount of legroom in the rear. Uber passengers of the future: we can’t yet comment on the comfort back here, as our only experience thus far entailed being flung around on track by The Stig. Headroom’s a bit tight though on account of that sloping roofline. Call it the price you pay for fashion.

The Prius isn’t rated for towing.

# data[].attributes.field_cars_inside.processed
All depends on the context, doesn’t it? If you’re comparing the new Prius to the old one then the design has come on leaps and bounds, with far fewer horrible plastics and a vastly improved digital offering.

But if you look at what other manufacturers are doing with £40k-ish cars at the moment, then you’ll be more critical of the Prius’s cabin. There are elements (the centre console, the steering wheel, the door cards) that look a little low rent, still. And but for a strip of ambient lighting across the lower part of the dash, everything is monochrome. There’s not much in here that’ll lift your mood.

Talk me through the set-up.

All pretty conventional. You get a multi-function steering wheel that adjusts for height and reach, and the instrument display is a seven-inch unit that shows speed, charge, regen status, driving mode, the speed limit, and any warnings that ping up. There’s a lot crammed into a small space, but you get used to it.

The central touchscreen is a 12.3in display and it runs the same Toyota Smart Connect+ system that we’ve come across in other Toyotas recently: it’s a step on from the truly awful and outdated interface that the company used to deploy, but there are still lots of shortcomings that put it behind rival systems.

Although the graphics and screens are sharp and reasonably responsive, you often run into dead ends on the menus and some pages look underpopulated. Looking for the screen to turn the speed limit warning off? That’s a steering wheel job. Saved you several fruitless minutes of jabbing there.

Luckily there’s still a bank of physical switchgear for the climate controls. Oft overlooked, these days.

You’re going to tell me that the battery eats into boot space, aren’t you?

We are. The Prius manages just 284 litres of boot capacity, which is… 80 litres down on what the old Prius plug-in could manage. Progress, eh? There’s nothing particularly impractical about the space, other than there being a slight load lip. There’s just… not a huge amount of room. The flimsy parcel shelf is for hiding your stuff from view: you can’t plonk anything on top of it.

Space up front for driver and passenger is good, and there’s a fair amount of legroom in the rear. Uber passengers of the future: we can’t yet comment on the comfort back here, as our only experience thus far entailed being flung around on track by The Stig. Headroom’s a bit tight though on account of that sloping roofline. Call it the price you pay for fashion.

The Prius isn’t rated for towing.

# data[].attributes.field_cars_owning.value
The Prius starts at £37,315 for the Design trim and peaks at £39,955 for the top-spec Excel trim. As there’s only one powertrain, that’s as complex as the Prius gets right now.

Inevitably you’ll now be asking what you get on both trims. On the entry-level car you get the seven-inch driver display and 12.3in touchscreen, front and rear parking sensors and a reversing camera, keyless entry and start, automatic LED headlights, a six-speaker audio system, wireless Apple CarPlay and Android Auto, dual-zone air con, the ambient lighting and the most efficient 17in alloys.

Gloss black alloys and fancier paint is optional. All of the safety gear and active systems that Toyota can throw at the Prius is included on the base-spec car.

Excel puts you on the wheelarch-filling 19s, and adds a digital rear view mirror, rear footwell heating (your passengers will thank you in the winter), synthetic leather upholstery, a memory setting for the driver’s seat, a powered tailgate, and numerous aesthetic changes to the body to give the Prius a more commanding look. You know the kind of thing: piano black bumpers, a gloss black grille surround… etcetera.

We’d save the cash and go for the more affordable one, if it was us. Goes further on electric too.

And if this were to be my company car…

Ah, then sir or madam will want to know that the benefit-in-kind on one of these is eight per cent, courtesy of the Prius’s e-range. First-year tax will cost you nothing as the Prius is rated at 12-17g/km for CO2 output.

# data[].attributes.field_cars_owning.processed
The Prius starts at £37,315 for the Design trim and peaks at £39,955 for the top-spec Excel trim. As there’s only one powertrain, that’s as complex as the Prius gets right now.

Inevitably you’ll now be asking what you get on both trims. On the entry-level car you get the seven-inch driver display and 12.3in touchscreen, front and rear parking sensors and a reversing camera, keyless entry and start, automatic LED headlights, a six-speaker audio system, wireless Apple CarPlay and Android Auto, dual-zone air con, the ambient lighting and the most efficient 17in alloys.

Gloss black alloys and fancier paint is optional. All of the safety gear and active systems that Toyota can throw at the Prius is included on the base-spec car.

Excel puts you on the wheelarch-filling 19s, and adds a digital rear view mirror, rear footwell heating (your passengers will thank you in the winter), synthetic leather upholstery, a memory setting for the driver’s seat, a powered tailgate, and numerous aesthetic changes to the body to give the Prius a more commanding look. You know the kind of thing: piano black bumpers, a gloss black grille surround… etcetera.

We’d save the cash and go for the more affordable one, if it was us. Goes further on electric too.

And if this were to be my company car…

Ah, then sir or madam will want to know that the benefit-in-kind on one of these is eight per cent, courtesy of the Prius’s e-range. First-year tax will cost you nothing as the Prius is rated at 12-17g/km for CO2 output.

# data[].attributes.field_cars_stand_first
This is the best Prius we’ve ever driven. But does that make it… good?

# data[].attributes.field_cars_verdict.value
The latest Toyota Prius is the best one yet, and having come very close to not getting it at all on these shores we’re glad that Toyota has decided to see what magic the head-turning new design can work over here. The old car’s sales dwindled badly near the end of its life, after all.

That it drives reasonably well, is tremendously efficient and has very useful electric-only range should ensure that interest in the Prius is strong. The price tag looks extortionate until you realise it undercuts most of the competition.

Having said that, common flaws with the CVT, interior tech and packaging (as a result of the battery) stop this from being a home run of a car. Taxi!

# data[].attributes.field_cars_verdict.processed
The latest Toyota Prius is the best one yet, and having come very close to not getting it at all on these shores we’re glad that Toyota has decided to see what magic the head-turning new design can work over here. The old car’s sales dwindled badly near the end of its life, after all.

That it drives reasonably well, is tremendously efficient and has very useful electric-only range should ensure that interest in the Prius is strong. The price tag looks extortionate until you realise it undercuts most of the competition.

Having said that, common flaws with the CVT, interior tech and packaging (as a result of the battery) stop this from being a home run of a car. Taxi!

# data[].attributes.field_cars_verdict_against
Noisy under acceleration, below-par touchscreen, small boot

# data[].attributes.field_cars_verdict_for
Looks sensational, drives better than ever before, useful PHEV range

# data[].attributes.field_cars_verdict_text
Common flaws with the CVT, interior tech and packaging stop this from being a home run of a car

# data[].attributes.field_cars_what_is_it.value
Believe it or not, this is… the new Toyota Prius.

Pull the other one! Seriously, what is it?

No seriously, it is. The fifth generation of the Prius has had everything thrown at it - cosmetic surgery, a gruelling gym routine and the mother of all glow-ups - and it now looks unrecognisable from the clumsy, frenetic-looking hatchback that was the Mk4.

Those leading lines, that swooping profile, those proportions… just look at it. That’s a Prius. And you might actually want one on your driveway. What a time to be alive.

Blimey. Why does it look like that?

You ask an intriguing question. Having gone from being the thing Hollywood A-listers would use to do their green PR for them to a car synonymous with the late night Uber ride, we suspect Toyota decided that a lot of work needed to be done to improve the Prius’s image. You can hardly argue with the end result.

What’s interesting is that we were never actually meant to get the Prius in the UK. Production of this new one began late in 2022 but at some point Toyota did a spectacular u-turn and, two years later, here it is. The company never actually explained why it made the about face. Perhaps the slowing take-up of EVs made it think twice?

Is it as fast as it looks?

Although the clothing has changed, the raison d’etre hasn’t: the Prius is still an eco barge, as is the way with most Toyotas these days (GR Yaris excepted). In fact, the only powertrain you can get is a plug-in hybrid, consisting of a 2.0-litre 4cyl inline petrol engine and permanent magnet, synchronous motor for a combined 220bhp and 140lb ft. That amounts to 0-62mph in 6.8 seconds. Hey, that’s not bad actually!

The battery is a 13.6kWh unit that’s good for 53 miles of e-range, as long as you’ve shunned the 19in alloys for 17s. That’s a fair chunk and likely to be music to the ears of Uber drivers everywhere.

[node:field_onward_journey_card-themed]

The fuel economy is hilarious. Truly hilarious. Because the official lab test means starting with a full charge, the WLTP cycle produces an estimate of… 403.6-565.0mpg. Five hundred and sixty five mpg! What a time to be alive. This figure is of course poppycock. Head to the Driving tab for a more accurate number.

If I still can’t bring myself to buy a Prius, what are my options?

The Prius has always been a bit of a funny shape, and although not a supermini or hatchback in the typical sense, it’s closer to those than it is a crossover. Or a pair of lederhosen. Or a three-storey townhouse.

And with plug-in power only (there’s no news on a mild hybrid yet), the Prius finds itself in select company alongside the VW Golf GTE, Peugeot 308 and Vauxhall Astra. Meanwhile there’s a plug-in version of the Audi A3 Sportback on its way. Yeah, there aren’t that many compact cars with PHEV tech. Expensive innit?

On that note… how much?

We hope you’re sitting down. The new Prius starts from £37,315, and the top-spec trim is very nearly £40k. Forty. Thousand. Pounds. For a Prius. What a time to be alive. For more of an explanation, hit the Buying tab.

# data[].attributes.field_cars_what_is_it.processed
Believe it or not, this is… the new Toyota Prius.

Pull the other one! Seriously, what is it?

No seriously, it is. The fifth generation of the Prius has had everything thrown at it - cosmetic surgery, a gruelling gym routine and the mother of all glow-ups - and it now looks unrecognisable from the clumsy, frenetic-looking hatchback that was the Mk4.

Those leading lines, that swooping profile, those proportions… just look at it. That’s a Prius. And you might actually want one on your driveway. What a time to be alive.

Blimey. Why does it look like that?

You ask an intriguing question. Having gone from being the thing Hollywood A-listers would use to do their green PR for them to a car synonymous with the late night Uber ride, we suspect Toyota decided that a lot of work needed to be done to improve the Prius’s image. You can hardly argue with the end result.

What’s interesting is that we were never actually meant to get the Prius in the UK. Production of this new one began late in 2022 but at some point Toyota did a spectacular u-turn and, two years later, here it is. The company never actually explained why it made the about face. Perhaps the slowing take-up of EVs made it think twice?

Is it as fast as it looks?

Although the clothing has changed, the raison d’etre hasn’t: the Prius is still an eco barge, as is the way with most Toyotas these days (GR Yaris excepted). In fact, the only powertrain you can get is a plug-in hybrid, consisting of a 2.0-litre 4cyl inline petrol engine and permanent magnet, synchronous motor for a combined 220bhp and 140lb ft. That amounts to 0-62mph in 6.8 seconds. Hey, that’s not bad actually!

The battery is a 13.6kWh unit that’s good for 53 miles of e-range, as long as you’ve shunned the 19in alloys for 17s. That’s a fair chunk and likely to be music to the ears of Uber drivers everywhere.

The fuel economy is hilarious. Truly hilarious. Because the official lab test means starting with a full charge, the WLTP cycle produces an estimate of… 403.6-565.0mpg. Five hundred and sixty five mpg! What a time to be alive. This figure is of course poppycock. Head to the Driving tab for a more accurate number.

If I still can’t bring myself to buy a Prius, what are my options?

The Prius has always been a bit of a funny shape, and although not a supermini or hatchback in the typical sense, it’s closer to those than it is a crossover. Or a pair of lederhosen. Or a three-storey townhouse.

And with plug-in power only (there’s no news on a mild hybrid yet), the Prius finds itself in select company alongside the VW Golf GTE, Peugeot 308 and Vauxhall Astra. Meanwhile there’s a plug-in version of the Audi A3 Sportback on its way. Yeah, there aren’t that many compact cars with PHEV tech. Expensive innit?

On that note… how much?

We hope you’re sitting down. The new Prius starts from £37,315, and the top-spec trim is very nearly £40k. Forty. Thousand. Pounds. For a Prius. What a time to be alive. For more of an explanation, hit the Buying tab.

# data[].attributes.field_cars_what_we_say
Do not adjust your device: the new Prius is an object of desire

# data[].attributes.field_cars_wildcard_text
Assuming you don't car for the holier-than-thou image of the Prius, how about the Mini Countryman in Cooper SD guise?

# data[].attributes.metatag[].attributes.content
2026 Mercedes-Benz C-Class Review | Top Gear

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Mercedes-Benz C-Class. Built for elegance, comfort, safety and refinement. How does the C-Class cope against the likes of the 3 Series?

# data[].attributes.metatag[].attributes.content
Hugely comfortable, impressively equipped and assured to drive. The new C-Class ticks a lot of boxes

# data[].attributes.metatag[].attributes.content
Hugely comfortable, impressively equipped and assured to drive. The new C-Class ticks a lot of boxes

# data[].attributes.metatag[].attributes.content
Hugely comfortable, impressively equipped and assured to drive. The new C-Class ticks a lot of boxes

# data[].attributes.metatag[].attributes.content.description[]
impressively equipped and assured to drive. The new C-Class ticks a lot of boxes

# data[].attributes.metatag[].attributes.content[]
impressively equipped and assured to drive. The new C-Class ticks a lot of boxes"

# data[].attributes.field_cars_driving.value
Well-mannered, refined, and impressively comfortable. The mild-hybrid assist helps to improve drive around town, while all the C-Classes we’ve driven so far pull strongly when accelerating onto motorways, all the while remaining quiet and composed in the cabin.

Handling, too, is suitably impressive, although the C-Class arguably acquits itself better on the motorway than on B-roads and about town, where potholes, ruts and speed bumps prove a bit of menace with the AMG Line sports suspension. Generally though, this is a fine-riding and comfortable car.

The steering itself is direct and well-weighted but not brimming with feel, as is the modern way, but it’s perfectly adequate for most everyday tasks – only when driving it hard are you likely to want anything more. Elsewhere in the world higher-powered C-Classes get the option of 4Matic all-wheel drive, but in the UK the C-Class is rear-drive only. At least for now.

Which engine is best?

We’ve tried the C200 petrol along with the two diesels, the C220d and C300d, with the latter claiming 261bhp and 406lb ft of torque, 0-62mph in 5.7 seconds, a limited 155mph top speed, up to 53.3mpg and as little as 135g/km of CO2. Of course, it’s not as nice as the straight-six diesel in the BMW 330d, but for a four-cylinder it’s jolly refined, doesn’t make much noise and pushes the C along at a reasonable pace.

The diesel is a much better fit than the 201bhp 1.5-litre petrol in the C200, which is fine normally but sounds a bit reedy when you’re pushing on. It claims 221lb ft, 0-62mph in a still respectable 7.3s (but doesn't feel that fast), up to 44.1mpg and as low as 143g/km of CO2.

Both engines work well with the standard nine-speed auto, which shuffles between ratios quickly and smoothly. Responds well to the paddles on the wheel, too, but can be a bit hesitant off the line, so be wary at busy roundabouts and junctions.

What about the PHEV?

This might actually be the one to have unless you’re solely pounding motorways. The C300e favours electricity where possible and has the range (Merc says up to 70 miles, we say closer to 50 in the real world) to be genuinely useful. In mixed driving we regularly saw well over 70mpg. The system is very well integrated, featuring proper regen braking and the ability to fast charge at up to 55kW. It also wears comfort suspension (which pairs coil springs up front with self-levelling air at the rear) even in the standard AMG Line trim, so it’s softer than the internal combustion cars. If you’re not sure about a move to full electric, this is a very happy halfway house.

Anything else worth mentioning?

Yes, the brakes. This would have to be our main grumble with the fifth-gen C-Class. All versions get a long-travel pedal, so pad doesn’t actually meet disc until you’re quite a long way into it. Then when it does bite it’s a bit abrupt, meaning you come to a halt more quickly and aggressively than you intended. Not exactly confidence-inspiring when you’re steaming into a tight bend, nor particularly smooth until you’ve got your eye in. And it’s even the same for the PHEV with its regen and friction combo. Shame.

# data[].attributes.field_cars_driving.processed
Well-mannered, refined, and impressively comfortable. The mild-hybrid assist helps to improve drive around town, while all the C-Classes we’ve driven so far pull strongly when accelerating onto motorways, all the while remaining quiet and composed in the cabin.

Handling, too, is suitably impressive, although the C-Class arguably acquits itself better on the motorway than on B-roads and about town, where potholes, ruts and speed bumps prove a bit of menace with the AMG Line sports suspension. Generally though, this is a fine-riding and comfortable car.

The steering itself is direct and well-weighted but not brimming with feel, as is the modern way, but it’s perfectly adequate for most everyday tasks – only when driving it hard are you likely to want anything more. Elsewhere in the world higher-powered C-Classes get the option of 4Matic all-wheel drive, but in the UK the C-Class is rear-drive only. At least for now.

Which engine is best?

We’ve tried the C200 petrol along with the two diesels, the C220d and C300d, with the latter claiming 261bhp and 406lb ft of torque, 0-62mph in 5.7 seconds, a limited 155mph top speed, up to 53.3mpg and as little as 135g/km of CO2. Of course, it’s not as nice as the straight-six diesel in the BMW 330d, but for a four-cylinder it’s jolly refined, doesn’t make much noise and pushes the C along at a reasonable pace.

The diesel is a much better fit than the 201bhp 1.5-litre petrol in the C200, which is fine normally but sounds a bit reedy when you’re pushing on. It claims 221lb ft, 0-62mph in a still respectable 7.3s (but doesn't feel that fast), up to 44.1mpg and as low as 143g/km of CO2.

Both engines work well with the standard nine-speed auto, which shuffles between ratios quickly and smoothly. Responds well to the paddles on the wheel, too, but can be a bit hesitant off the line, so be wary at busy roundabouts and junctions.

What about the PHEV?

This might actually be the one to have unless you’re solely pounding motorways. The C300e favours electricity where possible and has the range (Merc says up to 70 miles, we say closer to 50 in the real world) to be genuinely useful. In mixed driving we regularly saw well over 70mpg. The system is very well integrated, featuring proper regen braking and the ability to fast charge at up to 55kW. It also wears comfort suspension (which pairs coil springs up front with self-levelling air at the rear) even in the standard AMG Line trim, so it’s softer than the internal combustion cars. If you’re not sure about a move to full electric, this is a very happy halfway house.

Anything else worth mentioning?

Yes, the brakes. This would have to be our main grumble with the fifth-gen C-Class. All versions get a long-travel pedal, so pad doesn’t actually meet disc until you’re quite a long way into it. Then when it does bite it’s a bit abrupt, meaning you come to a halt more quickly and aggressively than you intended. Not exactly confidence-inspiring when you’re steaming into a tight bend, nor particularly smooth until you’ve got your eye in. And it’s even the same for the PHEV with its regen and friction combo. Shame.

# data[].attributes.field_cars_editor_title
Mercedes-Benz C-Class review: don’t give up on saloons just yet

# data[].attributes.field_cars_inside.value
Look familiar? The C-Class's cabin looks as though it was lifted straight from the latest S-Class. Yup – the tech trickle-down used to take years, now it’s down to mere months.

That big, 11.9-inch portrait touchscreen, which is standard across the range and canted slightly towards the driver, could so easily have been complicated and tricky to use. But it’s actually quite intuitive to operate. Not as intuitive as BMW’s iDrive, with its rotary controller and previously separate climate controls, but for a touchscreen it’s not bad at all.

On the move it’s easier to use Merc’s voice assistant, which gets cleverer with every generation and nowadays isn’t far off Alexa or Siri. There’s also the obligatory Apple CarPlay/Android Auto. Pity about the many finickity touchpads on the steering wheel though, which every so often fail to register your prods and swipes.

Material quality is hit and miss: the bits you touch most are good, but the plastics lower down the dashboard and around the glove box feel more A-Class than C-Class.

What else do I need to know?

It’s probably helpful here if we pick out some of the options that are included as you step up the trim levels. For example, the entry-level AMG Line includes a reversing camera, but the AMG Line Premium and Premium Plus improve on that with a 360-degree camera and assisted parking.

The top-spec Premium Plus also adds a fancy Burmester surround sound system and a head-up display, while all but the entry level trims get Merc’s augmented reality navigation.

Is it comfortable?

Yup, the AMG sports seats are great and the driving position pretty spot on. This is a quiet cabin, too, with little wind- or tyre-roar. Doesn’t feel like as much of a sensory deprivation chamber as the ludicrously refined Audi A4, but it’s really very good.

What's it like in the back?

Relative to its competitors, the C-Class Saloon is short on space in the back and boot. It’s better and physically bigger in every respect than the old C-Class, but leg- and headroom for those sat in the rear seats is only OK and at 455 litres the boot is not only smaller than a 3 Series’, but smaller than a Mercedes CLA’s too. Oh, and if you go for the plug-in hybrid the big battery will eat into that space, so you’re looking at just 315 litres.

# data[].attributes.field_cars_inside.processed
Look familiar? The C-Class's cabin looks as though it was lifted straight from the latest S-Class. Yup – the tech trickle-down used to take years, now it’s down to mere months.

That big, 11.9-inch portrait touchscreen, which is standard across the range and canted slightly towards the driver, could so easily have been complicated and tricky to use. But it’s actually quite intuitive to operate. Not as intuitive as BMW’s iDrive, with its rotary controller and previously separate climate controls, but for a touchscreen it’s not bad at all.

On the move it’s easier to use Merc’s voice assistant, which gets cleverer with every generation and nowadays isn’t far off Alexa or Siri. There’s also the obligatory Apple CarPlay/Android Auto. Pity about the many finickity touchpads on the steering wheel though, which every so often fail to register your prods and swipes.

Material quality is hit and miss: the bits you touch most are good, but the plastics lower down the dashboard and around the glove box feel more A-Class than C-Class.

What else do I need to know?

It’s probably helpful here if we pick out some of the options that are included as you step up the trim levels. For example, the entry-level AMG Line includes a reversing camera, but the AMG Line Premium and Premium Plus improve on that with a 360-degree camera and assisted parking.

The top-spec Premium Plus also adds a fancy Burmester surround sound system and a head-up display, while all but the entry level trims get Merc’s augmented reality navigation.

Is it comfortable?

Yup, the AMG sports seats are great and the driving position pretty spot on. This is a quiet cabin, too, with little wind- or tyre-roar. Doesn’t feel like as much of a sensory deprivation chamber as the ludicrously refined Audi A4, but it’s really very good.

What's it like in the back?

Relative to its competitors, the C-Class Saloon is short on space in the back and boot. It’s better and physically bigger in every respect than the old C-Class, but leg- and headroom for those sat in the rear seats is only OK and at 455 litres the boot is not only smaller than a 3 Series’, but smaller than a Mercedes CLA’s too. Oh, and if you go for the plug-in hybrid the big battery will eat into that space, so you’re looking at just 315 litres.

# data[].attributes.field_cars_owning.value
The new Benz costs a little more than the car it replaces and so is a little more costly than its arch-rivals – the BMW 3 Series, Audi A4 and to a lesser extent the Alfa Romeo Giulia and Jaguar XE.

Prices start from £45,165 OTR for the entry-level AMG Line petrol C200, but the big touchscreen is standard across the range, as is wireless Apple CarPlay/charging, heated leather seats, LED headlights, blind-spot monitoring and a rear-view camera.

AMG Line also brings with it big wheels (18-inchers are standard in the UK), schporty trim and more and more kit as the price climbs. For an extra £3,000-ish you get AMG Line Premium trim (starting from £48,555) featuring such luxuries as digital headlights, a head-up display and a 360-degree parking camera. Top of the tree is AMG Line Premium Plus which’ll set you back at least £52,555. That adds 19-inch wheels and the fancy Burmester stereo system.

As previously mentioned, you’ve a choice of four mild-hybrid engines, in the form of two petrols – the 1.5-litre C200 and 2.0-litre C300 – and two diesels – the 2.0-litre C220d and C300d. However, there’s now also a petrol plug-in hybrid, starting from just north of £50k. Click back to the ‘Driving’ section for more.

Monthly payments for the entry-level petrol start at around £535, and the diesel £575 respectively. You’re looking at around £625 and £670 for the upper petrol and diesels models, on a three-year agreement with a six-month down payment.

Our choice? The C220d is sorely tempting – it’s the current best-selling C-Class engine, and for good reason – but if you can, we’d urge you to have a look at the C300e. It is obviously more expensive to buy outright, but for business users emissions of just 17g/km make it a great choice and this is one of those rare hybrids that actually works as well in reality as it does on paper.

Equipment levels are good, too – 12.3-inch digital driver display, 11.9-inch central display, MBUX infotainment system, heated seats, wireless phone charging and more – plenty to keep you happy. Expect to pay around £700 on lease. Tempting.

# data[].attributes.field_cars_owning.processed
The new Benz costs a little more than the car it replaces and so is a little more costly than its arch-rivals – the BMW 3 Series, Audi A4 and to a lesser extent the Alfa Romeo Giulia and Jaguar XE.

Prices start from £45,165 OTR for the entry-level AMG Line petrol C200, but the big touchscreen is standard across the range, as is wireless Apple CarPlay/charging, heated leather seats, LED headlights, blind-spot monitoring and a rear-view camera.

AMG Line also brings with it big wheels (18-inchers are standard in the UK), schporty trim and more and more kit as the price climbs. For an extra £3,000-ish you get AMG Line Premium trim (starting from £48,555) featuring such luxuries as digital headlights, a head-up display and a 360-degree parking camera. Top of the tree is AMG Line Premium Plus which’ll set you back at least £52,555. That adds 19-inch wheels and the fancy Burmester stereo system.

As previously mentioned, you’ve a choice of four mild-hybrid engines, in the form of two petrols – the 1.5-litre C200 and 2.0-litre C300 – and two diesels – the 2.0-litre C220d and C300d. However, there’s now also a petrol plug-in hybrid, starting from just north of £50k. Click back to the ‘Driving’ section for more.

Monthly payments for the entry-level petrol start at around £535, and the diesel £575 respectively. You’re looking at around £625 and £670 for the upper petrol and diesels models, on a three-year agreement with a six-month down payment.

Our choice? The C220d is sorely tempting – it’s the current best-selling C-Class engine, and for good reason – but if you can, we’d urge you to have a look at the C300e. It is obviously more expensive to buy outright, but for business users emissions of just 17g/km make it a great choice and this is one of those rare hybrids that actually works as well in reality as it does on paper.

Equipment levels are good, too – 12.3-inch digital driver display, 11.9-inch central display, MBUX infotainment system, heated seats, wireless phone charging and more – plenty to keep you happy. Expect to pay around £700 on lease. Tempting.

# data[].attributes.field_cars_stand_first
The new fifth-gen C-Class gets tech from its big brother, plus plug-in hybrid power. How does it stack up?

# data[].attributes.field_cars_verdict.value
The new C-Class is a handsome and capable car, more closely aligned to the Audi A4’s comfort, refinement and quality than the BMW 3 Series’ dynamism. It looks upmarket and has a sophisticated, comfortable cabin packed with S-Class-grade tech. The engines aren’t the most satisfying to use, but they are efficient, and the plug-in hybrid sets new standards for the class. If you can stretch to it, that or the more powerful diesel would be the one to have.

That said the brakes are a bit odd, it’s not particularly spacious relative to its competitors and parts of the dashboard and interior trim feel a little cheap. If you can look past all that, it’s an assured choice.

# data[].attributes.field_cars_verdict.processed
The new C-Class is a handsome and capable car, more closely aligned to the Audi A4’s comfort, refinement and quality than the BMW 3 Series’ dynamism. It looks upmarket and has a sophisticated, comfortable cabin packed with S-Class-grade tech. The engines aren’t the most satisfying to use, but they are efficient, and the plug-in hybrid sets new standards for the class. If you can stretch to it, that or the more powerful diesel would be the one to have.

That said the brakes are a bit odd, it’s not particularly spacious relative to its competitors and parts of the dashboard and interior trim feel a little cheap. If you can look past all that, it’s an assured choice.

# data[].attributes.field_cars_verdict_against
Odd brakes, not as spacious as some competitors, some cabin materials not up to scratch

# data[].attributes.field_cars_verdict_for
Refined diesel engine, comfortable cabin loaded with S-Class-grade tech

# data[].attributes.field_cars_verdict_text
It looks upmarket and has a sophisticated, comfortable cabin packed with S-Class-grade tech

# data[].attributes.field_cars_what_is_it.value
It’s the Mercedes-Benz C-Class saloon – still a hugely significant car for the three-pointed star despite the world’s obsession with SUVs. Heck, Merc sold 2.5 million examples of the previous fourth generation C-Class between 2014 and 2021.

So, what’s new for the fifth gen? Not the platform – the new C sits on a heavily revised version of the outgoing car’s underpinnings, but is physically bigger in every respect bar height. Significantly the new C borrows much tech from the current-gen S-Class, including the basic layout and concept of its interior. The engines are all hybridised in some form or another but only come with four-cylinders, even when you make the step up to the AMG-ified C43 and C63 these days). The choice in the standard C-Class range that we’ll cover here is between a mild-hybrid petrol, a mild-hybrid diesel and a plug-in hybrid petrol.

Rivals? The BMW 3 Series and Audi A4 are still the big two, but there's also the Alfa Romeo Giulia and Jaguar XE to think about. New-age EV rivals keep cropping up every day too, so you might consider things like the Tesla Model 3, the Volkswagen ID.7, the Hyundai Ioniq 6 and even the Polestar 2.

Wait, so it has the same interior as the S-Class?

Yup, the basic architecture of the new C’s dashboard is shared with Merc’s luxurious flagship. The 11.9-inch portrait touchscreen, pinched directly from the S-Class and standard on all UK cars, is pretty intuitive and packed with too many features to list. Merc’s ‘Hey Mercedes’ voice assistant gets cleverer with every generation (it’s not quite Alexa, but it’s not bad), and is the safest way of operating the system while you’re driving. Over-the-air updates mean the system ought to get better as time goes by, too.

You’d expect a Mercedes to be comfortable, and the C-Class doesn’t disappoint. The seats and driving position are spot-on and it’s very quiet. Pity some of the interior materials let the ambience down, and that despite being generally bigger than its predecessor, it isn’t very spacious relative to its competition. More on all that in the ‘Interior’ section.

How does it handle itself?

The big shift with this latest generation is the focus on comfort. The ride is notably softer and more pillowy than the BMW 3 Series, particularly if you go for the C300e plug-in hybrid with its standard comfort suspension. All the mild-hybrids in the UK come in some variation of AMG Line trim with sports suspension that’s 15mm lower than standard, but if you want driver reward, the BMW is still the car to have.

The Mercedes is the one for consuming distance and whiling away the hours. It’s happy on motorways and well cushioned on B-roads. It’s still a shame that UK cars aren’t available with the adaptive dampers our European counterparts get, nor the rear-wheel steering, but neither is a deal breaker. This is a smooth, confident, capable car to drive – a bit woolly when pushed, but good at the stuff that actually matters in this class. Full details on the ‘Driving’ tab.

Any more info on those engines?

Let’s run through the full range (excluding the aforementioned AMGs) available in the UK, shall we? If you want to fill up from the black pump, you’ll be choosing between the C220d and the C300d. Both pair 2.0-litre four-cylinder diesel engines with nine-speed automatic gearboxes, but while the C220d makes do with just 194bhp, the C300d gets a much healthier 261bhp and transforms into the engine into arguably one of the finest 2.0-litre diesels you can buy right now. Refined and punchy – a great match for the C-Class and its auto box, if not as lovely as the BMW 330d’s straight-six. Both of those engines are mild-hybrids, featuring a 48-volt battery and integrated starter/generator motor that recoups energy lost under braking, using it to assist the engine at start up and when accelerating.

Two of the petrols use that same mild-hybrid tech – the C200 pairs it with a 1.5-litre four-pot that makes 201bhp, while the C300 is a 2.0-litre with 254bhp. Again, both send that power through nine-speed auto gearboxes.

[node:field_onward_journey_card-themed]

And finally, there’s the option of a petrol plug-in hybrid with an impressive electric range of up to 70 miles. This is the C300e, and it pairs yet another 2.0-litre four-cylinder with a 25.4kWh battery and a 127bhp electric motor for a combined total of 309bhp when both power sources are working together. The electrics are better integrated here than they are in most equivalent plug-in hybrids, with good functionality and genuinely useful range.

How much does it cost?

Great question. Prices start from a hefty £45,165 OTR for the entry-level petrol C200 in AMG Line trim, making it slightly more expensive than its counterparts from BMW and Audi.

From thereon, trim levels follow the typical Mercedes formula, with AMG Line Premium bringing more kit and setting you back an extra £3,000 or so. AMG Line Premium Plus is the top trim level on our shores and starts from £52,555, but if you want that in plug-in hybrid form then you’ll need to stretch to £59,025. Yikes.

Oh, and if you’re wondering whether you can have the C-Class with a bigger boot, don’t fear because the estate is still available and you can read our full review by clicking these blue words.

# data[].attributes.field_cars_what_is_it.processed
It’s the Mercedes-Benz C-Class saloon – still a hugely significant car for the three-pointed star despite the world’s obsession with SUVs. Heck, Merc sold 2.5 million examples of the previous fourth generation C-Class between 2014 and 2021.

So, what’s new for the fifth gen? Not the platform – the new C sits on a heavily revised version of the outgoing car’s underpinnings, but is physically bigger in every respect bar height. Significantly the new C borrows much tech from the current-gen S-Class, including the basic layout and concept of its interior. The engines are all hybridised in some form or another but only come with four-cylinders, even when you make the step up to the AMG-ified C43 and C63 these days). The choice in the standard C-Class range that we’ll cover here is between a mild-hybrid petrol, a mild-hybrid diesel and a plug-in hybrid petrol.

Rivals? The BMW 3 Series and Audi A4 are still the big two, but there's also the Alfa Romeo Giulia and Jaguar XE to think about. New-age EV rivals keep cropping up every day too, so you might consider things like the Tesla Model 3, the Volkswagen ID.7, the Hyundai Ioniq 6 and even the Polestar 2.

Wait, so it has the same interior as the S-Class?

Yup, the basic architecture of the new C’s dashboard is shared with Merc’s luxurious flagship. The 11.9-inch portrait touchscreen, pinched directly from the S-Class and standard on all UK cars, is pretty intuitive and packed with too many features to list. Merc’s ‘Hey Mercedes’ voice assistant gets cleverer with every generation (it’s not quite Alexa, but it’s not bad), and is the safest way of operating the system while you’re driving. Over-the-air updates mean the system ought to get better as time goes by, too.

You’d expect a Mercedes to be comfortable, and the C-Class doesn’t disappoint. The seats and driving position are spot-on and it’s very quiet. Pity some of the interior materials let the ambience down, and that despite being generally bigger than its predecessor, it isn’t very spacious relative to its competition. More on all that in the ‘Interior’ section.

How does it handle itself?

The big shift with this latest generation is the focus on comfort. The ride is notably softer and more pillowy than the BMW 3 Series, particularly if you go for the C300e plug-in hybrid with its standard comfort suspension. All the mild-hybrids in the UK come in some variation of AMG Line trim with sports suspension that’s 15mm lower than standard, but if you want driver reward, the BMW is still the car to have.

The Mercedes is the one for consuming distance and whiling away the hours. It’s happy on motorways and well cushioned on B-roads. It’s still a shame that UK cars aren’t available with the adaptive dampers our European counterparts get, nor the rear-wheel steering, but neither is a deal breaker. This is a smooth, confident, capable car to drive – a bit woolly when pushed, but good at the stuff that actually matters in this class. Full details on the ‘Driving’ tab.

Any more info on those engines?

Let’s run through the full range (excluding the aforementioned AMGs) available in the UK, shall we? If you want to fill up from the black pump, you’ll be choosing between the C220d and the C300d. Both pair 2.0-litre four-cylinder diesel engines with nine-speed automatic gearboxes, but while the C220d makes do with just 194bhp, the C300d gets a much healthier 261bhp and transforms into the engine into arguably one of the finest 2.0-litre diesels you can buy right now. Refined and punchy – a great match for the C-Class and its auto box, if not as lovely as the BMW 330d’s straight-six. Both of those engines are mild-hybrids, featuring a 48-volt battery and integrated starter/generator motor that recoups energy lost under braking, using it to assist the engine at start up and when accelerating.

Two of the petrols use that same mild-hybrid tech – the C200 pairs it with a 1.5-litre four-pot that makes 201bhp, while the C300 is a 2.0-litre with 254bhp. Again, both send that power through nine-speed auto gearboxes.

And finally, there’s the option of a petrol plug-in hybrid with an impressive electric range of up to 70 miles. This is the C300e, and it pairs yet another 2.0-litre four-cylinder with a 25.4kWh battery and a 127bhp electric motor for a combined total of 309bhp when both power sources are working together. The electrics are better integrated here than they are in most equivalent plug-in hybrids, with good functionality and genuinely useful range.

How much does it cost?

Great question. Prices start from a hefty £45,165 OTR for the entry-level petrol C200 in AMG Line trim, making it slightly more expensive than its counterparts from BMW and Audi.

From thereon, trim levels follow the typical Mercedes formula, with AMG Line Premium bringing more kit and setting you back an extra £3,000 or so. AMG Line Premium Plus is the top trim level on our shores and starts from £52,555, but if you want that in plug-in hybrid form then you’ll need to stretch to £59,025. Yikes.

Oh, and if you’re wondering whether you can have the C-Class with a bigger boot, don’t fear because the estate is still available and you can read our full review by clicking these blue words.

# data[].attributes.field_cars_what_we_say
Hugely comfortable, impressively equipped and assured to drive. The new C-Class ticks a lot of boxes

# data[].attributes.field_cars_wildcard_text
Yes, a Kia that takes on Mercedes. The Stinger is flawed but fun, and a credible alternative

# data[].attributes.metatag[].attributes.content
Volkswagen Golf Estate Review | Top Gear

# data[].attributes.metatag[].attributes.content
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.metatag[].attributes.content
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.metatag[].attributes.content
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.metatag[].attributes.content
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.metatag[].attributes.content.description
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.metatag[].attributes.content.reviewBody[]
this is more than just a comprehensive and clever facelift. The Golf MkVII really is an all-new car. But instead of radically redesigning it

# data[].attributes.metatag[].attributes.content.reviewBody[]
VW has come up with... a Golf. When you’ve sold 29 million of ‘em

# data[].attributes.metatag[].attributes.content.reviewBody[]
you don’t throw away a formula that’s so successful. Instead

# data[].attributes.metatag[].attributes.content.reviewBody[]
you improve it. Which is why no stone has been left unturned in the pursuit of perfection.This is the new Golf Estate. Volkswagen has long-tried with family estate cars without ever getting it right. Surprising

# data[].attributes.metatag[].attributes.content.reviewBody[]
given how good the Golf hatch is. Finally

# data[].attributes.metatag[].attributes.content.reviewBody[]
here's one that looks to have hit the nail on the head. Out goes the unfortunate rear-end droop

# data[].attributes.metatag[].attributes.content.description
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.field_cars_driving.value
As with the hatch, the headline here is the ride, which is little short of a revelation. It absorbs, isolates and simply glides above the disturbance of Britain’s knackered roads. Yet, with less weight up front and all-new suspension, the chassis also delivers more feedback and grip than you may expect from such a supple ride. Sure, you’d never call it agile, but for progression and precision, it’s fine – albeit better on higher-end multi-link rear suspension than the penny-pinching torsion bar setup of lesser cars.

The new Golf Estate shares its engine line-up with the hatch. There are some interesting new engines along with the familiar (and still able) TSIs and TDIs from the old one. The 150bhp 1.4 TSI ACT is most meritorious, with an ingenious cylinder shut-off feature that lets it run as a two-pot when power demand is low. You can just about tell when it’s doing so but the transition is buttery smooth, and it really does offer the best of both petrol and diesel.

# data[].attributes.field_cars_driving.processed
As with the hatch, the headline here is the ride, which is little short of a revelation. It absorbs, isolates and simply glides above the disturbance of Britain’s knackered roads. Yet, with less weight up front and all-new suspension, the chassis also delivers more feedback and grip than you may expect from such a supple ride. Sure, you’d never call it agile, but for progression and precision, it’s fine – albeit better on higher-end multi-link rear suspension than the penny-pinching torsion bar setup of lesser cars.

The new Golf Estate shares its engine line-up with the hatch. There are some interesting new engines along with the familiar (and still able) TSIs and TDIs from the old one. The 150bhp 1.4 TSI ACT is most meritorious, with an ingenious cylinder shut-off feature that lets it run as a two-pot when power demand is low. You can just about tell when it’s doing so but the transition is buttery smooth, and it really does offer the best of both petrol and diesel.

# data[].attributes.field_cars_inside.value
Golfs have been defined by their interiors for years and this one doesn’t disappoint. It delivers a real sense of calm, orderly wellbeing but, thanks to the new platform, also has a lower and comfier driving position, better layout and generally makes smarter use of the space on offer.

The boot is a commodious 605-litres, and rear-seat space is excellent for the class.

# data[].attributes.field_cars_inside.processed
Golfs have been defined by their interiors for years and this one doesn’t disappoint. It delivers a real sense of calm, orderly wellbeing but, thanks to the new platform, also has a lower and comfier driving position, better layout and generally makes smarter use of the space on offer.

The boot is a commodious 605-litres, and rear-seat space is excellent for the class.

# data[].attributes.field_cars_owning.value
Because it’s lighter, the new Golf is yet more fuel efficient. The cut-above prices remain but you get even more for your money. As it’s cheaper to run and safer, it’s hard to see how any rival can compete.

# data[].attributes.field_cars_owning.processed
Because it’s lighter, the new Golf is yet more fuel efficient. The cut-above prices remain but you get even more for your money. As it’s cheaper to run and safer, it’s hard to see how any rival can compete.

# data[].attributes.field_cars_verdict_for
Vast improvement: practical and good to own

# data[].attributes.field_cars_verdict_text
It's taken Volkswagen a surprising amount of time to get here, but finally we have a Golf Estate that's up with the best.

# data[].attributes.field_cars_what_is_it.value
Unlike the outgoing Golf MkVI, this is more than just a comprehensive and clever facelift. The Golf MkVII really is an all-new car. But instead of radically redesigning it, VW has come up with... a Golf. When you’ve sold 29 million of ‘em, you don’t throw away a formula that’s so successful. Instead, you improve it. Which is why no stone has been left unturned in the pursuit of perfection.

This is the new Golf Estate. Volkswagen has long-tried with family estate cars without ever getting it right. Surprising, given how good the Golf hatch is. Finally, here's one that looks to have hit the nail on the head. Out goes the unfortunate rear-end droop, in comes crisp, sharp-edged and contemporary.

# data[].attributes.field_cars_what_is_it.processed
Unlike the outgoing Golf MkVI, this is more than just a comprehensive and clever facelift. The Golf MkVII really is an all-new car. But instead of radically redesigning it, VW has come up with... a Golf. When you’ve sold 29 million of ‘em, you don’t throw away a formula that’s so successful. Instead, you improve it. Which is why no stone has been left unturned in the pursuit of perfection.

This is the new Golf Estate. Volkswagen has long-tried with family estate cars without ever getting it right. Surprising, given how good the Golf hatch is. Finally, here's one that looks to have hit the nail on the head. Out goes the unfortunate rear-end droop, in comes crisp, sharp-edged and contemporary.

# data[].attributes.field_cars_what_we_say
All-new Golf Estate doesn't just look much better: it's now one of the family estate sector's best buys

# data[].attributes.field_cars_wildcard_text
In fairly basic spec, the Superb (and not just by name) Estate is not that much more money than a Golf. This is the answer if you need as much space as possible for as little cash

# data[].attributes.metatag[].attributes.content
It's good-looking, well-built and well-sorted coupe with power and classless appeal. It's an awesome machine. Read the full Top Gear review here.

# data[].attributes.metatag[].attributes.content
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome, though

# data[].attributes.metatag[].attributes.content
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome, though

# data[].attributes.metatag[].attributes.content
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome, though

# data[].attributes.metatag[].attributes.content.description[]
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome

# data[].attributes.metatag[].attributes.content.reviewBody[]
that it is Volkswagen shamelessly pillaging its back catalogue. A couple even postulate it is simply a Golf GTI in a little black dress.Whatever. It’s ruddy good

# data[].attributes.metatag[].attributes.content.reviewBody[]
is what it is. The Scirocco retains the funky spirit of the original but blends this with modern practicality and driving satisfaction. Indeed

# data[].attributes.metatag[].attributes.content.reviewBody[]
Volkswagen has now enhanced this with the facelifted model

# data[].attributes.metatag[].attributes.content.description[]
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome

# data[].attributes.field_cars_driving.value
Essentially, you get three engines – a 1.4-litre and 2.0-litre petrol, and a 2.0-litre diesel – in various guises. The smaller four-pot is available in lively 125bhp guise, while the cooking 2.0-litre turbocharged TSI offer either 180bhp (replacing the old 160bhp 1.4) or a meaty 220bhp - the latter with a 6.3 second 0–62mph dash and a top speed of 153mph. Tasty.

Sadly, the noise and power delivery still lack the performance edge the empirical data proves, but you’ll make effortless progress nonetheless. The 210bhp 2.0-litre TSI is essentially a Golf GTI, but seems quicker and feels like a car for all situations. All but base ‘Rocs get VW’s excellent adaptive chassis control, which has three settings and adjusts throttle response, steering and damping. And it works a treat. You still get the same VW driving vibe – sure-footedness, accurate steering, plenty of grip – but it’s basically 25 per cent better than the GTI. Little body roll and crisp turn-in make this a proper driver’s tool, without actually making you look like one.

# data[].attributes.field_cars_driving.processed
Essentially, you get three engines – a 1.4-litre and 2.0-litre petrol, and a 2.0-litre diesel – in various guises. The smaller four-pot is available in lively 125bhp guise, while the cooking 2.0-litre turbocharged TSI offer either 180bhp (replacing the old 160bhp 1.4) or a meaty 220bhp - the latter with a 6.3 second 0–62mph dash and a top speed of 153mph. Tasty.

Sadly, the noise and power delivery still lack the performance edge the empirical data proves, but you’ll make effortless progress nonetheless. The 210bhp 2.0-litre TSI is essentially a Golf GTI, but seems quicker and feels like a car for all situations. All but base ‘Rocs get VW’s excellent adaptive chassis control, which has three settings and adjusts throttle response, steering and damping. And it works a treat. You still get the same VW driving vibe – sure-footedness, accurate steering, plenty of grip – but it’s basically 25 per cent better than the GTI. Little body roll and crisp turn-in make this a proper driver’s tool, without actually making you look like one.

# data[].attributes.field_cars_inside.value
If you’ve ever sat inside a modern VW, you’ve sat inside the Scirocco. Where Volkswagen innovates with chassis, it stagnates with interior design. Everything is bolted together beautifully and falls to hand easily, though. Room in the back is generous for something of this size and the boot is of adequate size (312 litres). But visibility out the back is poor and rear headroom stinks. Still, the driving position is spot on and the controls feel lovely.

# data[].attributes.field_cars_inside.processed
If you’ve ever sat inside a modern VW, you’ve sat inside the Scirocco. Where Volkswagen innovates with chassis, it stagnates with interior design. Everything is bolted together beautifully and falls to hand easily, though. Room in the back is generous for something of this size and the boot is of adequate size (312 litres). But visibility out the back is poor and rear headroom stinks. Still, the driving position is spot on and the controls feel lovely.

# data[].attributes.field_cars_owning.value
The 184bhp 2.0-litre diesel returns 54.2mpg and emits 115g/km of CO2 – while still recording a 0–62mph time of 7.5 seconds – while the 2.0 TDI 140 diesel emits a fleet-friendly 109g/km and averages 67.3mpg. With a base price of £20k for the entry-level 125bhp 1.4-litre TSI and rock-solid residuals, the Scirocco actually soothes the painful-throbbing-vein part of coupe ownership (although sat nav is no longer standard on all).

We love the latest R-Line trim, particularly in facelift guise: R looks, without the price tag or lack of diesel. It’s not even all that expensive, although prices have gone up with the facelift. Those fuel economy savings could just offset it.

# data[].attributes.field_cars_owning.processed
The 184bhp 2.0-litre diesel returns 54.2mpg and emits 115g/km of CO2 – while still recording a 0–62mph time of 7.5 seconds – while the 2.0 TDI 140 diesel emits a fleet-friendly 109g/km and averages 67.3mpg. With a base price of £20k for the entry-level 125bhp 1.4-litre TSI and rock-solid residuals, the Scirocco actually soothes the painful-throbbing-vein part of coupe ownership (although sat nav is no longer standard on all).

We love the latest R-Line trim, particularly in facelift guise: R looks, without the price tag or lack of diesel. It’s not even all that expensive, although prices have gone up with the facelift. Those fuel economy savings could just offset it.

# data[].attributes.field_cars_verdict_against
It's a Golf GTI underneath, rear space is compromised 

# data[].attributes.field_cars_verdict_for
Good-looking, well-built and well-sorted coupe with power and classless appeal

# data[].attributes.field_cars_verdict_text
Not a marketing exercise but an awesome machine.

# data[].attributes.field_cars_what_is_it.value
Some say it is an icon reborn. Others, that it is Volkswagen shamelessly pillaging its back catalogue. A couple even postulate it is simply a Golf GTI in a little black dress.

Whatever. It’s ruddy good, is what it is. The Scirocco retains the funky spirit of the original but blends this with modern practicality and driving satisfaction. Indeed, Volkswagen has now enhanced this with the facelifted model, adding further polish to the package.

# data[].attributes.field_cars_what_is_it.processed
Some say it is an icon reborn. Others, that it is Volkswagen shamelessly pillaging its back catalogue. A couple even postulate it is simply a Golf GTI in a little black dress.

Whatever. It’s ruddy good, is what it is. The Scirocco retains the funky spirit of the original but blends this with modern practicality and driving satisfaction. Indeed, Volkswagen has now enhanced this with the facelifted model, adding further polish to the package.

# data[].attributes.field_cars_what_we_say
It's been said the Scirocco is a tarted up Golf GTI. Possibly. Doesn't stop it being awesome, though

# data[].attributes.field_cars_wildcard_text
Maybe you're a bit weird and want another car named after a wind. Go bag yourself a Pagani Zonda, then

# data[].attributes.field_metatag
a:2:{s:11:"description";s:145:"It's good-looking, well-built and well-sorted coupe with power and classless appeal. It's an awesome machine. Read the full Top Gear review here.";s:9:"fb_app_id";s:12:"282681245570";}

# data[].attributes.metatag[].attributes.content
Top Gear reviews the Dacia Sandero. Makes no promises it cannot keep, and absolutely nails the brief Renault/Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement. TG review inside.

# data[].attributes.metatag[].attributes.content
Makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.metatag[].attributes.content
Makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.metatag[].attributes.content
Makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.metatag[].attributes.content.description[]
and absolutely nails the brief Dacia set for it: simple

# data[].attributes.metatag[].attributes.content.description[]
spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.metatag[].attributes.content[]
"description":"Makes no promises it cannot keep

# data[].attributes.metatag[].attributes.content[]
and absolutely nails the brief Dacia set for it: simple

# data[].attributes.metatag[].attributes.content[]
spacious motoring for pennies on the pound. Now with added refinement"

# data[].attributes.field_cars_driving.value
The Sandero is only available with the one engine option these days: the ‘TCe 90’ turbocharged 1.0-litre with 89bhp, twinned with a six-speed manual gearbox. There is no diesel, because diesels are complicated and expensive, but you can instead try the ever so slightly more powerful (but no faster) ‘Bi-Fuel’ version - which allows the 1.0-litre turbo to run on LPG stored in a tank located where the spare wheel would otherwise have been. The CVT auto appears to have been deleted.

However, the TCe 90 in the regular Sandero is just fine. With a 0-62mph figure of 11.7 seconds in manual guise, it is far from fast. However, there’s something to be said for wringing out what little power there is on a motorway sliproad, and there’s a level of entertainment to be found in selecting the right ratio on the rare occasion you get a sniff of an overtake.

It sounds like you’re overselling it…

You’re right, this isn’t a driver's car by any stretch of the imagination. But when you’ve got so little power under your right foot, you become less interested in gathering momentum and more focused on maintaining the momentum you’ve already got. And that’s, y’know, an interesting way to drive.

We digress. This latest Sandero feels peppier than the old car. Whether that’s down to a recalibration or shorter gearing (the previous gen only ever had a five-speed gearbox, whereas the new car has six) isn’t clear.

Is 89bhp enough power for me to get by?

Oh it’s more than enough power for the day-to-day, with no annoying peaks or troughs in the power delivery (though it does run out of puff at the top end), it doesn’t make too much noise and the noise it does make isn’t unpleasant. The new gearbox is a bit whiny but smooth and easy-going. And the brakes work (which may be a relief to some given the price).

Cornering isn’t the least bit sporty either, of course. The Sandero rolls, but the steering is light and easy and the ride copes well enough with Britain’s uniquely terrible B-roads. It’s very easy to drive smoothly, despite a hazy clutch pedal and poor throttle calibration.

Understood. There must be some nasty surprises in a car this cheap?

You’d think so, but there aren’t really. It’s a tidy, comfy, grown-up car to potter around in with a deal more finesse than its price tag would suggest. Even works on the motorway, where the new Sandero is noticeably more refined and stable than the old one. Bit of wind noise sure, but nothing the radio won’t drown out.

Dacia says the new, more rigid platform and new engine mounts mean fewer vibrations are transmitted into the cabin. It’s quieter in there too, thanks to more sound-deadening materials and better aerodynamics. While there is still more road and tyre noise than you’d get in a Fiesta or Polo, it really isn’t bad.

# data[].attributes.field_cars_driving.processed
The Sandero is only available with the one engine option these days: the ‘TCe 90’ turbocharged 1.0-litre with 89bhp, twinned with a six-speed manual gearbox. There is no diesel, because diesels are complicated and expensive, but you can instead try the ever so slightly more powerful (but no faster) ‘Bi-Fuel’ version - which allows the 1.0-litre turbo to run on LPG stored in a tank located where the spare wheel would otherwise have been. The CVT auto appears to have been deleted.

However, the TCe 90 in the regular Sandero is just fine. With a 0-62mph figure of 11.7 seconds in manual guise, it is far from fast. However, there’s something to be said for wringing out what little power there is on a motorway sliproad, and there’s a level of entertainment to be found in selecting the right ratio on the rare occasion you get a sniff of an overtake.

It sounds like you’re overselling it…

You’re right, this isn’t a driver's car by any stretch of the imagination. But when you’ve got so little power under your right foot, you become less interested in gathering momentum and more focused on maintaining the momentum you’ve already got. And that’s, y’know, an interesting way to drive.

We digress. This latest Sandero feels peppier than the old car. Whether that’s down to a recalibration or shorter gearing (the previous gen only ever had a five-speed gearbox, whereas the new car has six) isn’t clear.

Is 89bhp enough power for me to get by?

Oh it’s more than enough power for the day-to-day, with no annoying peaks or troughs in the power delivery (though it does run out of puff at the top end), it doesn’t make too much noise and the noise it does make isn’t unpleasant. The new gearbox is a bit whiny but smooth and easy-going. And the brakes work (which may be a relief to some given the price).

Cornering isn’t the least bit sporty either, of course. The Sandero rolls, but the steering is light and easy and the ride copes well enough with Britain’s uniquely terrible B-roads. It’s very easy to drive smoothly, despite a hazy clutch pedal and poor throttle calibration.

Understood. There must be some nasty surprises in a car this cheap?

You’d think so, but there aren’t really. It’s a tidy, comfy, grown-up car to potter around in with a deal more finesse than its price tag would suggest. Even works on the motorway, where the new Sandero is noticeably more refined and stable than the old one. Bit of wind noise sure, but nothing the radio won’t drown out.

Dacia says the new, more rigid platform and new engine mounts mean fewer vibrations are transmitted into the cabin. It’s quieter in there too, thanks to more sound-deadening materials and better aerodynamics. While there is still more road and tyre noise than you’d get in a Fiesta or Polo, it really isn’t bad.

# data[].attributes.field_cars_editor_title
Dacia Sandero review: still cheap, even as the car market suffers

# data[].attributes.field_cars_inside.value
The old Sandero’s dashboard was functional but didn’t look as though the designers had paid much attention to it. The new car’s interior really lifts it. Material quality has improved. The plastics remain hard and scratchy, but they seem solid and well-assembled.

The design, though, is leagues ahead of what went before. The strip of textured fabric that runs the width of the dash and covers the armrests on the doors is welcome relief from all those hard plastics, while the climate controls and indicator/wiper stalks feel nice and robust.

There are three kinds of infotainment on offer. The top-spec Expression model gets the eight-inch touchscreen pictured, with a built-in mount for your phone off to one side and Apple CarPlay and Android Auto connectivity. The user-interface is straightforward and uncomplicated, and the screen responds faithfully to your prods and swipes. That said, it doesn’t do much compared to the functionality offered in more expensive superminis.

Most lesser Sanderos get a more serious phone mount instead of a centre screen. The idea is you download and run the Dacia Media Control app and do everything through that. There’s a conveniently-located USB port right next to it, so you don’t have to trail cables all over the cabin. Don’t have a smartphone? You can still control the radio etc. through the little screen between the speedometer and rev counter.

This set-up is a bit strange in the top spec model, as you've got Apple CarPlay, so it's weird to also have your phone presented front and centre on the dashboard.

There’s seating for five in the Sandero. Rear legroom is up 42mm from the old car – a six-footer can comfortably sit behind someone of the same height without their knees hard-up against the back of the front seat, which is rare in a car of this size – and the boot is bigger too. The rear seats fold, not flat, increasing capacity from 328 to 1,108-litres.

That's about the same as a Fiesta or Corsa which, need we remind you, cost much more. And far more than you get in the city cars the Sandero is priced against (Hyundai i10, Kia Picanto, Toyota Aygo, Suzuki Ignis, Fiat Panda etc).

The driving position is much improved over the old car too, as the steering wheel now offers reach AND rake adjustment.

# data[].attributes.field_cars_inside.processed
The old Sandero’s dashboard was functional but didn’t look as though the designers had paid much attention to it. The new car’s interior really lifts it. Material quality has improved. The plastics remain hard and scratchy, but they seem solid and well-assembled.

The design, though, is leagues ahead of what went before. The strip of textured fabric that runs the width of the dash and covers the armrests on the doors is welcome relief from all those hard plastics, while the climate controls and indicator/wiper stalks feel nice and robust.

There are three kinds of infotainment on offer. The top-spec Expression model gets the eight-inch touchscreen pictured, with a built-in mount for your phone off to one side and Apple CarPlay and Android Auto connectivity. The user-interface is straightforward and uncomplicated, and the screen responds faithfully to your prods and swipes. That said, it doesn’t do much compared to the functionality offered in more expensive superminis.

Most lesser Sanderos get a more serious phone mount instead of a centre screen. The idea is you download and run the Dacia Media Control app and do everything through that. There’s a conveniently-located USB port right next to it, so you don’t have to trail cables all over the cabin. Don’t have a smartphone? You can still control the radio etc. through the little screen between the speedometer and rev counter.

This set-up is a bit strange in the top spec model, as you've got Apple CarPlay, so it's weird to also have your phone presented front and centre on the dashboard.

There’s seating for five in the Sandero. Rear legroom is up 42mm from the old car – a six-footer can comfortably sit behind someone of the same height without their knees hard-up against the back of the front seat, which is rare in a car of this size – and the boot is bigger too. The rear seats fold, not flat, increasing capacity from 328 to 1,108-litres.

That's about the same as a Fiesta or Corsa which, need we remind you, cost much more. And far more than you get in the city cars the Sandero is priced against (Hyundai i10, Kia Picanto, Toyota Aygo, Suzuki Ignis, Fiat Panda etc).

The driving position is much improved over the old car too, as the steering wheel now offers reach AND rake adjustment.

# data[].attributes.field_cars_owning.value
When we tried the latest Sandero for the first time back in 2020, we began this section talking about the base-level Access model and how it cost less than £8,000. How time flies: one semiconductor shortage and much inflation later, the Access spec has disappeared from the configurator and the most affordable way into Sandero ownership is now through the Essential spec… starting from £13,795.

That’s quite a hike, but you can guarantee that rising sticker price is a result of the, er, difficult global economics we’ve seen over the last few years. And although the Sandero is no longer the cheapest car on sale, there are only a handful of cars that can claim to have it licked on price. And who pays cash up front for a car these days anyway?

The other factor to consider is that fewer than one in 100 Sanderos sold were the old entry-level spec, which did without alloy wheels, air con and central locking. Or even a radio. It was nice to have the option, but best avoided for most. And nearly everyone did.

So what do you get in Essential guise? Well it’s six-speed manual only for a start, twinned with that 1.0-litre TCe 90 engine. Still no alloy wheels either, but you do get air conditioning, painted bumpers, cruise control, a little screen in the instrument cluster (which doesn’t tell you much, in all honesty) and is compatible with the Media Control app.

With the former top-spec Comfort model also dropping off Dacia’s configurator in recent time, it’s the Expression model that assumes the mantle as the range-topper. This is a full grand pricier than the base car at £13,595, but adds 15-inch alloys, foglights, body-coloured everything, keyless entry, rear electric windows, automatic wipers, heated and electrically-adjustable mirrors, parking sensors (with a back-up camera) and the eight-inch touchscreen among other things. Timely reminder: the cheapest Ford Fiesta at the time of writing is… £17,000.

Then you’ve got the Stepway range, with its raised ride height and its tougher-looking body. Essential kicks things off at £15,295, Expression follows that at £16,295 and then Journey caps the line-up from £17,645. The latter adds automatic air con, 16in alloy wheels and an electric parking brake; Dacia, how you spoil us so.

BiK ranges between 27 and 33 per cent, and your first year’s VED bill between £175 and £215. The warranty is three years/60,000 miles but you can extend it.

As for finance, let’s take the Sandero Expression as an example: with just one month’s deposit up front you can secure one for £216 per month over four years at 5.9 per cent APR. Upgrade to the Stepway and you’ll only be looking at £20 a month more. Nice.

# data[].attributes.field_cars_owning.processed
When we tried the latest Sandero for the first time back in 2020, we began this section talking about the base-level Access model and how it cost less than £8,000. How time flies: one semiconductor shortage and much inflation later, the Access spec has disappeared from the configurator and the most affordable way into Sandero ownership is now through the Essential spec… starting from £13,795.

That’s quite a hike, but you can guarantee that rising sticker price is a result of the, er, difficult global economics we’ve seen over the last few years. And although the Sandero is no longer the cheapest car on sale, there are only a handful of cars that can claim to have it licked on price. And who pays cash up front for a car these days anyway?

The other factor to consider is that fewer than one in 100 Sanderos sold were the old entry-level spec, which did without alloy wheels, air con and central locking. Or even a radio. It was nice to have the option, but best avoided for most. And nearly everyone did.

So what do you get in Essential guise? Well it’s six-speed manual only for a start, twinned with that 1.0-litre TCe 90 engine. Still no alloy wheels either, but you do get air conditioning, painted bumpers, cruise control, a little screen in the instrument cluster (which doesn’t tell you much, in all honesty) and is compatible with the Media Control app.

With the former top-spec Comfort model also dropping off Dacia’s configurator in recent time, it’s the Expression model that assumes the mantle as the range-topper. This is a full grand pricier than the base car at £13,595, but adds 15-inch alloys, foglights, body-coloured everything, keyless entry, rear electric windows, automatic wipers, heated and electrically-adjustable mirrors, parking sensors (with a back-up camera) and the eight-inch touchscreen among other things. Timely reminder: the cheapest Ford Fiesta at the time of writing is… £17,000.

Then you’ve got the Stepway range, with its raised ride height and its tougher-looking body. Essential kicks things off at £15,295, Expression follows that at £16,295 and then Journey caps the line-up from £17,645. The latter adds automatic air con, 16in alloy wheels and an electric parking brake; Dacia, how you spoil us so.

BiK ranges between 27 and 33 per cent, and your first year’s VED bill between £175 and £215. The warranty is three years/60,000 miles but you can extend it.

As for finance, let’s take the Sandero Expression as an example: with just one month’s deposit up front you can secure one for £216 per month over four years at 5.9 per cent APR. Upgrade to the Stepway and you’ll only be looking at £20 a month more. Nice.

# data[].attributes.field_cars_stand_first
The Dacia Sandero is no longer the cheapest car money can buy, but it’s still incredible value

# data[].attributes.field_cars_verdict.value
The Dacia Sandero is, and always has been, almost comically cheap. And it continues to be as global market forces put the car market through the wringer. It makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Supermini size and space for (often sub) city car money. This latest one is much improved over the old car, with a smarter design inside and out, loads of space, more modern tech and decent road manners.

It won’t bring a smile to your face in the same way a Ford Fiesta does, but that’s fine. It’s not a car for drivers and doesn’t claim to be. Comfy enough, and gets you where you need to go without fuss or fanfare. It’s boring, and that’s a compliment. If you don’t in the least bit care about cars, this is probably what you should buy. And if you do care about cars and choose to buy something else, just be happy cheap, simple cars like the Sandero still exist.

The Sandero has been the best-selling ‘retail’ car in Europe since 2017, with over two million finding homes since 2004. On the strength of the new one, it deserves to stay at the pointy end of the sales charts.

# data[].attributes.field_cars_verdict.processed
The Dacia Sandero is, and always has been, almost comically cheap. And it continues to be as global market forces put the car market through the wringer. It makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Supermini size and space for (often sub) city car money. This latest one is much improved over the old car, with a smarter design inside and out, loads of space, more modern tech and decent road manners.

It won’t bring a smile to your face in the same way a Ford Fiesta does, but that’s fine. It’s not a car for drivers and doesn’t claim to be. Comfy enough, and gets you where you need to go without fuss or fanfare. It’s boring, and that’s a compliment. If you don’t in the least bit care about cars, this is probably what you should buy. And if you do care about cars and choose to buy something else, just be happy cheap, simple cars like the Sandero still exist.

The Sandero has been the best-selling ‘retail’ car in Europe since 2017, with over two million finding homes since 2004. On the strength of the new one, it deserves to stay at the pointy end of the sales charts.

# data[].attributes.field_cars_verdict_against
Very little that can’t be explained away by its price

# data[].attributes.field_cars_verdict_for
Smart-looking, spacious, and above all great value

# data[].attributes.field_cars_verdict_text
Makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.field_cars_what_is_it.value
When it was launched the latest version of the Dacia Sandero was the cheapest new car you could buy in the UK with prices starting from less than £8,000. Skip ahead to the present day and the entry-level Sandero is now £12.5k, losing its title to the Citroen Ami (if you can call it a car, if not, to the Kia Picanto).

Sign of the times? Probably. Although the honest little Sandero still undercuts the UK’s best-selling superminis, namely the Vauxhall Corsa and Ford Fiesta. And on the face of it neither offer much more car as the price tag premiums suggest.

How has Dacia managed that then?

See, it’s easy to build a car cheaply. You just have to cut corners. Do the bare minimum. Fashion the dashboard out of polystyrene. Beg, borrow or steal engines and platforms other manufacturers have long since mothballed. Pay the designer in ‘exposure’ and buy off-the-shelf infotainment systems. The results are usually pretty poor.

But Dacia appears to have done precisely none of those things. The new Sandero – and we’re talking all new, here – sits on the same platform as the current-generation Renault Clio and Nissan Juke. It uses efficient, modern engines compliant with the latest EU emissions standards. Most versions have a six-speed gearbox too.

It looks smart, and inside has more than enough space enough for five people and their luggage. The outgoing Sandero, which we liked very much, looked and felt cheap. This latest one just… doesn’t. Not as much, anyway. It’s bewildering.

So how is the new Sandero so inexpensive? Click here for an explainer from TG’s own Paul Horrell and Dacia’s Michel Benoussan.

Does anyone actually buy it though?

Admittedly nobody actually buys the cheapest Sandero. Less than one per cent of Sanderos bought were the entry-level Access model, and you would think it’s even less now that it’s, er, no longer on sale. Nope, the entry-spec car is now the Essential model at £13,795, and the most you can spend on the Sandero is the £14,795 it takes to land the top-spec Expression edition.

That buys you all available tech, including cruise control, Apple CarPlay and Android Auto, keyless entry, climate control and a parking camera.

What about the Stepway version?

The Sandero Stepway is a bit more expensive. About a grand spec for spec versus the normal Sandero, with prices starting at £15,295 and rising to more than £17,000 for the pricier auto. The pseudo-crossover with 174mm extra ground clearance and a more rugged-looking body accounts for 60 per cent of Sandero sales in the UK.

In size terms the new Sandero is very similar to the old one. At 4,088mm long, 1,848mm wide and 1,499 tall it’s a bit bigger than a Ford Fiesta.

In June 2022 Dacia gave the car a little facelift. It was nothing more extensive than a new logo, paint options and grille design. Mechanically it’s unchanged.

# data[].attributes.field_cars_what_is_it.processed
When it was launched the latest version of the Dacia Sandero was the cheapest new car you could buy in the UK with prices starting from less than £8,000. Skip ahead to the present day and the entry-level Sandero is now £12.5k, losing its title to the Citroen Ami (if you can call it a car, if not, to the Kia Picanto).

Sign of the times? Probably. Although the honest little Sandero still undercuts the UK’s best-selling superminis, namely the Vauxhall Corsa and Ford Fiesta. And on the face of it neither offer much more car as the price tag premiums suggest.

How has Dacia managed that then?

See, it’s easy to build a car cheaply. You just have to cut corners. Do the bare minimum. Fashion the dashboard out of polystyrene. Beg, borrow or steal engines and platforms other manufacturers have long since mothballed. Pay the designer in ‘exposure’ and buy off-the-shelf infotainment systems. The results are usually pretty poor.

But Dacia appears to have done precisely none of those things. The new Sandero – and we’re talking all new, here – sits on the same platform as the current-generation Renault Clio and Nissan Juke. It uses efficient, modern engines compliant with the latest EU emissions standards. Most versions have a six-speed gearbox too.

It looks smart, and inside has more than enough space enough for five people and their luggage. The outgoing Sandero, which we liked very much, looked and felt cheap. This latest one just… doesn’t. Not as much, anyway. It’s bewildering.

So how is the new Sandero so inexpensive? Click here for an explainer from TG’s own Paul Horrell and Dacia’s Michel Benoussan.

Does anyone actually buy it though?

Admittedly nobody actually buys the cheapest Sandero. Less than one per cent of Sanderos bought were the entry-level Access model, and you would think it’s even less now that it’s, er, no longer on sale. Nope, the entry-spec car is now the Essential model at £13,795, and the most you can spend on the Sandero is the £14,795 it takes to land the top-spec Expression edition.

That buys you all available tech, including cruise control, Apple CarPlay and Android Auto, keyless entry, climate control and a parking camera.

What about the Stepway version?

The Sandero Stepway is a bit more expensive. About a grand spec for spec versus the normal Sandero, with prices starting at £15,295 and rising to more than £17,000 for the pricier auto. The pseudo-crossover with 174mm extra ground clearance and a more rugged-looking body accounts for 60 per cent of Sandero sales in the UK.

In size terms the new Sandero is very similar to the old one. At 4,088mm long, 1,848mm wide and 1,499 tall it’s a bit bigger than a Ford Fiesta.

In June 2022 Dacia gave the car a little facelift. It was nothing more extensive than a new logo, paint options and grille design. Mechanically it’s unchanged.

# data[].attributes.field_cars_what_we_say
Makes no promises it cannot keep, and absolutely nails the brief Dacia set for it: simple, spacious motoring for pennies on the pound. Now with added refinement

# data[].attributes.field_cars_wildcard_text
We'd go into a Dacia dealer to buy a Sandero, and come out with a Duster. The off-roader is so much cooler

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The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--y5A55Mv.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--LtivXTF.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--sf7c759.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--2R7jdfO.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--FrE7unU.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--ttjygPC.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--llGWZRM.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--b4pLtUw.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--k6vq4lm.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--6p1K3hK.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--vap7ptI.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--LflH93e.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--4sbHStT.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--v8I3nPW.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.

# meta.omitted.links.item--050P9gT.meta.detail
The current user is not allowed to GET the selected resource. The 'view any unpublished content' permission is required.