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The updated DS 3 brings a new look and longer range

DS has revised its ‘3’ crossover. Jack Evans heads to Valencia to try it out.

DS may still feel like a relatively new car firm, but it has actually been with us for a number of years now. The DS 3 has always been a core model for the luxury-orientated firm and it’s one which has evolved and changed as time has passed. This new electric model, which ditches the ‘Crossback’ name to become just ‘DS 3’ has now been updated with a tweaked exterior but, more importantly, some considerable changes to the battery and electric motor.

But the EV segment is a hotly contested one, which means that the DS 3 has to hit the ground running if it wants to hack it against rivals.

You’d be hard-pressed to work out what has changed if you took the DS 3 at face value. As we’ve mentioned, it has dropped the ‘Crossback’ term, but now this crossover-shaped model gains a slightly more aggressive front-end design and some interior tweaks.

Photos: PA Media

It has also been given the new DS Iris infotainment system which sees a 10.3-inch screen included as standard on all models. In typical facelift fashion, we’ve got a series of new exterior colours and alloy wheel designs to help keep things fresh.

Though petrol versions are also available, here we’re driving the electric ‘E-Tense’ version, which utilises a new battery-powered setup which aims to bring added efficiency and more power than the car it replaces. The battery, for instance, now has a usable capacity of 51kWh while the electric motor has 154bhp to offer.

Compared with the DS 3 Crossback E-Tense launched in 2019, the new car boasts 52 miles more range at 251 miles in total, yet the charging time associated with it remains the same – it’ll take 30 minutes to take it from 10 to 80 per cent charge with a 100kW rapid charge, or eight hours via a standard 7.4kW home charger. These efficiency gains haven’t come just through a new battery and motor, but also thanks to added aerodynamic cleverness – the whole car is 10mm lower than before, for example.

The DS 3 isn’t an overly large car despite its chunky design, so it’s not difficult to get familiar with. The seating position is good and gives a great view of the road ahead, while the seats on our Rivoli-specification car were comfortable. In fact, comfort is one of the things you really notice with the DS 3 – the ride quality is excellent and helps to make the whole car feel refined at speed, while exterior noise is very well isolated, with only a small amount of wind noise from the wing mirrors interrupting things.

We’d like a sharper brake pedal – it feels really spongy most of the time – but thankfully the regenerative braking is something you rely on to bring the car to halt instead. The DS 3 does suffer from a fair bit of pitch when slowing down, mind you; heavy braking will cause the nose to really dive.

The look of the new DS 3 plays really close to that of its predecessor. How to differentiate them? Well, at the front, the LED running lights have been moved further to the edges of the car to give a wider, more imposing impression, while the main headlights are now LED as standard too. Much of the original DS 3’s chrome has been ditched, too, replaced by black or grey elements instead.

It’s an upright-looking car, too, but we’d argue that it remains one of the more unusual-looking cars in the segment and, against many rivals, looks pleasantly different to our eyes at least. The door handles, which fit flush when not in use, are a really premium touch too.

The interior of the DS 3 is something of a mixed bag. If you’re after a cabin which looks like nothing else on the market, then you’re in luck, but if you’re wanting the best possible ergonomics then you may want to look elsewhere.

The diamond-pattern dashboard feels somewhat cluttered and clumsy to use, while the buttons surrounding the switchgear are frustratingly tricky to use. They’re all the same colour, shape and positioned in a row, so even an action as simple as trying to lower the windows feels needlessly complicated. It’s a bit like someone sneezed buttons, in truth.

But there are some decent quality materials throughout, while rear-seat leg and headroom are adequate enough.

The DS 3 is an attractive proposition in what is becoming a very crowded market. We like the way it rides, with this car’s comfort and impressive refinement separating it from its rivals. The on-board tech is good, too, and the exterior design is refreshingly different to others around it.

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Maybach introduces first plug-in hybrid

Mercedes’ luxury arm reveals its first electrified model

Mercedes-Maybach has revealed its first plug-in hybrid with the S580e – an electrified version of its luxurious saloon.

Maybach serves as Mercedes’ luxury division, creating versions of models such as the S-Class saloon and GLS SUV that are more bespoke.

Using the same hybrid powertrain as on the regular S-Class, the S580e pairs a 3.0-litre inline six petrol engine with an electric motor for a combined 503bhp and 750Nm of torque, allowing for 0-60mph time of under five seconds.

The S580e packs a large battery that Mercedes says allows an electric range of up to 100km (62 miles), with Mercedes also offering 60kW DC rapid charging as an option, which allows the battery to be charged in half an hour.

Photos: PA Media

Maybach says it has been particularly ‘discreet’ when it comes to the S580e’s plug-in hybrid styling, with the few changes including a concealed charging socket on the left side of the vehicle, blue accents in the headlights plus hybrid-specific elements on the touchscreen and digital instrument cluster.

Daniel Lescow, head of Mercedes-Maybach, said: “With our first plug-in hybrid model, we are combining the luxury experience typical of Maybach with emission-free local driving when in electric driving mode. The Mercedes-Maybach S580e represents a pivotal step in the transformation of our heritage brand into an electric future. We will present our first fully electric model as early as 2023.”

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Does the Cupra Leon work with a non-sporty engine?

Once known as a hot hatch, Cupra is now introducing a very unsporty 1.5-litre petrol engine to the line-up. Ted Welford tries it out.

Before Cupra split from Seat to become a standalone brand, it was always known as the Spanish firm’s performance arm. Known for models like the Leon Cupra R and Ibiza Bocanegra, it was famed for injecting extra performance and fun into everyday cars.

It appeared Cupra would look to continue doing that on its own too, when it launched with the 300bhp Ateca. Now that looks to be changing as Cupra has introduced a very unsporty engine to its Leon hatchback, but does it get the right results?

Cupra says the engine is being done to ‘introduce greater affordability and choice’ to the Leon range, and there’s nothing wrong with this. Other than the fact Seat will sell you its Leon with exactly the same engine for a few thousand pounds less. Confusing, right?

Photos: PA Media

There are industry rumours that have been circling for several years that Cupra will become the ‘car’ brand, while Seat focuses on ‘mobility’, including with the likes of scooters that it already sells. New unsporty Cupra models only seem to confirm suspicions like these.

But back to the Cupra Leon itself. It’s been on sale for a couple of years already, and being available with a choice of plug-in hybrids and 2.0-litre petrol units delivering up to 296bhp.

This latest 1.5-litre turbocharged petrol engine is one that’s well used across the Volkswagen Group, and puts out 148bhp and 250Nm of torque, with drive being sent to the front wheels. There’s a six-speed manual available (the only such in the Leon range) as well as a seven-speed DSG automatic that features mild-hybrid technology as standard, which we’re trying here.

Accelerating to 60mph takes 8.5 seconds, with Cupra claiming a 133mph top speed. It’s noticeably the most efficient petrol Leon offered too, returning up to 48mpg with 135g/km CO2 emissions.

The concept of a sporty car with a non-sporty engine is nothing new; just look at the success Mercedes has had with AMG Line, for example. It’s safe to say this Leon’s engine is not sporty, but it goes well enough while returning an easy 45mpg. The DSG gearbox can prove a bit jerky, though.

There’s plenty of adjustability behind the wheel too, and with the driver’s seat going a long way back, it could be a great choice for the long-legged, while the low seating position gives it a ‘sporty’ feel. But one thing we can’t get on with is the Leon’s ride, which is far too firm – it crashes over bumps and potholes, especially considering its 18-inch alloy wheels aren’t the biggest. It’s not very refined either, with lots of road and wind noise being transmitted to the interior.

The latest-generation Seat and Cupra Leon have a particularly sharp design, with some neat details such as the full-width LED light bar with ‘scrolling’ indicators and a sharp crease line that runs all the way down the side of the car.

For this 1.5-litre petrol model, which is available only in entry-level ‘V1’ trim, the styling is quite toned down considering the sporty intent. There’s silver and matte black 18-inch alloy wheels, Cupra’s funky badging at the front and rear, but other than that, there not too many differences to the regular Seat.

One of the best things about the Cupra Leon is its interior. The cabin is dominated by two screens – a large main touchscreen and also a digital dial display. Some might find them a bit too much, particularly with the climate buttons being controlled through the screen, but generally they work well. The quality is good throughout too, with the copper accents helping to lift the interior.

One area where it excels in particular is space. Particularly for those in the rear, there’s a great deal of both legroom and headroom, especially considering the Leon’s size. The 380-litre boot is useful too, though it does have quite a high load lip.

As we’ve mentioned, if you want this 1.5-litre engine, it’s the standard V1 trim you have to go for. That said, considering its entry-level status, it comes with a lot of equipment included.

There’s a full digital cockpit, 12-inch touchscreen with wireless smartphone mirroring, along with a heated steering wheel, park assist and reversing camera to name just a few highlights.

Introducing a sportier-looking car with a ‘lesser’ engine and lower running costs is no bad thing, after all this is what the majority of buyers opt for. There’s plenty to like about the Cupra Leon too, including its pleasant interior and strong practicality,

However, its main issue is the fact that Seat will sell you its Leon, which rides better and comes with the same equipment, at a lower price. If you want a genuinely sporty Cupra Leon, go for the full-fat 296bhp version. If not, Seat’s version is a far better choice than this Cupra.

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BMW takes X5 and X6 performance to a new level with M Competition models

New 4.4-litre V8 gets mild-hybrid assistance

BMW has unveiled its new X5 and X6 M Competition performance SUVs, using mild-hybrid technology to deliver the best pace possible.


Following on from the recently unveiled standard X5 and X6, the X5 M Competition and X6 M Competition utilise the same 4.4-litre V8 engine coupled with 48-volt mild-hybrid technology. Combined, you get 616bhp and 750Nm of torque, which equates to a 0-60mph time of 3.7 seconds in both cars. Flat-out, both the X5 and X6 M Competition will manage an electronically-limited 155mph.


The SUVs use an eight-speed automatic transmission as standard, while M xDrive all-wheel-drive helps to improve traction on wet and slippery roads. Drivers can also tailor the amount of power sent to specific wheels, with 4WD Sport mode sending more torque to the rear for a sportier feel.

Photos: PA Media


Both the X5 and X6 also incorporate M-specific adaptive suspension which can be adjusted via the in-car screen, while both versions get high-performance compound brakes with six-piston callipers at the front and single-piston version at the rear.


Each car comes with lightweight forged 21-inch alloy wheels too, along with LED headlights with adaptive technology. Around the back of the X5, there’s a new rear light design with an ‘X’ motif. On both models, there’s a prominent diffuser at the back, too.


Inside, the X5 and X6 both get BMW’s latest Curved Display running the firm’s new Operating System 8. As well as this, all cars get a range of M-specific fittings such as a sports leather steering
wheel, carbon fibre gearshift paddles and full Merino leather upholstery.

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‘Goodwood 75’ celebrates series of anniversaries for motor circuit

History and heritage of Goodwood will be celebrated throughout 2023

Goodwood looks set to celebrate a number of historic milestones throughout 2023.
‘Goodwood 75’ will incorporate a range of celebrations, including 75 years since the historic motor circuit opened and 30 years since the first Festival of Speed event was held.


Officially opened on September 18, 1948 by the Duke and Duchess of Richmond in their Bristol 400, the Goodwood Motor Circuit has seen such famous drivers as Jack Brabham, Jim Clark and Sir Stirling Moss. In fact, Moss achieved his first-ever race win on the circuit’s opening, which saw more than 15,000 spectators attend.


The first Festival of Speed – opened in 1993 – saw 25,000 spectators attend and nearly 100 cars and motorcycles attempt the hill climb.


The year’s motorsport events will kick off with the 80th Members’ Meeting on April 15-16, which will honour Sir Stirling Moss with the ‘Moss Trophy’.

Photos: PA Media


The Duke of Richmond, founder of the Festival of Speed and Goodwood Revival, said: “It’s fantastic to be able to celebrate 75 years since my grandfather opened our wonderful Motor Circuit back in 1948. Today Goodwood motorsport is celebrated and cherished by millions around the world, which the whole Goodwood team are immensely proud of.”


Alongside the Festival of Speed, the Goodwood Revival will also be celebrating a significant milestone, with 2023 marking 25 years since its first event. This year’s event, which takes place between September 8-10, will honour Carroll Shelby who would’ve celebrated his 100th birthday in 2023.

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Is Triumph’s Trident 660 the ideal motorbike for new riders?

The Trident 660 packs modern looks and plenty of punch, but what else does it offer? Jack Evans finds out.

Triumph has an established range of motorcycles these days. Of course, you’ve got favourites like the Rocket and the Speed Triple, ranging right the way up to the go-anywhere Tiger range. But where do things kick off for its range of roadsters? That’d be this – the Trident 660.

It’s a naked motorcycle which aims to roll good value for money, decent performance and low running costs into one well-made model. But can it deliver? We’ve been finding out.

The Trident 660 falls within a very competitive segment, going up against rivals like the Yamaha MT-07 and Honda CB650R in the lightweight naked category. But the Triumph aims to come out on top thanks to plenty of on-board features and solid build quality. It also shuns any kind of retro-inspired styling, instead favouring a far more modern aesthetic.

Photos: PA Media

But it has also been designed to be user-friendly and – particularly for just-passed riders – easy to get up to speed with.

As you might expect from the name, the Trident is powered by a 660cc three-cylinder engine with 80bhp and 64Nm of torque. Peak power comes in at 10,250rpm, too, so there’s definitely fun to be found higher up the rev range. Given that it weighs in at just 189kg with fluids, there’s more than enough power to keep things interesting, that’s for sure.

The Trident is also equipped with a smooth-shifting six-speed gearbox, while Triumph claims that the it’ll return 60.1mpg alongside CO2 emissions of 107g/km. The Trident is also accompanied by an impressive 10,000 mile or 12-month service warranty.

It’s easy to feel at home with the Trident 660. The basic controls are all straightforward and easy to navigate, so from the get-go you’re left feeling confident and at ease. Starting the bike reveals quite a fruity exhaust note, particularly for an entry-level motorcycle. But this engine note is backed up by really sharp handling and accurate brakes, while the throttle isn’t too spiky as to make things feel nervy.

The ride is pretty good, too. Of course, being a naked bike means that there’s little protection from the elements, but you sit quite low in the bike so this does help alleviate some of this. The gearshift is particularly sharp, too, and coupled with a nice light clutch it helps to make changing gears effortless.

As we’ve already touched upon, the Trident 660 shuns the more retro-inspired design of some of Triumph’s other models in favour of a decidedly more modern look. Its short wheelbase is central to the bike’s design, with the slim tailight section being particularly striking too. The 14-litre fuel tank is emblazoned with a Union Jack flag design, while an indented section bears the Trident name.

Triumph also offers the Trident in a wider variety of colour options, including an orange and grey mix which looks particularly striking. On all version, however, the frame remains anodised black, contrasted by grey and silver sections. You can tweak the look of the Trident with a number of accessories, too, such as an optional flyscreen or machined bar end mirrors.

The Trident 660 adopts a clean, fuss-free display setup which is centred around an easy-to-use TFT screen housed within a central binnancle. It’s nice to have all of your major functions all located in one place, too, and means that only a quick glance is required to find out information such as fuel levels.

Plus, the screen can be equipped with an optional connectivity pack which allows full integration with your smartphone, allowing the display to relay turn-by-turn navigation and even allow you to take phone calls via an appropriate headset. You can even control a connected GoPro action camera so you can capture your adventures as you go.

The Trident 660 may be the gateway into the Triumph brand, but it feels anything but entry-level. It’s got more than enough performance to keep riders happy, but this is backed up by respectable running costs and a really easy riding style that’ll make it a great choice for those who are new to life on two wheels.

But it also feels like it has a great deal of that sportsbike spirit from the rest of Triumph’s range, filtered into a bike that can put a grin on your face while keeping to an impressively low price.

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Performance is the name of the game for the Mercedes-AMG SL55

The new SL is here, bringing with it a host of innovations and a brand-new chassis.
Jack Evans finds out what it’s like

The SL has been a mainstay of the Mercedes range for a long time now. The original ‘Super Light’ has represented something of a multi-tool kind of sports car that’ll gladly do a few hundred miles in a stint yet deliver an involving and exciting driving experience.


Now, there’s a new one and it’s the first to have been developed by the in-house performance car arm AMG. It has a boatload of new features to check out, so we’ve been pushing and prodding to see what this new SL offers.


There’s very little that could tie the new SL to its predecessor. This is a thorough and extensive change, with a brand-new chassis underpinning a car which has a number of fresh engine choices. You might notice that the SL has a fabric roof, too, replacing the folding metal version of the car it replaces.

Photos: PA Media


Inside, we’ve got some of the latest tech that Mercedes has to offer, while two rear seats mean that you can take passengers out for the ride as well. The exterior design has been noticeably beefed-up, too, with a look closer to that of the AMG GT 4-Door.


You can get the SL with a variety of engines – including an entry-level 2.0-litre turbocharged petrol – but the one we’re driving today uses the classic Mercedes 4.0-litre twin-turbocharged V8 engine that we’ve seen in a number of its performance cars. Thanks to 469bhp and 700Nm of torque, the SL55 will manage 0-60mph in just 3.7 seconds and head on to a top speed of 183mph.


There’s a nine-speed automatic gearbox, too, while 4Matic all-wheel-drive gives more assured handling in poor conditions. With such a hulking engine, 21.9mpg combined is to be expected – though it’ll drop considerably during sportier driving.


The SL isn’t shy and retiring when you start it up, with a deep rumble coming from the exhaust when it kicks into life. Moving off, the SL’s long bonnet makes itself immediately known and it takes a little bit of getting used to initially. The seats are comfortable, too, and there are heat blowers in the seatbacks for when it’s chilly with the roof down.


It’s relatively comfortable on a cruise, too, though low-speed potholes do tend to unsettle it. However, throw a little extra pace at the SL and it’s obvious that this car has been seriously uprated over its predecessor. It’s very sharp through the bends, with agile handling and some serious response coming from the engine.


As we’ve already touched upon, the new SL is a far meaner-looking thing than before. The fitment of that fabric roof does give it more of an old-school feel, mind you, and it can be folded away in 15 seconds at speeds of up to 37mph, so you’ll be able to get it closed should a sudden downpour occur.


It’s a physically more imposing car than the one it was before, too, and definitely has a bit of muscle car to it thanks to that long bonnet and short rear overhang.


The SL comes with two rear seats as standard, but it’s best to call them ‘occasional’. With an adult driver up front, there’s not a whole lot of legroom for whoever is sitting behind, though you could probably squeeze in for a short period of time. With the roof up, headroom is quite snug and, of course, with the roof down there are miles of it available.


The general fit-and-finish is good, plus the number of heated elements are welcome on a convertible during winter – heated seats, steering wheel and the aforementioned blowers really mean you can go roof-down more frequently. It’s just a shame that the heated seats turn down automatically – as they do on all Mercedes cars – rather than sticking to the hottest setting you’ve picked. Boot space is a little on the small side at 213 litres and considerably less than you got in the old SL – so practicality has definitely taken a hit.


The new Mercedes SL feels like a far more direct proposition than it was before. Having AMG involved from the start has ensured that it steers, accelerates and feels more like a genuinely sporty car than ever before. The V8 engine continues to be full of character, too.


It’s a shame that boot space has declined as it means that the SL isn’t quite as usable on a daily basis as before, but in all other areas, this is a much sharper and more focused proposition.

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Audi marks end of TT with Final Edition

The end of TT road after 25 years

Audi is calling time on its TT sports car after 25 years of sale with a Final Edition that aims to celebrate the iconic model’s success.


The TT has been on sale since 1998 when it arrived as a new Audi sports car, becoming an iconic model for the German brand. Now in its third generation, the TT is now drawing to a close as Audi looks to focus its efforts on more electrified models instead, with no replacement planned.


This Final Edition is designed to sit at the top of the TT line-up and is marked out by its black styling pack, including black Audi logos and badging and darkened door mirrors. A fixed black rear spoiler is fitted too, while Roadster models get rollover hoops and a wind deflector finished in the colour.


Customers can choose between Tango Red, Glacier White and Chronos Grey as paint colours, while large 20-inch alloy wheels are fitted too.


Inside, the Final Edition benefits from an extended leather pack on the armrests, door pull handles and trim on the centre console, while an Alcantara steering wheel with red stitching is also fitted. Alcantara is also used for the seats, with decorative red stitching and piping used as well.


The TT Final Edition is available in three guises – 40 TFSI and 45 TFSI and TTS. The 40 and 45 TFSI use a 2.0-litre petrol engine producing 194bhp and 242bhp respectively, with the latter also coming with quattro all-wheel-drive as standard. The TTS also uses a 2.0-litre petrol engine, but takes its power up to 316bhp, and allows for a 4.3-second 0-60mph time.


In the TT’s final year Audi has also cut back on the number of TT versions available, reducing it to S line, Black Edition and Final Edition on the standard model, and just the Final Edition on the TTS. The sportier TT RS also remains available, using a powerful 395bhp 2.5-litre five-cylinder petrol engine.

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Is the updated Toyota Corolla the family hatchback of choice?

Toyota has introduced a number of changes to its popular Corolla for 2023. Ted Welford tries it out.

Across automotive history, there has never been a more popular car than the Toyota Corolla. More than 50 million have rolled out of factories across the globe since 1966 and today, a healthy proportion of those come from Toyota’s Burnaston factory in Derbyshire, UK, which produces around 100,000 Corolla hatchbacks and estate cars every year.

The family hatchback segment isn’t quite what it was, but Toyota is adamant about the Corolla’s relevance, and that’s why it’s back with a series of updates to the 12th-generation car, which has been around since 2018. But can the latest Corolla compete with the best in this competitive class?

Photos: PA Media

On looks alone, not that much appears to have changed with the Corolla. You’d need an old and new car parked side-by-side to notice the difference in truth, but more on that later.

Instead, it’s what’s under the surface that represents the main changes. Like before, the Corolla is only sold with hybrid powertrains, but they’ve been made lighter and tweaked to improve both performance and efficiency. There’s a new 12.3-inch digital dial display for the first time too, while the touchscreen is both larger and runs on new software.

The Corolla comes with a choice of two ‘self-charging’ petrol-hybrid powertrains – a 1.8-litre and 2.0-litre, which have both increased in power; the 1.8-litre going from 120bhp to 138bhp, while the 2.0-litre’s 193bhp output is up 12bhp.

Our focus here is the 1.8-litre setup, which delivers its power to the front wheels with a CVT automatic gearbox. Accelerating from 0-60mph takes 8.9 seconds – a significant 1.8 seconds less than its predecessor – with the Corolla able to go on to a top speed of 112mph.

Efficiency has improved too, with the Corolla able to return 61.4mpg in our Design-grade test car, with 104g/km CO2 emissions. We saw an easy 55mpg on our mixed test route.

Changes to the hybrid system are particularly welcome in the 1.8-litre. Previously this setup on the Corolla just felt a bit underpowered and strained if you wanted to make fast progress. Though it might not boast significantly more power on paper, it’s a lot brisker in real-world conditions, and we reckon there’s little need to upgrade to the 2.0-litre version. It can be quite noisy under hard acceleration, however, as the CVT grapples to deal with the power.

It’s impressive elsewhere on the Corolla too. There’s plenty of adjustability behind the wheel to get into the right position, while Toyota has managed a great balance of comfort and enjoyment behind the wheel. It’s perhaps not as engaging as a Honda Civic – the class-leader in the family hatchback class – but it’s close. The excellent array of driver assistance technology impresses too, and we particularly appreciate that the button to turn the lane keep assist off is handily placed on the steering wheel, rather than buried within a distracting sub-menu.

When the latest generation Corolla arrived in 2018, its design was particularly bold and stylish, especially in a class with some rather straight-laced choices like the Hyundai i30 and Volkswagen Golf. We can’t blame Toyota too much for being very light with the updates, though a touch more adventure wouldn’t have gone amiss.

Some of the few changes include new multi-LED headlights with a new signature, along with a redesigned grille and the usual refreshed choice of colours and alloy wheels. A GR Sport model also exists for those wanting a sportier look.

This latest generation Corolla’s interior has just kept getting better with time, and the introduction of the new 10.5-inch touchscreen is most certainly welcome, being slicker and more intuitive to use than the old-feeling screen in the previous car. The new 12.3-inch digital dial display helps to modernise the cabin too.

In terms of space, the Corolla is well-placed as a family hatchback. The boot measures a useful 361 litres, though it’s noticeably smaller in the 2.0-litre model because of its larger battery beneath the boot floor. Rear space is quite average for the class, however, and taller passengers will struggle for legroom in the back. A Honda Civic and Seat Leon offer more room in this respect.

All Corolla models come with a long list of equipment, with the entry-level Icon coming with keyless entry, heated front seats, a reversing camera and the digital displays we’ve already mentioned. We reckon it gives all the equipment you really need, but the mid-spec Design model brings more eye-catching 17-inch alloy wheels and privacy glass, while the range-topping Excel features leather upholstery, blind spot monitoring and a head-up display.

The Toyota Corolla was already an excellent family hatchback choice with its impressive safety kit, efficiency and reliability record, but this update has only enhanced it further.

With its improved hybrid powertrains, it’s much brisker and more pleasant to drive than the previous car, while the plusher interior and greater in-car technology bring the Corolla right up to scratch, and put it among one of the best cars in this segment.

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