Isuzu DMAX VSCROSS BL74 DFG 

We love an Isuzu DMAX here on Driving Around. Having driven and tested each of the variants, we know what the score is. 2025 sees a facelift for the Pickup Professionals' best-selling model. What is there to look out for then? 

Still available in four trim levels, you can choose between the Utility, DL20, DL40 and like the one we've got here, the VCROSS. You still get the 1.9-litre turbo diesel powerplant and an option of 6-speed automatic or manual gearboxes. All with low-range modes and locking diffs. As you'd expect, the higher up the pecking order you go, the more expensive they get as they absorb more features. Crucially, all models have benefited from improvements in safety, comfort and capability. 

All models except the Utility get a 120-degree front radar camera, allowing for better safety, traffic sign recognition and improved adaptive cruise control. This paired with a wider field of view for the rear cross-traffic alert makes the DMAX virtually self-aware! 

Visual changes have also been made. From the front, we have a new front grille and a 2-tone bumper with an integrated radiator. Personally, I think that the new face is a bit cute and cuddly for such a capable machine. Answers on a postcard. 

The taller bonnet does give it more road presence, and all models come with brand-new alloy wheel designs. Excluding the Utility which comes on dependable steel wheels. 

Functionality is kind of the main deal with the DMAX, so we've got front vents above the fog lights which channel air into the front wheel arches. Overall, cooling the brakes and channelling air more effectively for this 2.2-tonne truck. 

The rear is fairly unchanged. However, the VCROSS gets a branded graphic across the tailgate, which I think looks a bit childish. Furthermore, we've got new triple-shield tail lights. 

The interior has been modernised. We've now got a partially digital driver's cluster. Accompanied by analogue fuel and engine speed dials. The engine temperature is digital though. Strange. But, the centre screen provides you with vehicle information, road speed and various other functions. 

Moreover, the 9-inch infotainment screen has been updated and now features wireless Apple CarPlay across all models. The best improvement is the physical volume dial. Call me old-fashioned, but dials and knobs just work better! 

Speaking of buttons, we have a new one! Rough Terrain mode is a new feature on these DMAX trucks. Having driven an intense off-road course in one of these new models, this Rough Terrain function gives you extreme control when it comes to muddy, rocky and snowy surfaces. 

The biggest change for owners is that from 6th April 2025, these won't be classed as commercial vehicles anymore. They'll identify as cars... No more tax benefits then. This could be a problem for sales. 

Omoda? 

Oh no! Another Chinese company coming to take over the world! Yeah, whatever. The sooner we embrace these new companies the better. They could just save internal combustion engines. 

OMODA launched in the UK in August 2024. They're owned by a company called Cherry, who have 12 million customers worldwide and over 80,000 employees. No, I'd never heard of them either. 

At launch, OMODA have 60 franchise dealerships across Britain, and as of October 2024 have already shifted 6,000 vehicles in both petrol and electric guises combined. They hope to increase their dealerships to triple figures by the end of the year. 

The car then, what is it like as a product, and as a driving machine? On paper, these OMODAs look very good. Entering the market with both petrol and electric models. We have the OMODA 5, a petrol SUV that starts from £25,235. Moreover, for the green-fingered among us, we can have the OMODA E5 which sits at £33,055. Again, buyers still pay a premium for an EV. 

Visually, they're not as faceless as other SUVs and do have a respectable road presence. The 5 is powered via a 1.6 litre, 4-cylinder Austrian petrol engine that delivers 187bhp and 37.7mpg along with a 7-speed DCT gearbox. Impressive power from a small unit. Although on the road, the engine is shouty and the DCT leaves a lot to be desired. 

Whereas the E5 boasts 204bhp and a 257-mile range. Apparently. However, both models come with spare wheels! In three years of road testing, this is one of the first that I've seen with a space saver. Tick! 

All cars are built in China, but are configured in Europe to cope with our poor road surfaces and twisty bends. 

Now, I don't have £25,000 behind the back of the sofa. But these really are cheap cars, considering that an entry-level Honda Civic is now north of £30,000! The overall fit and finish is decent with some scratchy plastics around but the interior of these cars feel light and airy. 

We've got synthetic leather seats to appease all persons, but in fairness, it is very comfortable and supposedly more durable than the stuff we get from Cows. 

Technology-wise, these OMODAs are incredibly well-kitted out. With wireless Apple Car Play, an air-conditioned wireless phone charger and a class-leading processor for the infotainment system which is as responsive as your smartphone. 

OMODA have partnered up with DHL to ensure that customers have a 24/7 hotline for spare parts. You also get a Kia level 7-year warranty. 

As a petrol head, these are just white goods, A-B transport. If you want a new car on the drive with decent kit, you can have one for very little per month. I wanted to like the EV, but the driving characteristics just weren't as good as the FWD petrol. 

There are some more images below, showcasing the 5 and E5, plus the lack of storage in the frunk of the electric model. 

Since the launch, I have seen one of these on the road, and I think that there could be more to come. OMODA are making an insurable and repairable product in order to build a great relationship with their customers. 

YN73VYM - eVito 66 Premium

Here we are then, another week with another electric vehicle. Specifically, an electric van. After writing this I'll be re-attaching some bolts to the rear sub-frame on a 2003 Mazda MX5 and checking the spark plugs on my 1969 Triumph Herald. See, I'm still a proper car enthusiast. Honest. 

Despite bonding extremely well with the Mercedes eCitan, a lack of infrastructure for the EV left a sour taste. This eVito , however, promises a 66kWh battery pack compared to the measly by comparison 45kWh of the eCitan. What does this mean? More range! Well, hopefully. 

We'll start with what everyone wants to know, how good is the range? Well, Mercedes claim you'll get 162 miles from a full charge. This time, I'm inclined to believe them. Delivered with 156 miles of range at 82% charge, I managed 70 miles before I got scared and retreated to a charger. What amazed me was that the range appeared to decrease with every mile that I drove. Therefore, one mile driven equals one percent of charge lost? It did seem that way! 

Although, on a cold, rainy and dark Saturday, I needed the lights, heater, air-conditioning and windscreen wipers on simultaneously. A combination that is a recipe for disaster. I could visibly see the range dial getting lower, and lower. How depressing. 

Not so depressing though is the eVito as a van! Inside, it's still a Mercedes. Feeling somewhat dated compared to the Citan, perhaps I just got an older model, you get plush buttons and digital infotainment screens. For anyone used to a knackered old Transit, this is something dreams are made of. 

Being a larger van, seating arrangements for three adults is available with an arm-rest dividing the driver and the middle seat. With the gear-stalk mounted on the steering column, the middle passenger doesn't actually suffer a lack of leg room. Moreover, both the driver's and passenger's seats are manually adjustable and are extremely comfortable. You can see why owners don't mind putting the miles on. 

The dash is a sea of storage areas and cup-holders, comprising x3 USB ports and a 12-volt socket just below the manual climate controls. That's right! 

Fortunately, the A/C and cool air works efficiently and quickly in this big and airy cabin. Unfortunately, the heater genuinely takes 4-miles, approx 12 minutes, of driving to bless the cabin with any sort of warmth. Luckily, the driver benefits from a 3-stage heated seat which is most welcome. Your passengers will just have to wrap up warm. 

When the heater is warm, you'll have to make use of it while you've got it. Check out a quick TikTok video demonstrating what happens to the range when it is switched on... 

Aside from a heater that is reluctant to soften the blow of early spring temperatures, you're able to cram 749kgs into this eVito. Presumably, this is less than the standard model, accounting for the weight of the batteries. Moreover, you get twin sliding-doors as well as two rear-facing doors at the back of the vehicle. Both side doors reveal a full-length step, making loading and unloading easy. 

At 3.2 tonnes, and with only 114bhp the eVito doesn't really move very quickly. For all of your delivery needs, there is 300Nm of torque but again thanks to a whopping kerb weight, it doesn't feel like all that much. 

On the road it feels heavy, but has very light steering which does disguise the fact. 4 levels of regenerative braking, so you do have the opportunity to squeeze some charge into the batteries when you're coasting.

Overall, it's hard to see why you'd have one of these eVitos. There's lots to like, but again, it's the external factors which render this vehicle potentially useless. Let's say you're a delivery driver, you're bound to do more than 100 miles per day on your round. Although I can confirm that you would have the range to do this, I only tested it empty. What would happen to the range with a decent payload? 

For £46,900 it is pricey. Again, this being an electric premium version, you pay a premium. Moreover, it is ULEZ exempt, meaning that if you're a city center based trader or delivery worker, you could make it work. Providing you have access to a charger... 

YS73KZA - eCitan Premium 

The general consensus on electric cars is overwhelmingly negative. It seems that no matter what circle you're in, someone will have something bad to say. This negativity spreads like wild fire. 

However, what many don't consider is that the electric car is not always to blame, electric cars are actually pretty good! Take this eCitan. A worker's tool with twin digital displays, heated seats, cruise and dual-zone climate control. You get a premium and functional workstation that you could happily use as your every day vehicle. 

The issue then is not the concept of the electric car, it is the infrastructure that surrounds them. I'm sure that you love your current petrol or diesel car. Why is that? Well mainly because after you've driven a few hundred miles, you can obtain another few hundred miles in a couple of moments. Easy, right? Therefore, you wouldn't get on with your current car so much if you could only drive around 100 miles, and then have to wait a couple of hours to gain another unimpressive range. 

Here,  we've got a van with a 90kW electric motor, sending 120bhp and 245Nm of torque to the front wheels. Instantly. Keeping all of this electricity maintained is a 45kWh battery pack. This is supposedly good for a combined range of 176 miles. 

That's not true. This van in particular came with just short of 100% charge and had an estimated range of 112 miles. Furthermore, this is subject to change. Testing the eCitan in West Yorkshire, there are plenty of steep hills. So if you have to drive up an incline for more than a few yards, the range rapidly reduces. Although, on the way down a slope, you can benefit from three levels of regenerative braking while you coast downwards. This benefits your overall charge. Prolonged periods on the motorway is also detrimental to your range. Short local trips are where the eCitan shines. 

For £35,970 this Renault Kangoo derived Mercedes is rather expensive. Considering that a regular Citan is c£21,000, why would you bother? 

For traders, workers, and delivery drivers there are some benefits to consider when buying this vehicle. 

Of course, being a Mercedes you're not short of options: High performance LED headlights, reversing camera, hill start assist, metallic paintwork and all-round disk brakes to list some of the options this Premium model gets. 

Moreover, you're ULEZ and congestion charge exempt in one of these. Not to mention the TAX benefits as a sole trader. 

This eCitan has shown me the weakness of the infrastructure available to electric cars. Although a fast charger at a motorway service station will get you fully charged in a few hours, they're extremely costly. Check out Driving Around's Facebook post on the electric vs diesel comparison. What is also alarming is that most public chargers are faulty, and therefore don't give you the essential charge that you'll need. A typical shopping centre has 4,800 parking spaces. 10 of which will be electric charge points. That's 0.2%. 

Aside from the world not being ready, the eCitan is a practical and comfortable workhorse that I'd be happy to use as a daily driver. Just not yet. 

Suzuki Swift Sport 

A hybrid? Blasphemy! Well, I'll have you know that both of these hot hatches are indeed hybrids. And, they're all the better for it. 

The Swift has a 1.4 litre Boosterjet engine that, coupled with a 48-volt hybrid system, produces 129bhp. Plenty brisk enough for a hatch that only tips the scales at 1025kgs. Although, we can't forget that electric trickery is ever so impressive, therefore we get to play with 235Nm of torque! 

Pulling its way into next week, this front wheel drive, 6-speed manual will reach 60mph in around 8 seconds. Honestly, it feels quicker. Benefiting from an average fuel consumption of 50.4mpg, I am surprised there aren't more out on the road and being enjoyed. 

Yours for £23,680, this Swift represents great value for money. Pulling another ace from the deck, the Swift is 136mm shorter than the Clio, and yet rear legroom is most impressive. 

If you can forgive a small fuel tank and a terrible infotainment system, then grab yourself a bargain! 

Renault Clio engineered 

This Clio is much more civilized compared to the Swift. With its grown up paint scheme, integrated styling features and plush interior. Still engaging to drive, but it just encourages you to sit back and enjoy the ride. 

A 1.6 litre engine allows for 145bhp and just 205Nm of torque. Powerful, but not strong. Furthermore, this poor Frenchman has to lug about 1323kgs, almost three-hundred kilos more than the Swift. 

The 6-speed automatic gearbox is perfectly balanced with the rest of this car, again giving you a comfortable experience. Inside, you'll find Renault's 11-inch MULTI-SENSE system which is excellent, contrast stitching and E-TECH branding which create a fantastic sense of occasion. 

Overall, you get a quality feeling product and is therefore £24,795, which is fair. You can also drive this self-charging hybrid in full EV mode, unlike the Swift, which results in lower road tax. 

But, the overall driving experience is where it really matters. Both have bucket sports seats, but which needs them the most?

 Close rivals?

From the off, we didn't know what to expect from these two. The Clio's outright power feels endless and has a great top end shove, once it is in the appropriate gear. Whereas, the Swift's hulking torque for such a light car is enough to send you off the straight and narrow. Additionally, a manual gearbox with a short throw will always beat a single clutch dog automatic. 

On the twisty bits, the Swift is so well balanced. Engine and gearbox at the front, electric motor at the back. Think crystal palace, 1960s. It is happy to lift a wheel every now and then, and as it's lighter, you don't have to lean onto the anchors approaching corners and can therefore carry plenty of momentum. 

Renault's lard arse can't quite out-drag the torque crazed Swift. But, the closer you get to the national limit, the Clio does creep up closer and closer. It still handles well, but does not give the same feedback and confidence. It is the faster car, but it isn't necessarily quicker. 

Day to day, the Clio is the one to have for comfort and convenience. However, when you want to enjoy yourself and fit passengers in the back, it has to be Suzuki's finest. 

Kia ev6 gt 

I wouldn't go as far to say that I love EVs, but I've never been against them either. There are various pros and cons to driving and living with an electric car. 10 years ago when the government gave you £5,000 towards your new EV, I could see an appeal. With that contribution narrowing, EV prices rising, charging stations few and far between, I'm less convinced. 

I have really enjoyed driving Hybrid MGs, Renaults, and full EV VWs. The instant torque is always fun and the novelty of driving around silently is quite cool. This EV6 GT was my first experience with a full EV that is meant to be different, and not just another car that just happens to have battery capabilities. What do we know then? 

I spent the day with many a Kia, but right now we're looking at the EV6 GT. Setting you back a whopping £51,745 and taking 32 hours and 45 minutes to charge at home from a normal plug! Oh dear, that appeal is starting to disappear again. 

Of course, if you did happen to buy an EV you would also invest in a home charger. Subsequently you'll get from 10%-80% in 18 minutes. That's more like it. In fairness, Kia claim you'll get 416 miles from the 77.4 kWh battery. I wouldn't quite believe that if I were you. 

The batteries alone weigh almost half a tonne, 477kgs! Furthermore, with 4WD, the EV6 GT weighs in at 2,019kgs. Not the heaviest EV out there, but wow is that a lot of lithium. 

Nevertheless, the battery has 239 kw of power. In English that's 321bhp and 605Nm of torque. Let's not forget that you get torque instantly in an electric car. That's 0-60mph in 5.2 seconds. 

But, it's still a normal car. With 19-inch alloy wheels, 60:40 splitting rear sears, USB and USB-C ports, and Kia's legendary 7-year warranty. Yes it might be scary to consider and electric car, but once you welcome them into your life they're really not that bad. Over an afternoon I was convinced that I should have one. But, should you? 

Crucially, the EV6 GT drives like any other modern car. Super light steering, and vague feedback from everything else. 

You get 4 modes of regenerative breaking; from fully off, L1-L3, and MAX regen. Effectively, this makes the brake pedal redundant. It's really rather fierce! Controlled by two 'gearshift' paddles on the back of the steering wheel, annoyingly the 'plus' is on the left and the 'minus' is on the right. Those familiar with paddle gearboxes will understand my confusion...

On the road, for me, there's too much power and torque. In Eco it gets a shift on, normal it's not bad, and in power mode you'll be lucky if you get bail with community service. 

I'd personally go for the younger brother, the EV6 Air. It's £6,000 cheaper, nearly 200kgs lighter. It has half the torque of the GT, but it'll still get you to 60mph in under 8-seconds. Over an afternoon around the lanes, a performance EV is great. Luckily for me, I didn't have to worry about rechariging it... 

Detroit in 2023

Many people know Detroit only by reputation. Drugs, violence, decay and the death of the American motor industry. But my recent trip over there showed that Detroit may well have reached rock-bottom a decade ago but now it is a vibrant place to visit and an absolute petrolhead's dream to drive around.

I flew into Detroit Municipal Airport on a direct Delta flight from Heathrow and, shock number one, I was through customs and immigration within 25 mins and heading on a courtesy bus to collect myhire car a Buick Enclave. 

This was a well-equipped diesel, seven seater with; sat-nav, and, crucially, air conditioning. It would be my companion for a week of travelling around Michigan.

My soon to be best friend Buick took me along the interstate with no issues what so ever and delivered me into my downtown Detroit hotel where valet parking took care of the rest. My trip had been arranged by visitDetroit.com and Michigan.org. And to them, huge thanks must go for the ease of arrangements. Whilst in Detroit I was able to spend time at the Grand Prix, which has moved back onto the streets for the first time in a decade, and to visit many or the globally significant automobile industry sites dotted around this wonderful city. For many of these I was privileged to ride in a 1930 Ford Model A Phaeton.

After the Grand Prix weekend I drove the 150 odd miles Westwards to the legendary “town of the Glenn Miller song” – Kalamazoo. Here I was welcomed at the amazing Gilmore motor museum, and driven around by Ken Fischang, their Director of Commercial Operations in a glorious 1957 Pontiac Chieftain one of the great many cars they have which work and are regularly used. One can even getto Model T Ford Driving School! The layout of this facility is hugely imaginative and one I hugely commend. It was born out of a retired man’s wife’s desire to get him out from under her feet by buying him a “hobby car” Now there are over 400!

Mercedes CITAN 110 Premium

As you can probably tell, I won't shy away from any vehicle here on Driving Around. There can't be many outlets that rave about old Triumphs, whilst comparing Pickup Trucks? Naturally, I had to experience the van life too...

Essentially, the Citan is a licensed built Renault Kangoo, no bad thing. However, Mercedes have certainly made it their own.  Mainly by making the Citan almost £4,000 more expensive than its French counterpart. In seriousness though, there are welcome features in the Merc that really did make me want one. 

On offer are your standard road car toys, such as Apple CarPlay, Android Auto, high-beam assist, blind-spot collision warnings and adaptive cruise. For most people who are used to a knackered Transit, this thing is a spaceship! 

There are Van like features though. High sided, twin rear doors and a sliding side door. All of which allow for easier loading. 

Badge SNOBBERY?

Here I am, proudly in 'my' Mercedes *van* at the top of Holme Moss, with my Rolex wannabe. From this angle, it would appear that I am in something luxurious, sporty and expensive. The Citan has the same touch sensitive buttons that you'll find in Merc's road cars, which are splendid! One on each side of the wheel to control the infotainment system and odometer respectively. 

For a van, this drives extremely well. A 1.5-litre diesel engine aids forward momentum with a respectable 260 newton meters of torque. Coupled with a generous turbo band in the rev range, and it feels quite sprightly. The six speed manual transmission feels appropriate, however with a 4,500RPM red-line, you are forever changing gear. 

Up the sweeping hills of Holme Moss, the front wheel drive van handled admirably. With a reassuring amount of grip from the front, and a back end that just does as its told and nothing more.  Hardly a drivers car, but I will brand it as 'fun' at least. Not bad for your drive home from the building site. Eh?

Living With it 

Okay, so 400 miles across a week is hardly a life's worth of use. Despite my limited time with it, I'd happily become a Citan owner. 

With an average fuel consumption of 54MPG, even achieving 64.2MPG on one specific run, you can really grow to like it. The cloth seats are extremley supportive, if anything a little too upright. The cab is rather short, allowing for a 666kg load bed. Thus, compromising the ability for the driver to recline their seating position. 

Across a scorching June weekend, the air conditioning never failed to provide, and in traffic, the diesel unit always delivered. 

Should you wish to own one, Mercedes will give you a 3-year unlimited mileage warranty, along with 24/7 roadside assistance for the same period. Handy. 

Weight distribution is an issue with an empty load bed; with the transmission, engine and passengers being at the front, the back end is extremely light and therefore ride quality suffers dramatically over speed bumps. 

The kia stinger

Since 2013, Kia have elbowed themselves into the mainstream car scene after a decade of arguably embarrassing and unimaginative models. The marque has since provided attractive and practical vehicles to the masses; city cars, family estates and SUVs. 2017 saw the launch of the Stinger, something completely different from Kia's bread and butter, making sensible cars. Following their re brand in 2021, Kia's flag-ship saloon now looks just right against the other models in the Kia range.

The Stinger is now a serious contender against those in its class, the Audi S3, Mercedes C Class, for example. By its class, I of course mean its German 'rivals'. It is pure badge snobbery as to why only 47 Stinger's were registered in the UK last year, whereas over 3,000 Audi S3's were registered in the same year. Honestly, this car isn't trying to be a luxury barge like the Germans already provide, it has its own identity. Realistically, I think that what this car stands for is what Jaguar really ought to be doing. Mid-way through yet another transition and re brand, Jaguar seem to have lost their key ethos of building cars like the Stinger. Usable power, comfortable GT elements and an attractive exterior. Yes, you can still have an XF or an XE, but on much less powerful platforms and in terms of kit, much less too. Admittedly, I could be out of touch as a bitter by stander, still enjoying their cars of the 50s and 60s. So, Jaguar, please can I have a car to review? Hopefully I'll stand corrected on my above statement. Ideally, the Stinger is the only *new* GT saloon you'll ever need for under £50,000. And, being a Kia, the only one to have a 7-year manufacturer warranty.

The photographs above were all taken in Scotland; to be specific, the NC500. Questionably, an ideal weapon of choice for such a journey. If you're going by the headline statistics alone, it is clear to see why:

361bhp, 510Nm of Torque, 30mpg, Brembo brakes, adaptive cruise control... Without sounding like a salesman, this car really has a lot of kit. The NC500 route consisted of long stretches of dual carriageway, steep swooping valleys, mountain passes and single-track roads. The idyllic scenery could easily be interrupted by a foreign motor home crawling along a beautifully paved B-Road, and in such a circumstance one must stop. And quickly. The Stinger's 4 Piston Caliper Brembo brakes did the job spectacularly. Moreover, unlike a lot of high-end saloon cars that now have carbon ceramic brakes, the Brembo's on this car worked when cold as well as when they were warm, and continued to work after a lot of punishment. Fair play to them when they need to stop 1.89 tonnes of Korean metal. When taking the sharp bends of the NC500, you could really feel the benefit of the multi-link rear suspension and MacPherson strut front suspension arrangement. Even when in the 'Eco' drive mode, the 4.8 meter long saloon still handled well without sacrificing ride comfort.

The 3.3 litre V6 in the Stinger is a rather dated concept, but such a power-plant will always appeal to the right people. The impressive torque and power figures are achieved with the use of twin turbo chargers, and with the marriage of rear wheel drive and an 8-speed automatic gearbox, the Stinger just goes, and goes, and goes. Yes, everyone and their dog seem to be turbocharging their cars these days, but when they enhance fuel economy figures, are they such a taboo?

As the title would suggest, the route is 500 miles along the North Coast of Scotland. However, having started in Yorkshire and partaking in some sight seeing, we accrued just over 1600 miles on the Kia's odometer in 5 days. Being a brand-new car you don't expect to have any mechanical issues, which luckily we didn't. More importantly, after spending an average of 320 miles on the road each day, we did not feel fatigued one bit on this road trip. A credit to the Kia's comfortable Nappa leather interior, air conditioning, heated and ventilated seats, and superior noise insulation. On Michelin Pilot Sport 4 tyres, I expected the road noise to be moderately intrusive but I am delighted to report it was the exact opposite. Again, thanks to that 8-speed box, at 70mph the Stinger was barely ticking over.

Sure, it is easy for me to credit the Stinger all day long. However, being close to £50,000 in a nice spec, there should have been a few more boxes ticked with this car... The shared Hyundai infotainment system isn't bad, it's perfectly adequate; Apple Carplay integrated nicely, and the user interface only froze once or twice. But why should 'xyz' Stinger customer be greeted with the same technology that you could easily find in a considerably cheaper Hyundai or Kia hatchback? Additionally, the climate control screen was difficult to navigate if you just wanted to change to the direction of the blowers. A lot of the design from 2017 has been kept, 'if it ain't broke don't fix it?' - however the USB ports really ought to be the new norm, USB-C ports now. Although, you do get wireless charging in all fairness.

Realistically, I was blown away by the technology, performance, and value of the Stinger - I still find myself looking for the choke cable on these modern cars... But please Kia, more noise from that V6 would be polite.

Great value? Great drive?

The lovely team at SsangYong GB were nice enough to let me lose in another of their vehicles. Condensed somewhat from the Musso, this 4th generation Korando could be the only sub £30K family SUV you'll ever need.

What are we working with? Well, this £29,445 SUV is propelled by a turbocharged 1.5 litre, 4-cylinder engine. Sending 160bhp to the front wheels via a 6-speed automatic gearbox. Translated to the driver via electronically assisted rack and pinion steering. Which, hides the car's impressive bulk of 2040kgs. This waistline restricts the fuel economy from the otherwise efficient engine... 30.7mpg was the highest figure I saw across a 200 mile motorway cruise. Expect low twenties around town. With a 50-litre fuel tank, you should see 350 miles between fill ups. All-round independent suspension cushions the blow of rough roads for occupants, whilst giving the driver admirable confidence in the car's capabilities.

Electronically operated seats means you can command that desirable, high driving position that only an SUV can offer. This is not the sportiest of SUVs out there - although the turbocharged unit is to be admired. Pulling out of damp junctions and you will break traction of the front 19-inch diamond cut alloy wheels. Torque steer can be problematic if pushing too hard. Otherwise, traction is not an issue. Power assisted, vented disk brakes will keep you and the family safe.

Toys?

On the outside, the Dandy Blue paintwork has a few areas of orange peel. But the LED lights, chrome accents and bird's wing grill, make for a good looking vehicle.

What about interior gadgets, enough to impress your mates? Yes. Note, that the entry level model at £21,095 will lack in some of the following departments.

A choice of 34 different colours are at your disposal with infinity mood lighting across the front door cards and dash board. The digital blaze cockpit features a 10.5-inch display; showing you more about the car then you'd have thought you needed. Accompanying this, a 9-inch infotainment unit. DAB, FM radio, Bluetooth, Apple Carplay, Android Auto and TomTom navigation. The system is not overwhelmed by all of this, everything integrates nicely and is not over distracting for the driver. Moreover, the Korando has one of the clearest reversing cameras I have ever come across.

The driver's cockpit allows you to configure the car in various ways. Don't like the indicator click? Then why not change it to another, ie: Korean, Modern, Luxury or Classic. The new sound too loud? You can turn the volume down of the click.

Traction control, hill-descent control, lane-keep-assist, and a manual mode for the gearbox are also toys that the driver can actually benefit from.

Quality Control?

The double-dragon designers have high hopes for this Korando. In Ultimate trim, you get premium Nappa leather seats and steering wheel. The front of which are heated and ventilated - with dual-zone HVAC controls. Annoyingly, the rear passengers aren't allowed to be cooled or heated. No vents. At 4.45m long, the rear passengers do at least get plenty of leg room. 1.8m wide; enough space for three adults to sit comfortably.

Plastic fantastic. Sadly, in the well appointed interior are some scratchy plastics. Some soft-touch materials in fairness. Personally, I love a cream / white interior. However, this lighter trim does show any sign of dirt.

551 litres of boot space is impressive in this class. A load cover and false floor helps to keep belongings safe. The rear seats also fold down, providing extra space. This example came with a tow bar. The characteristics of this petrol engine didn't feel like it could tow, with 280nm of torque. Nevertheless, SsangYong say this GDI will tow up-to 1,500kgs. Whereas, the diesel will take an additional 500kgs.

With its 5 star Euro NCAP status, ESP, ARP, EBD, TCS, AEBS (yeah me neither) the Korando is safe as houses. Just for me, it was a bit too twitchy in the wet, especially when pulling onto a motorway. It's not a highway cruiser. It's most comfortable pottering around town, and is most comfortable while doing so.

Another of aDAM'S PLAYTHINGS

It's Friday, so it must be time for Adam to change his car again... I joke, for I am very grateful that my friend brings me new and exciting cars to look at!

Here, we have the 2022 Renault Megané RS Line, E-TECH. This variant of the Megané went on sale in September 2021, and in iconic trim, will set you back £29,495. This however is the RS Line, with a hybrid system, so of course is slightly more expensive. As discussed before, RS Line Renault's provide a sporty feel and just have a bit more presence over standard cars; slate grey 17-inch 'Monthlery' diamond cut alloy wheels, body coloured RS Line bumpers and tinted rear glass for style and comfort. Despite this, I think that the front end of this new car isn't quite imposing enough. It doesn't even have a proper radiator badge, no chrome here. Because race car? Perhaps such aggressive styling has been reserved for the full fat Megané 'Renault Sport'? Although, from the back this thing is certainly good looking! The rear lights that wrap around the rear, accompanied with the subtle E-TECH badges give it a classy, sporty, and understated look. It is quite a big car, even bigger if you go for the estate tourer version, but in return you do get an admirable 308 litres of boot space and then a 60:40 split of the rear seats allowing for over 1200 litres. Enough leg room for rear passengers and adequate adjustment in the drivers seat for the taller driver.

Passengers benefit massively with this trim specification. Smart red stitching sits upon some very supportive cloth seats that really hug you tightly - not strictly necessary when you'll be at 62mph after 9.4 seconds, but it's all in good taste really, isn't it? Regardless of outright forward momentum, the stitched RS steering wheel is nice to use and has that all important yellow badge which does provide a sense of occasion. Occupants also enjoy the convenience of front and rear electric windows, the EASY LINK infotainment system and a choice of eight ambient lighting colours via the clever and easy to use MULTI-SENSE system. This is the 4th Renault I have had a proper encounter with and can confirm that the infotainment system in these cars, at the moment, is one of the best on the market. Looks and feels fancy, enough to make you say 'oooh that's clever', and yet not overly complicated or cluttered. In partnership with the main screen, the driver has a digital TFT cluster display allowing for a plethora of vehicle information such as temperatures and pressures, GPS and variations of the speedometer. Plenty of soft touch materials, pleasant in application but irritating to keep the dust off. As the cliché dictates, the interior is a nice place être. These new Renault's always smell nice too.

With all the emblems and harsh accents, is this actually a sporty car? Well yes. Sort of. Take the TR6, another article you can find on this site, and this Megané would obliterate it in umpteen factors. Not to say that the Triumph isn't a fantastic car, you understand.

The Hybrid magic turns this otherwise ordinary car into a respectable performer on the road. With 160bhp combined, 90 of that coming from the 1.6 litre petrol engine and the rest coming from two electric motors, the Megané doesn't hang about and is all you need on the road. The 6-speed automatic gearbox is hard to decipher as most the time all you feel is a progressive pull. Unless the car switches from ICE to EV, then you feel a slight inertia. Most impressive is the mid range grunt, quiet grunt as it is electric... In my eyes the main benefit of electricity is that you get max torque instantly, so considering that this has 148 petrol newton meters of torque and 205 electric torques, it goes like a train. Ideal for those quick overtakes. Such overtakes and heavy right foot moments come with no added guilt; 235MPG can be accommodated, and the petrol CO2 emissions are only 28g/km. Furthermore, you can drive up-to 30 miles in silent mode, purely electric. The perfect combination for this car then? Electric for school runs, shopping trips, and petrol for trips to see Granny down the motorway.

To conclude, this RS Line Hybrid is really rather good. You'd think that it'd have an identity issue with the sporty and electric bits together, but I am pleased to report that they really work. Overall, it is like a Biopic film, it is providing you with the thrills, but not to be taken too seriously or as a faithful replica of something it wants to be.

A proper Jaaaaag?

My garage, until recently, was my Triumph Herald, Rover 45 and Austin 7. The Austin 7 sold a few months ago, we just weren't using it enough. Now I still have my Herald and the Rover, albeit with a dead starter motor... *insert Jaguar here*. At 20 years old, the idea of owning one of my dream cars is quite hard to believe. Despite the fuel bills and the stereotypes behind Jag owners - this XJ Sport in Ultraviolet Metallic appears to be mine...

For some context, the code name '350' was coined at the end of the 1990s as the title for a new XJ under Ford's ownership. What separates this car from its predecessor is that it has an all aluminium body sculpted upon a revised steel chassis. How does this translate? Put simply, no rust and less weight. Considerably lighter than the previous generation XJ, and surprisingly lighter than the two compact saloons that were offered at the time; X & S-Types respectively. The XJ6 name was revived for this generation of barge as unlike the XJs of the 90s, you had a new choice of engine - a 3.0 V6. With 240bhp, the XJ6 is still enough to keep you occupied but can't waft around quite as quickly as the 400bhp XJ R, supplied with a supercharged 4.2 litre V8.

For many enthusiasts, the 350 is the last Jaguar to look like a Jaguar - with the key styling attributes achieved; twin headlamps either side of a narrow radiator grill. Of course, there was one final revision of the XJ before TATA took over in 2008.

Now, I am sure you're questioning how a 20 year old is able to own such a vehicle? Sure, if said 20 year old likes it then fair enough. Depreciation is currently my best friend - put simply, this car, with its tasty options would have been (adjusted for inflation) a £64,000 car approximately. And because this is a large luxury car, the vehicle class where depreciation hits the hardest some £3,000 lost a year at the very least, I was able to pick this up for £2,000! Furthermore, to insure this 3.0, 6-Cylinder, JAGUAR, costs fractionally less than my 1.6 litre Rover. I could have paid twice as much for a little one litre runaround and would have paid double the insurance. Very little thinking power was required when this car flagged up on my phone screen.

To summarize, I have been able to buy, tax, and insure this fast and luxurious vehicle for less than £3,000. When I could have easily spent that, if not more on a much 'worse' car. My achievements aren't completely fool proof though...

At the end of the day, Gwen, my XJ is still an expensive Jaguar and will require the correct love and care to keep it running properly. That does scare me, considering that a wheel bearing for a Triumph Herald is £30, and the equivalent part for the XJ will set me back £99. Likewise for other parts. I don't even want to think about when the air suspension goes wonky. It will be considerably more expensive to maintain than what all of my friends drive - but I'll cross those bridges when I get to them. For now, I'll continue to waft around at 30mpg. Another benefit of a lighter car with a V6.

The car itself is a Sport model, this is purely aesthetic with less chrome around the body,18 inch wheels (although mine has XJR 20"). I'd have preferred a cream interior with the darker walnut dash finish, but the ash wood with black leather has aged really well and suits the rare JJF paint colour. The only options my car doesn't have are heated seats, rear TV screens or the Bluetooth or indeed the physical phone. Realistically, it has more toys and gadgets to win a mildly heated game of top trumps.

Within a week of ownership I took the car on a 600 mile round trip to Brighton and back, somewhat gingerly as I didn't know the car awfully well. To my delight, it was hands down the most comfortable car I have ever driven a long distance in. I've driven hours in brand new cars - but even after 20 years this long-legged cruiser just ate up the miles. Accompanying me on the journey was my partner and she commented even as a passenger how effortless a 5 hour stint on the motorway was.

Aside from wafting down the M1, the Jag does drive well. The 6-speed ZF automatic gearbox doesn't like to be rushed but there is more than enough torque and power to satisfy even when the box is contemplating. Around country roads you do have the confidence to push on around bends, and with the knowledge that I have new pads on my all round powered disk brakes, I know it'll stop too. The AJ V6 makes a great growl and has been the sound of my childhood in the families 4 various X-Types.

I am still less than a month into ownership, I still feel like I need to give it back to someone's press office. But it's mine, all mine. And so far, *touch my wooden dash* I haven't turned into a cad, stolen any oil paintings or not paid for a meal.

iSuzu dmax v-cross

• PRICE: £33,849

• warranty: 5-year 125,000 miles

• INSURANCE GROUP: 40

• ROAD TAX: £275

• POWER: 160BHP

• TORQUE: 360NM

• 0-60MPH: 13 seconds

• DRIVETRAIN: 6 speed auto, part time 4wd, dual locking differentials

• ECONOMY: 32.6 mpg

• FUEL: diesel + ad-blue

• payload: 1 tonne

• towing capacity: 3.5 tonnes

ssangyong musso saracen

• PRICE: £37,143

• warranty: 7 year 150,000 miles

• INSURANCE GROUP: 50D

• ROAD TAX: £290

• POWER: 178bhp

• TORQUE: 441nm

• 0-60MPH: 11.9 seconds

• DRIVETRAIN: 6 speed auto, part time 4wd, rear loking differential

• ECONOMY: 32mpg

• FUEL: diesel + AD-blue

• payload: 1 tonne

• towing capacity 3.5 tonnes

Project Who?

When I acquired my Rover 45 back in the summer of 2021, I did what anyone would do when they buy a new car, punch in the make and model of their car into the nearest search engine. And what came up? 'Project Nigel', a YouTube channel dedicated to the highs and lows of MG / Rover ownership. Presented by a very likable chap who doesn't take himself, the world, or K- Series head gasket jokes seriously.

Photographed above is Project Nigel. The theme of this YouTube channel is to give various cars about the yard where it is based names, like many other cars. However each name has the prefix, 'project' before it. E.g, 'Project Waster' the diesel 45, 'Project Hank' but not to be confused with 'Project Frank'. Understood? Project Nigel is a very special Rover 25, as it has many different panels and accessories on it from the Rover parts bin. It is charming, non-offensive and a bit of fun.

Paul, of YouTube fame, in addition to making daily videos of his small collection of Rovers in varying states of repair, also likes to review other peoples cars. Upon seeing a review of an Austin 1300, and a 2009 Dodge, I thought that my Herald would be a suitable candidate to feature on Paul's channel.

Being based near Manchester, the Project Nigel Head Quarters wasn't a million miles away, and allowed me to stretch the legs of the little Herald. Tackling Saddleworth Moor on a windy day was an interesting experience to say the least, but the scenery was stunning; I favor country roads over motorways any day of the week.

Soon after arriving, Paul greeted the little Herald with open arms. Literally, as his open arms were long enough to reach the entire width of the car. That rather set the tone for his review, just how small the car was. And yet back in the 60s, it was adequate for a family saloon...

A Project Nigel video most entertaining, filmed in usually one take, filmed on a mobile phone, filmed with enthusiasm, and accompanied by Paul's random thoughts on the subject and his own music played on an electric keyboard. Having been a viewer of the channel, it was fun to see the a video being constructed in-front of my own eyes, rather than watching the final product through a screen.

Initially, Paul found the Herald's gearbox somewhat challenging, but who doesn't in a Herald? A stand out feature. But after a few miles, he even started complimenting the driving experience! Far removed from driving a 20 year old Rover, one really has to plan every gear change and maneuver before attempting said exercise.

The video can be viewed via the link below, and I would consider sticking around if you're into amusing car related content.

'flying' down the straight

MSV Drive!

In January 2022, I took my beloved 1969 Triumph Herald 13/60 to Motorsport Vision's 'Drive!' at Donington Park, along with a friend's TR6, and our MK1 Jaguar.

The journey to the circuit was noisy, as at motorway speeds, and no overdrive the teeny Triumph does show how far passenger vehicle refinement has come on in 50 years. Nevertheless, I already knew that this would be the case, so it didn't bother me. I can forgive this car for most things that don't involve the deterioration of my bank balance, after all it was my daily car for nearly two years.

The 1.3 litre engine provides a healthy 62bhp, and is by no means set up for competition, just a road car fettled in such a way it can keep up with modern traffic. Therefore, I was convinced that the car would be very comfortable on track at road speeds... Ah.

Herald cockpit, a dizzying 62mph

Parade laps at road speeds...

I have driven on race circuits before, and I know that they're very different from the road, however I have always driven 'race' prepared cars. Immediately after leaving the pits I noticed how small the car suddenly felt, and how slow also. The modern 'competition' dispersed and I was left straggling behind the field. I did not mind the lack of power, for I knew that the aim of the event was to have fun, and get round in one piece, and not endeavor to set a new lap record.

My disappointment really got to me when tackling the twists and turns of the track; around my local B-roads, in the Herald, I often feel like I am driving a G-Force derived missile. Around Donington, another story. Going up Emley Woodhouse, I'm glued to all of the bends and flow through the straights, around the circuit I felt like I was driving a plate of jelly. Honestly, the difference was remarkable.

me and the herald

a gOOD DAY OUT

As I said earlier, I know that I have not set my car up to be a racer, but I also 'know' that it feels great on the road and returns great fun when the road gets twisty. On track it was terrible, the power was non existent, the brakes felt as though they were made of paper, and the gear ratios were only sufficient for changing gear a week on Tuesday. Despite my chunky, semi-dished steering wheel, and vinyl gear knob, the Herald really is just for pottering about when the mood takes me.

That considered, I loved taking it on track, especially as it was a non-competitive event. Even more enjoyable as I achieved 35mpg across 178 miles on that day, which is a lot for a senior citizen. No complaints from the Coventry champ, It just said, '"Yeah, and?" which to me is more rewarding than a smooth exit from the Craner Curves.

Volkswagen ID.3 Tour Pro s

How much for floor mats..?

Etched into our consciousness in 2020, the VW ID.3 is an all new electric car from the German manufacturer. Coming in a quadrivium range of trim levels, the ID.3 Life is a reasonably priced fully electric vehicle. It is worth mentioning at this point floor mats aren't standard with the Life model and will set you back £110.00(Tour Pro S photographed above, considerably more expensive- but does have mats)

• Price: £24,108.33

• Insurance Group: 23E

• Road tax: N/A

• Power: 150BHP

• Torque: 310nm

• 0-60mph: 9.6 seconds

• Drivetrain: 45KWH BATTERY, RWD, Single Speed Automatic

• Economy: 4.2 miles per KWH

• Fuel: Electricity

• Boot capacity: 385L

Verdict:

The most expensive of the three in this line up, even for the basic model as listed, and not even the Tour Pro S as seen in the photo. Unfortunately, the motorist is being taxed for adhering to new car buying advice. With a low center of gravity and RWD, the ID.3 makes for a fun driving experience which personally, I value highly. Having electric motors rather than a prop shaft or differentials, the rear floor is completely flat which allows for additional rear leg room.

If you're looking to convert to electricity, this is a good option, providing you have the cash, and don't get too attached... The average battery from an electric car only lasts around 7/8 years, and usually, this means scrap heap time. Furthermore, the materials do feel a bit cheap in places so it would be interesting to see how the ID.3 stands the tests of time.

Vauxhall crossland x Griffin

Honey, i shrunk the Zafira...

Essentially a smaller Zafira, and yet a somewhat enlarged Corsa, the Crossland is a perfectly adequate family hatch back that, as standard, features most of the no-nonsense equipment that is very useful for the A-B. Although, despite having Apple Carplay, Android Auto, and a digital radio, it is the most dull of the three cars. If you just want ' A CAR' then this is the european econobox for you.

• Price: £18,360

• Insurance Group: 8

• road tax: £155

• Power: 81.8BHP

• Torque: 300nm

• 0-60mph: 10.6 seconds

• Drivetrain: 1.2 litre turbocharged 4 cylinder, 5 Speed manual, FWD

• Economy: 54mpg combined

• Fuel: Petrol

• Boot Capacity: 410L

Verdict:

Yes, very nice. I drove this car for three weeks, clocking up around 1500 urban and highway miles. It is warm and dry, and cold for when it's warm outside. Unlike the other two, the standard speakers on this car were absolutely fantastic. 'Wouldn't it be good' by Nick Kershaw sounded particularly good I might add... Moreover, the controls are far easier to navigate in this than on the ID.3 or the Clio - as it is designed for anyone and everyone to jump in and drive with ease.

Very bland and linear, many readers will find this an appealing quality; however, I want a car to have some charm and a bit of character. Despite having driven it the most, I never felt any excitement when in it.

Renault Clio RS Line

The sharp dressed man

Want the agile looks of a hot hatch without breaking the bank? The RS Line gives you the angular lines and fancy badges, whilst returning a very agreeable fuel economy figure. Being the RS Line, you get aggressive bucket seats that are firm, but complimented by the smooth ride of the Clio. Unlike the other two, the 'hatch' part is compromised as rear passenger leg room is inadequate.

• Price: £19,680

• Insurance Group: 10E

• road tax: £155

• Power: 89.9BHP

• Torque: 240Nm

• 0-60mph: 11.8 seconds

• Drivetrain: 999cc 3 cylinder,6 speed manual, fwd

• Economy: 64mpg combined

• Fuel: Petrol

• Boot capacity: 301L

Verdict:

A driver focused car; this is a cool motor. There is just something about it that is that bit more sophisticated than the others. I like the red stitching, the yellow RS accents throughout the cabin and across the silky smooth and yet angular body shell. The least torque of the three here, but it has a lovely 3 cylinder turbocharged unit that delivers an admirable punch at higher revs. Additionally, the most economical of the ICE cars too, most likely helped by the six speed box.

It is probably the most easy car to live with out of these three - I say this because it's not dull like the Crossland, and when it runs out of go-juice you can fill it up in 90 seconds, and not 9 hours, unlike the ID.3. Yet, the rear visibility is appalling, a common theme on most small Renaults ,and you cannot fit people into the back seats. Unless they're Warick Davis.

Appia and Herlad front

Children of the sixties together

Of course, the series 1 Lancia Appia was introduced in 1953, and the Herald 948 1959, however the cars photographed above were both made in the 1960s - making for a more appealing subheading!

The Lancia needed a shakedown run following a recent service, in preparation for The Guild Of Motoring Writers' Euro Classic to the Isle of Wight.

Wortley Hall

A nice accompaniment. The Valencia blue paintwork of the herald being brought out in full bloom by the deep gloss white of the Appia. The grounds of Worltley hall are beautifully maintained, consisting of footpaths for ambling, as well as carefully positioned benches for admiring the landscape of South Yorkshire.

Despite capturing some photos within the grounds of Worltley, we were unable to get photos of the cars in front of the house due to a private function being held.

Triumph and Lancia rear

Nevertheless, some good photos were taken of the two sixties saloons together.

The Appia approached the winding hills of Yorkshire admirably; with only a tiny V4 1 litre engine to propel the heavy, over engineered, but exquisite body. Having slightly more grunt in the 13/60, it was nice to sit back, follow, and admire the beauty of the Lancia, without pushing the Triumph to its limits . The Herald's regular playmate being a TR6, the little Lancia brought a sedate ambiance to the drive.