13 minute read
Driven
Kia Sportage
New Sportage is a big car for Kia and it successfully hits the spot, says John Challen
It’s fair to say that Kia surprised a lot of people with the EV6. In terms of the driving experience, interior quality and equipment levels, it was a big step forward for the Korean manufacturer. Essentially, as fleets look to make the move to electric cars, Kia was dangling a very tempting carrot with EV6.
However, we’re not there yet and petrol and diesel cars are still in high demand, especially in the ever-increasing C-SUV sector. For Kia, that means the Sportage, the company’s best-seller (more than 16,000 fleet sales alone last year). Therefore, the new version carries a certain amount of expectation, regardless of how much people loved EV6.
One thing that strikes you about Sportage is how many elements from the BEV have shifted across. The infotainment and instrument screens, multi-mode control panel and the blind spot cameras have a welcoming familiarity.
Outside, there’s a bold new look, with more chrome elements as well as LED lighting. Wheel sizes range from 17-inch to 19-inch across the Sportage model range. Colour-wise, the former offers 13 different options, four new and two bespoke to Sportage. Drivers of the rangetopping GT-line S can choose a black roof, and 19 colour combinations are available.
The fifth-generation Sportage is a car created for the European market and, therefore, developed in the region. It’s built on Kia’s new N3 architecture, which features optimised wheelbase dimensions and proportions for the Continent’s roads. Beyond improving the driving experience, this new platform was also designed to add to the ownership experience. That means there’s improved luggage capacity and more head and leg room for all passengers, compared with the outgoing car.
Powertrain options for new Sportage cover standard petrol and diesels and, for the first time in Sportage, hybridised models. There’s plug-in-, mild- and standard hybrid petrol variants and a mildhybrid diesel. Each use a 1.6-litre engine, with the petrol power outputs ranging from 148hp and 250Nm (standard and MHEV) to 261hp and 350Nm (PHEV). The
diesel powertrains put out 114hp and 280Nm (standard) and 134hp and 320Nm (MHEV). Depending on the model, the CO2 emissions range from 31g/km to 154g/km on the WLTP cycle.
We sampled the petrol hybrid version –a model that is expected to be a popular choice in the UK. It’s a hybrid system that works effectively and efficiently, mated to an engine that is smooth, capable and a seamless transition between engine and hybrid powertrain. The 1.6-litre T-GDi unit works with a 59hp permanent magnet electric motor and 1.49kW Li-ion battery to give a total power output of 227hp and 350Nm.
New Sportage is a step in the right direction for Kia and the addition of alternative-fuelled versions are likely to further boost the car’s appeal. The emphasis on tailoring the car specifically for European tastes, roads and requirements will also gain Kia a lot of fans, too.
IN BRIEF
WHAT IS IT? C-SUV HOW MUCH? from £26,745 ECONOMY? 44.1mpg EMISSIONS? 146g/km
Key fleet model ‘GT-Line S’ HEV AWD
Infotainment system; options list
High price at the top end 7-word summary Hybrid options will help the best-selling Kia Also consider Nissan Qashqai / Toyota RAV4 / Volkswagen Tiguan
BMW iX
The Munich manufacturer’s i family grows with an SUV you certainly won’t miss, says John Challen
Before we get into the important stuff, let’s address the elephant (metaphorical to some; real to others) in the room. The design of the iX is, to put it mildly, divisive. Whether that’s a good or bad thing is up for debate, but with a drag coefficient of 0.25 and some clever technology behind that prominent grille, it was clearly intentional.
Right, with that out of the way, let’s cut to the chase: the BMW iX is one of the most memorable cars we’ve driven in a long time. Beyond the exterior appearance, it’s a statement car from BMW –one that could well dictate the direction of future SUVs. iX is built on a new EV platform that is modular and scaleable and one that will underpin a whole host of future products from BMW. With that in mind, a lot of effort has gone into ensuring it is futureproofed in terms of accommodating safety technologies and powertrain technologies.
In terms of the former, iX has “the most extensive set of standard driver assistance systems ever seen on a BMW”, according the blurb. For example, that means a front collision warning system that detects oncoming traffic – as well as cyclists and pedestrians when turning. The car also features an exit warning function that alerts drivers to other road users before the car doors are opened. The list of cameras and sensors extend to parking and reversing assist technologies, which come as standard on the iX.
As mentioned before, iX moves the electric vehicle game on, especially in the interior. There’s a flat-bottomed steering wheel, sumptuously padded doors (which now house the seat controls) and a huge amount of space. The head restraints on the seats are akin to pillows and there are haptic touchpoint all around, which – in some cases feels a bit too far beyond common sense.
From the driver’s seat the view is dominated by an expanse of curved infotainment screen that stretches way beyond the centre of the car.As a result, there is ample room to display a variety of elements, with the latest iteration of iDrive (navigated using a glass dial) making switching between the functions a relatively straightforward operation.
The car launches with two options: iX xDrive40 and 50, with each having an M Sport derivative model alongside. More recently – at CES 2022 (featured on page 14) – the iX xDrive60 took centre stage and was confirmed to go on sale later this year. As you’d expect, the list of items that are standard spec is impressive. Across both current models there are include 21inch alloys, BMW Live Cockpit Professional, climate comfort windscreen and four-zone air-conditioning. Want more? How about heated front seats, wireless phone charging, park assist and the ‘Shadow Line’ exterior trim.
Performance-wise, even without the 620hp iX M60, the current variants have more than enough power to keep drivers satisfied. BMW is now onto its fifth generation of eDrive technology, so iX gets a high-voltage battery with energy density that is 40% greater than that of the MY2020 i3.
The car’s twin motors, combined with a 71kWh or (in the xDrive50) 105kWh battery, mean that the ‘40’ has 326hp and 630Nm, while the ‘50’ puts out 523hp and 765Nm. Maximum theoretical driving ranges on the WLTP cycle for the two cars are 257 miles and 380 miles respectively.
The result, as you would expect from BMW, is a car that is refined, responsive and very capable. For a car that tips the scales at 2.5-tonnes, there’s relatively little body roll in the iX and it is surprisingly agile, considering its footprint.
It possibly doesn’t live up to the Ultimate Driving Machine tag in terms of dynamics, but then however much manufacturers like to promote SUVs or SAVs, the ‘S’ can often be interpreted as a lower case one. However, a 4.6-second sprint from zero to 62mph (in the 50; the 40 clocks 6.1 seconds) shows it’s not exactly slow. Reaching those speeds in near-silence still takes some getting used to, but hats off to the development team because the noise absorption in the iX is first class.
VERDICT
We expect BMW to shift a lot of iXs, partly because of its history in pushing EV boundaries, but also because it’s a complete package. Look beyond the exterior – if you really need to – because you won’t be disappointed with what you find.
IN BRIEF
WHAT IS IT? Luxury SUV HOW MUCH? from £69,905 ECONOMY? 2.9-3miles/kWh RANGE? 380 miles (WLTP) CHARGING TO 80%? 1hr 33 mins (50kW) 34 mins (135kW)
Key fleet model iX xDrive40 M Sport
Interior quality and attributes; range
Price; might be evolution too far for some 7-word summary A bold design, but an impressive execution Also consider Audi E-Tron / Mercedes-Benz EQC / Tesla Model X
Genesis G70 Shooting Brake
The estate version of the G70 will turn a lot of heads as Genesis banks on European success, says Olly Benn
There’s no doubt Genesis left its mark on 2021. Launching into Europe in the middle of a global pandemic might have seemed like a risky move, but for the Hyundai-owned brand it was almost a case of ‘it’s now or never’.
The lack of any electric – or even hybrid – models introduced last year raised some questions from onlookers. But, with three on the way in 2022 and more planned (from 2025, all new Genesis models will be EVs), the rollout has been part of a carefully controlled strategy.
The latest ICE product to join the range was the G70 Shooting Brake. Genesis went to great lengths to emphasise that the car was developed for Europe. That means tested on European roads, with feedback from customers in the region and taking the demands of European drivers into consideration.
As observers might expect, there’s little to differentiate between this car and the ‘original’ G70. In addition, the core brand elements in the body-styling have been integrated into the regionalised model. The big difference, of course, is the addition of a boot to the saloon version, which adds a level of practicality that will be welcomed to those who like the idea of a Genesis, but don’t want to go down the SUV route of the GV70.
The Korean brand likes to do things in its own way, so the Genesis has a 40:20:40 split on the rear seats for added flexibility. Fold all the seats down and there’s 1,535 litres of space; keep them up and there’s still an impressive 465 litres available.
Added innovation comes in the form of the ‘Smart Boot’. Don’t worry, there’s no leg waving with this one – simply stand behind the car (up to 100cm) with the key and up goes the boot lid. We tried the technology and it did work, but also thought it would have the potential to trigger when you might not intend it to… There is a clear, but small, choice of engines: a 2.2-litre diesel with 200hp and 440Nm of torque or a 2.0-litre turbo petrol available in two forms.
The standard 2.0T offers 197hp and the 2.0T Plus has 244hp on tap – both models have 353Nm of torque. Like the standard, non-booted car, there are three grades: Premium, Luxury or Sport lines.
Keen to get the positioning of the Shooting Brake spot on for Europe, Genesis says it is most certainly not a “sporty wagon”, more a “more spacious GT”. Having spent time in both diesel and petrol (2.0T Plus guise), that’s a claim that stacks up. The G70 Shooting Brake is a good-looking and wellequipped vehicle, with decent (if not class-leading) performance and luxurious surrounding for its occupants.
The G70 Shooting Brake might not get the attention it deserves – especially while potential suitors wait for the battery-powered G60, GV70 and G80 to make their bow – but it will tick the required boxes for many.
IN BRIEF
WHAT IS IT? Estate HOW MUCH? from £35,250 ECONOMY? 31.5-41.8mpg EMISSIONS? 177.1-203.5g/km
Key fleet model 2.2D RWD Luxury Line
Boot space, sound system
Limited powertrain options 7-word summary Desirable estate –developed in Europe, for Europeans Also consider BMW 3 Series Touring / Volkswagen Arteon Shooting Brake
Jeep Compass 4xe
Upgrades inside and out for the off-roader, with PHEV tech to boot. By John Challen
Jeep isn’t alone in experimenting with the technology in a bid to prepare drivers for the rise of the EV.
Having introduced the technology in the Renegade, Jeep has deployed the 4xe system (that tag extends to ‘all Jeep 4x4 vehicles featuring enhanced hybrid capability and performance’ according to the manufacturer) into the bigger Compass.
The PHEV model will sit alongside a 1.3litre 128hp version with 270Nm. The 4xe’s version of that engine puts out 180hp, which works with an electric motor that adds an extra 60 horses. The engine’s 270Nm of torque is combined with the motor’s 250Nm to give a total power output of 520Nm. As such the zero to 62mph time is figured at around 7.5 seconds, while CO2 emissions are between 44 and 47g/km on the WLTP cycle.
Under urban driving conditions, the plug-in system is good for 30 miles of electric-only driving, which was proven on our test route. The car’s 11.4kWh battery can be replenished while on the move, helping to maximise that figure. With careful driving – and the clever system that matches the powertrain to the road type/speed –that range is easily achievable, before it switches seamlessly to the ICE unit.
For those drivers taking the Compass away from the tarmac, the two electric motors feature Powerloop technology to ensure that eAWD traction is always available, allowing them to tackle the toughest terrains. Again, the off-road capabilities of the car were also put to the test on our
drive, with the route including a visit to a local off-roading centre. The Compass proved a capable companion over boulders and at some pretty steep angles.
Four trim levels are offered: Nighteagle, Limited, S and Trailhawk. There is also a choice of two- or four-wheel drive and a whole host of colour (single and two-tone) options.
Standard on the Nighteagle are front and rear parking sensors, a 10.1-inch infotainment screen and another 10.25-inch full digital screen for the instrument cluster. Limited adds adaptive cruise control, side parking sensors with automatic parking function and Keyless Enter & Go.
Moving on, the S means more exterior styling options, a new hands-free power tailgate and 19-inch alloys. Topping off the range, the Trailhawk has ‘Trail-Rated’ 4x4 capability and, therefore, upgraded suspension and traction control.
Prices start at £29,895 for the petrol Nighteagle and the cheapest PHEV model is priced at £40,895, in S trim, with full leather as standard.
Inside, the Compass had undergone a transformation to make it more pleasant environment and storage doubled to 7.2-litres throughout. Other points to note are the infotainment’s new processor, which is five times faster than its predecessor, and Level 2 autonomous driving capabilities.
Away from the vehicle, drivers will be offered Jeep Wave, the company’s new aftercare package that includes three years’ servicing, roadside assistance and dedicated customer services.
IN BRIEF
WHAT IS IT? C-SUV PHEV HOW MUCH? from £40,895 ECONOMY? 156.9mpg EMISSIONS? 44-47g/km
Key fleet model 1.3-litre PHEV S
Interior quality; off-road capabilities
Engine noise 7-word summary A big step forward, inside and out Also consider Ford Kuga / Kia Sportage / Volkswagen Tiguan
