Volkswagen has tweaked its ID.3 hatchback, but can it compete against newer rivals? Ted Welford finds out.

Volkswagen’s ID.3 was meant to signal the third era for this German firm. The first was the introduction of the original Beetle, and then the second was when the all-conquering Golf arrived.

But despite being built around specific EV underpinnings – and Volkswagen throwing all it could in terms of technology at it – the ID.3 received a bit of a lukewarm reception, both from the press and the public, with sales not being quite as high as VW predicted.

Volkswagen appointed a new CEO, Thomas Schafer, last year and one of his first missions was to fastrack an upgraded ID.3 into production. This car has now arrived ahead of schedule, but is it worth considering?

Despite the ID.3 only being introduced recently, a facelifted model is already here. On looks alone, not a huge amount seems to have changed. We’ll explore more about the visual changes later, but Volkswagen’s aim was to make the ID.3 look more ‘grown up’.

Mechanically nothing has altered either, so it’s inside where the bulk of the differences occur. The touchscreen, a major bone of contention previously, is running new software, while VW has worked to improve the cabin quality with more soft-touch materials, too.

There are two versions of the ID.3 available – the Pro and the Pro S. The former uses a 58kWh battery allowing for a claimed range of 266 miles, while the latter gets a significantly bigger battery that Volkswagen claims an impressive 347 miles for.

We’re trying the Pro S here, but each uses the same 201bhp electric motor, sending drive to the rear wheels. Accelerating to 60mph takes 7.7 seconds, with the ID.3 maxing out at 99mph.

The ID.3 can also charge at up to 170kW, meaning an 80 per cent charge can theoretically take place in just half an hour with a quick enough charger. Efficiency is one of this Volkswagen’s strong points, too, and 300 miles should be achievable without too much effort.

Volkswagen hasn’t really changed anything about how the ID.3 drives, and we’re fine with that as this is a very accomplished model in this respect. Even on our test car’s large 20-inch alloy wheels, the ride was surprisingly compliant, though you might want to opt for the standard 18-inch rims where maximum comfort is concerned.

It handles well, too, staying planted to the road even when pushed. You can also feel that it’s rear-wheel-drive when pressing on, with the back end feeling ever so slightly playful. We think there’s definitely potential for a sportier ID.3 with a chassis as good as this. This Volkswagen lacks some of the immediacy of rivals like the MG4 while accelerating, but is more than fast enough in day-to-day driving.

You’d really have to see a new and old ID.3 parked next to each other to be able to spot the difference, but one of the most obvious changes is that the gloss black strip at the top of the bonnet is no longer there. There are new diagonal air inlets in the front bumper too, along with two new attractive colours – Dark Olivine Green and Costa Azule Blue.

Volkswagen says it’s tried to give the ID.3 a more grown-up finish; previously the front bumper and C-pillars above the rear wheels had a strange patterned texture, but both of these details have now been removed.

On looks alone, the ID.3’s cabin seems largely unchanged. But we’re pleased to report that a lot of the cheaper, low-rent plastics of the old car (such as on the dashboard and door panels) have been removed in favour of new soft-touch materials. It’s really helped to lift the interior and helped to make it feel more ‘VW’, though there’s lots of questionable use of gloss black in all the places it’s most likely to scratch.

Where the ID.3 can’t be faulted is when it comes to interior space. Despite having a broadly similar footprint to a Golf, there’s significantly more rear seat space inside, while the boot measures a useful 385 litres. Just be aware that if you have the Pro S model, the middle rear seat is removed to be able to accommodate the larger battery.

As standard, the ID.3 comes with plenty of equipment, including adaptive cruise control, ambient lighting, wireless phone charging and a 10-inch touchscreen. The latter previously gathered criticism for being slow, glitchy and difficult to use on the move. Though new shortcut menus make it significantly better to operate, Volkswagen says a completely new screen will arrive in 2024, and we can’t help but feel the firm should have waited until then to introduce this new ID.3.

This is a relatively small update for the ID.3, but it does go a long way in improving this hatchback. The higher-quality interior is certainly the best change, but with good driving dynamics and impressive practicality, this Volkswagen remains one of the finest electric hatchbacks available.

The M2 made a big name for itself when it first arrived, so how does this latest version get on? Jack Evans finds out.

The original M2 was an absolute smash hit for BMW. Its success lay in its simplicity; this was a car with a powerful engine up front, drive to the rear wheels and not an awful lot of weight in the middle. It followed a time-honoured performance coupe recipe and, funnily enough, it struck a chord with buyers the world over.

But how do you go about repeating that success? Well, if you’re BMW, you try to finesse the formula without changing it up too much. We’re checking out how this new M2 tackles the road.

There remains a distinct lack of hybridisation with this M2 and, in fact, it’s a departure from the wider BMW direction. From this point, we’re likely to see future M cars equipped with some form of electrification, so you could argue that this M2 is the last of the breed. Still, as a celebration, it works with the M2’s powertrain setup being ‘classic’ BMW and one which has featured in all manner of the firm’s most iconic sports cars.

It remains relatively compact, just as its predecessor was, but you could argue that BMW has seen fit to make the M2 a little more grown up than before through the use of higher-end materials. It’s still a dedicated coupe, mind you, and for now, you can’t get it in other specifications. The previous car famously came in Competition flavour shortly after it was initially released.

BMW has kept a similar setup in the engine department, too. There’s still a twin-turbocharged 3.0-litre straight-six petrol under the bonnet, but you’re now getting 454bhp – considerably more than the 404bhp you’d get in the old M2 Competition. Torque remains the same, however, at 550Nm.

Purists will rejoice at the continuation of a six-speed manual gearbox option, though our test car came with the eight-speed automatic. Zero to 60mph comes in just 3.9 seconds and you’ll carry on to a top speed of 150mph – or 177mph if you pick the optional M Race Track package. Efficiency isn’t too bad for this type of vehicle, either, with BMW claiming up to 29.1mpg (we saw over 30mpg during our time with the car) alongside CO2 emissions of 220g/km.

This latest M2 does feel immediately more urgent than its predecessor. The power delivery is brawny and constant, while the accompanying exhaust note has a pleasantly metallic finish to it. We did find, however, that in its sportiest settings, the M2’s throttle does feel quite ‘snatchy’ – so you tend to leave it in more comfort-focused modes when you’re driving around town.

The grip levels are superb, however, and you can really lean on the M2 through the corners. There’s a good degree of road noise at speed – so motorway journeys are a little bit boomy – but the whole car overall feels more grown-up than the one it replaces. The reactions aren’t quite as immediate, but it is still huge fun.

The older M2 was a great example of how you can make something look purposeful without swelling its dimensions too much. The new M2, naturally, looks larger and a little chunkier, but it still gets plenty of attention out on the road. The kidney grilles aren’t as intricate as they are on the ‘regular’ M240i, but we do like the big, square arches that make the M2 quite chunky on the road.

However, it feels as though the M2 doesn’t quite have the same impact on the road as the M240i. We got a chance to see the two side-by-side and it felt as though the M240i’s design was just a little bit more finessed – but it’s all down to the individual, of course.

The cabin of the M2 is a really well-made place to be. For starters, the seating position is excellent – you can get the seat nice and low while there’s plenty of adjustability for the steering wheel too. It’s nice to see that there are plenty of high-quality materials, too, while the light-up ‘M’ colours in the door cards are a nice touch.

It’s a definite four-seater, too, but there’s actually a touch more room in the back than you might expect. The front seats are easy to fold forward and they slide automatically to make getting into the back a little easier. The 390-litre boot is also quite deep and square, so it’s got more than enough room for some weekend bags or shopping. It’ll even take a set of golf clubs.

This is a more grown-up M2 than before. Accomplished, that’s for sure, but it doesn’t feel quite as energetic – and almost youthful – as the car it replaces. However, that shouldn’t water down just how accomplished this car is, particularly when it comes to cornering ability.

A stronger engine makes the whole experience even better and you could argue that this will be a more useable everyday performance car as a result of the more mature driving style that it offers.

Peugeot has revised its popular electric e-2008 with styling tweaks and a longer range. James Batchelor finds out if it’s worth considering.

Peugeot has been a real pioneer in producing a range of desirable and efficient mass-market EVs, none more so than with the e-2008 small SUV. It’s proved to be a best-seller in Europe with over 75,000 sold since its launch in 2019, with buyers liking its decent electric driving range, quality cabin and sharp styling.

However, time moves quickly in the electric car world with new models seemingly arriving every month. To counter this slew of newer rivals, Peugeot has refreshed its top-seller with updates to the car’s battery, technology and design.

Battery size and technology is developing all of the time, and what seemed like a decent powertrain at the e-2008’s launch in 2019 now looks just a little old hat. The e-2008 gets parent company Stellantis’s latest lithium ion battery pack, which is already used in the new Jeep Avenger and the updated DS 3.

At 54kWh it’s only marginally bigger than the old e-2008’s 50kWh battery, but it importantly boosts the claimed range from 214 miles to 251 miles. Peugeot has also fitted a more punchy electric motor, tweaked the interior and given the e-2008 its ‘shield’ logo, 508-esque three-claw LED daytime running lights and new LED rear lights.

There’s a more powerful motor in this e-2008 – 154bhp versus the 134bhp of the old car, and it’s a respectable, but far from remarkable, amount of power for a small electric crossover. Power is sent to the front wheels just like before and there’s the same 100kW max charging capability, which allows for an 80 per cent charge in around half an hour, but it’s also worth mentioning the battery the motor gets its juice from is now more efficient.

Peugeot claims five miles per kWh from the battery meaning – on paper at least – the e-2008 is one of the more efficient electric SUVs around. On our drive in 35-degree Spanish heat, our car averaged 3.7 miles per kWh which would equate to a range of 200 miles.

While we’re focusing on the electric 2008 here, there’s still a petrol version available using Peugeot’s tried and tested 1.2-litre three-cylinder unit.

Aside from the new motor there are no mechanical changes to the new e-2008, and for the most part it drives just like it did before. Despite the motor having an extra 20bhp, there’s little extra performance on offer here and the 0-60mph time of nine seconds remains virtually identical to the outgoing car’s.

Even in ‘sport’ mode – which sharpens up throttle response – the e-2008 doesn’t throw the driver back in their seat, with acceleration best described as brisk rather than fast. Having said that, squeeze the throttle hard out of a junction or a tight corner and the e-2008’s front tyres will squirm. It’s a softly riding car, too, with a pleasing pliancy to the ride quality and it handled some gnarly Spanish roads on our test route with ease.

This is no hot hatch, then, but in fairness it hasn’t been designed as one. As a comfortable, electric small SUV that has more than enough performance on tap, the e-2008 excels.

In our eyes the outgoing e-2008 didn’t look at all dated, and Peugeot could have got away with simply nailing its new ‘shield’ logo on the nose.

But its designers having taken the chance to give things a tweak, so, along with the new insignia, there’s a whole new front-end, with the most obvious change being new ‘three-claw’ LED daytime running lights in a similar style to the also updated Peugeot 508. There are new LED lights and new badging at the rear, and an assortment of new colours and wheel designs.

Higher spec cars get new materials, but no matter which model you go for the e-2008’s interior has a real quality feel – so much so it makes us wonder why you’d spend even more cash on its sister car, the DS 3. Aside from expensive feeling materials, the dashboard is nicely designed and now features a slightly resigned centre console with a new gear selector.

One really welcome change is a larger 10-inch touchscreen that’s standard across the range and comes with wireless Apple CarPlay and Android Auto. The system itself has been overhauled with a new homescreen, easier functionality and crisper graphics – it’s now one of the better infotainment systems on offer in the compact electric SUV market.

And while the e-2008 is based on the smaller e-208 supermini, there’s a good amount of space inside with decent head and kneeroom in the back seats. Allure models and above get a handy moveable boot floor for extra practicality.

Peugeot has concentrated on improving the two main criticisms of the old e-2008, namely the battery and the car’s infotainment system. The larger 54kWh battery should give a 200 to 220-mile real-world range we reckon, which will be more than good enough for most family car buyers, and the larger touchscreen and slicker software is a welcome improvement.

While the e-2008 undoubtedly remains a stylish choice with polished driving manners and a quality cabin, it is an expensive option and looks pricey against some equally talented rivals. It’s a car that requires you doing your sums before taking the plunge, but we could see many buyers falling in love with the car’s styling and plush interior alone.

Though SUVs and crossovers might be in vogue, the V60 is here to show just what estate cars can bring to the table. Jack Evans finds out what it’s like

If there’s something which immediately springs to mind when you think of Volvo, it’s estate cars. The Swedish firm might be expanding its range of SUVs with the likes of the electric EX90 and EX30, but it’s still these traditional load-luggers which play a key role in the firm’s line-up of vehicles.

The V60 is Volvo’s most compact estate car, slotting underneath the larger V90. However, it’s still got loads of practicality on offer as well as some clever new tech. So should you be switching into a new Volvo SUV or is the V60 an estate car which is still well worth checking out? We’ve been behind the wheel to see.

The V60 is a fine example of Volvo’s steady evolution applied to its cars. It’s been around for a little while now, but it still manages to look fresh both inside and out thanks to a rather timeless quality to its design. Against rivals like the BMW 3 Series Touring and Audi A4 Avant, the V60 still looks very sharp.

But some clever new tech has helped the V60 to stay current, too. There’s now an Android-based infotainment system inside – something we’ve seen applied to much of the Volvo range – which means that all your favourite apps like Google Maps and Spotify can come pre-loaded, rather than mirrored from your phone.

You can’t get the V60 with a diesel engine – though you might expect to find one in a long-distance estate car – but rather just mild- and plug-in hybrid petrol options. Our test car is the entry point to the plug-in hybrid range – the T6 – which combines a 2.0-litre turbocharged four-cylinder petrol engine with an electric motor and 14.9kWh battery. With four-wheel-drive you get a total output of 345bhp, which is enough for a zero to 60mph time of 5.2 seconds.

That battery means that the V60 T6 can travel for up to 54 miles on electric power alone, so there’s more than enough charge for shorter commutes or journeys around town. During our period with the car, we spent much of the time utilising that electric power – it makes the whole experience quiet and relaxing.

Things are pretty easy when it comes to the driving experience in the V60. We’re in an Ultimate version, which does bring larger alloy wheels and, as a result, the ride can feel a little fidgety from time to time. Larger potholes tend to unsettle it, but at a motorway cruise it’s quiet and refined.

The powertrain is great, too. When you’re travelling on electric power alone there’s more than enough performance, but the 2.0-litre engine chirps into play if you require a little extra shove. Even when the battery power is completely depleted, that four-cylinder engine has plenty of drive to offer and it feels strong throughout the rev range. We also found the brake pedal feel to be a standout feature in the V60 – there’s plenty of bite right at the top of the pedal travel and this means you’re confident when you want to get the car slowed down quickly.

The styling of the V60 is definitely recognisable as classic ‘Volvo’. But it’s certainly not the slab-sided affair of its classic predecessor, instead delivering sharp, edgy lines that combine with the usual estate layout to create a very attractive car – in our eyes, at least. Volvo has done well to establish a ‘new’ design setup, too, with a family face that transfers across the range and ties them all together.

We’ve got the now recognisable ‘Thor’s Hammer’ headlights at the front, while around the back you’ve got some edgy lights. Against the larger V90 there’s little to distinguish the V60 and you’d be hard-pressed to see this as the ‘compact’ model.

You still get a classically Scandiavian-feeling interior inside this Volvo. It’s all very minimalist and stripped-back, but it’s all bolstered by great materials and nice ergonomics. For example, there’s still a physical rotary dial for the volume controls – something we’ve seen consistently (and frustratingly) integrated into touchscreens instead.

There’s plenty of space all round, too, and the rear-seat legroom and headroom is particularly impressive. You’ve got ISOFIX points on both outward rear seats for easily loading child seats, while the 519-litre boot is well-sized and really easy to access thanks to a low load lip. You’ve also got plenty of lash points to help keep those looser items tied down securely.

As previously touched upon, one of the biggest changes for this latest V60 is the inclusion of Google-based software for the infotainment. The screen itself hasn’t changed, but all of the menus and available apps now come directly from Google. That means must-have features like Google Maps are there from the get-go and you can link them directly to your Google account so that all of your pre-saved addresses or locations are there the moment you get behind the wheel.

The V60 shows just why estate cars are so good. It’s practical, with a large boot and a spacious cabin that is great for families, but it’s also great to drive and refined at speed. Try a slightly smaller alloy wheel option and we reckon it’ll ride well during all conditions, too.

Though the current trend definitely leans towards SUVs and crossovers, this is one Volvo which flies in the face of it all – and it’s all the better for it.

The Artura packs McLaren’s very latest hybrid technology. Jack Evans finds out.

Even McLaren isn’t able to avoid the push towards electrification that is shaping the motoring landscape. Though famed for its lightweight, powerful and distinctly petrol-powered supercars, the Woking-based firm is fully aware of the need for a little battery assistance, which is why its new hybrid model – the Artura – is so crucial.

With cars like the Ferrari 296 GTB dead in its sights, the Artura definitely means business. At the very core of the Artura sits – as we’ve already touched upon – that all-important battery-assisted engine setup, but around that comes a boatload of typical McLaren touches such as super-lightweight materials and an incredibly driver-focused seating position. It’s also designed with aerodynamics at the forefront, too, yet the exterior remains classically ‘McLaren’ in its execution.

Inside, we’ve got some new tech to address some holes in previous infotainment offerings on older McLarens and help to make this new ‘Series Production’ car – which has a more widespread launch than some of the firm’s more specific models – easier to use on a day-to-day basis.

McLarens and V8 engines go together like bread and butter, but for the Artura it’s an altogether different dish. Rather than the twin-turbocharged V8 engine that we’ve become used to, there’s a more compact V6 unit which is coupled to an electric motor and a small battery. McLaren states that you could get up to 19 miles of electric-only range, too, while consumption and emissions figures of 61.4mpg and 104g/km are very impressive for a car of this type.

But this is still a car very much focused on performance. You get 671bhp overall when you blend petrol and electric power, while a zero to 60mph time of three seconds flat is more than enough to keep the Artura well within the supercar category.

Despite its next-generation powertrain, the Artura feels far more connected to the road than you might think. Much of this can be attributed to its regular hydraulic steering – something McLaren remains committed too – which gives you an incredible sense of what’s going on with the front wheels. There’s steering weight, too, but it’s more ‘realistic’ than other cars which have this sensation electronically applied.

It’s also very pleasant to be able to drive the Artura around on electric-only power as it’s not a sensation you usually have in a supercar. However, when you need it there’s more than enough performance on offer with the combination of petrol and electric power providing some serious energy when you step on the throttle pedal.

There’s no mistaking the Artura as any other type of car – it’s definitely a McLaren. Could that be classed as a reason to find it a little boring in design? Perhaps. But you can’t fault the Artura for its presence, particularly in the matte black finish that our test car was completed in.

It’s got a distinctly superhero-esque feel to it from the outside as if it should be starring as some masked crimefighter’s transport of choice. It might’ve been nice to have pushed the envelope slightly from other McLaren designs, but it’s definitely been executed well.

As we’ve touched upon, the Artura’s cabin is designed around the driver. The main screen ahead of you has handy rocker-style controls for the various driver modes which can be adjusted without having to take your hands away from the wheel – they’re very intuitive and easy to use. Plus, the wheel itself is pleasantly free of any type of buttons, with just a thin-rimmed design left to allow you fully enjoy the act of driving.

It’s definitely a stripped-back affair and though the one-piece Clubsport seats provide more support than you might think from their look and feel, it’s still a very performance-orientated place to be rather than an outright comfort-focused area.

The sky’s the limit with the Artura – just as it is with the rest of the McLaren range, in fairness – with all manner of colours and trims there to choose from. Of course, you can also go through McLaren Special Vehicle Operations – MSO – which opens up a whole new area of customisation and options.

But in more ‘regular’ Artura models you still get loads of features, such as 10-spoke lightweight alloy wheels and a 10-inch driver instrument cluster. The eight-inch infotainment screen is much easier to use than the ones fitted to earlier McLarens, but it’s still outpaced by systems fitted to even ‘regular’ hatchbacks, with relatively limited functionality only being helped by the standard fit wireless Apple CarPlay and Android Auto.

The Artura showcases what we can expect to see from McLaren over the next couple of years. In typical McLaren fashion, the hybrid powertrain is almost surgically designed, while the overall finish of the car is just what you’d expect from this supercar maker.

The electrical system is definitely here to aid performance – rather than efficiency overall – but it’s that ability to run on battery-only power that gives another depth to the McLaren experience. As a sign of things to come, it’s definitely an exciting vehicle.

The Sandero has always been the choice of drivers after a no-frills new car. Jack Evans has been driving the newly updated version.

These days it’s not strange to see some sky-high prices associated with primarily ‘everyday’ cars. Over the years cars have become more complex, and more laden in technology and, as a result, they’re often more expensive than they used to be. But Dacia? Well, Dacia has consistently bucked the trend in this respect, creating affordable cars through a largely no-frills approach.

The Sandero is the car that really put Dacia on the map and continues to prioritise affordability above all else. Recently revised, the new Sandero adds a fresh new look – but is it any good? We’ve been finding out.

One of the most significant changes to this new generation of Sandero is the implementation of Dacia’s new logos. There’s the eye-catching ‘Link’ emblem up front, while around the back you’ve got the Dacia name emblazoned across the boot. It feels like a more assured design direction by the brand and it makes the Sandero look more eye-catching than before.

But there’s still the same focus on value as before. There’s still the option to get the Sandero with a bi-fuel setup that blends petrol and LPG gas for propulsion. ‘Our’ test car, however, used a far more conventional 1.0-litre turbocharged petrol setup that brings a modest 90bhp and 160Nm. Driven through a five-speed gearbox, it brings a 0-60mph time of twelve seconds and a top speed of 109mph. Fast it isn’t, but that isn’t the primary goal for a car like the Sandero after all.

But though performance might not be on the Sandero’s side, it really counters when it comes to efficiency. Dacia claims up to 53.3mpg combined alongside CO2 emissions of 119g/km. The Sandero really shouldn’t prove too costly to run.

Easy and user-friendly, the Sandero is a car that you can instantly feel at home in. The gearshift is light and reasonably accurate, while the steering is equally featherweight so it’s great to use around town. The engine, despite its small output, does quite a good job of getting the Sandero up to speed, though you tend to find that you have to hold a lower gear to get the best of it – lower down the rev range it feels a bit ‘bogged down’.

The ride is good, too, though there’s quite a bit of wobble to it. Accelerate hard and the car will lean back, while hard applications of the brakes will see the nose dive down. It’s nothing too dramatic, mind you, but it does mean that the Sandero doesn’t corner or move quite as sharply as others.

The aforementioned new logos and badges have had quite an impact on the Sandero. The new grille design helps too, bringing this car into classier territory when it comes to design. The Sandero also sits on steel wheels, but the covers are nicely designed.

Our test car also came in an attractive ‘Iron Blue’ paintwork which looks great in the sun and does quite a bit to elevate the look of the Sandero overall.

Sure, the Sandero’s budget-friendly nature is reflected in the variety of harder plastics you’ll find dotted about the cabin, but it’s not a bad place to be. Dacia has also covered the dashboard in a fabric-type material in a pattern which matches the one of the grille and this really does lift the feel of the cabin. The buttons aren’t all that tactile, but the ones for the cruise control on the steering wheel are clearly laid out, while there’s also a stalk for controlling media functions mounted behind the wheel itself.

The front seats are comfortable despite being relatively thin, while there’s more than enough space in the back. You’ve got 328 litres of boot space, too, which you can expand by folding the rear seats down, though they don’t lie completely flat.

As we’ve mentioned, the Sandero has an entry price which undercuts pretty much everything else on the market. But it’s still got plenty of those must-have features off the bat, including air conditioning, cruise control and even Bluetooth connectivity.

Our test car was a higher-spec ‘Expression’ model which adds an eight-inch screen. The biggest benefit of this is the inclusion of Apple CarPlay, allowing you to easily mirror your phone’s display.

The Sandero feels like a car that’s needed now more than ever. With a low entry price, good equipment levels and a great level of efficiency, it’s a model that proves you don’t need to cut back in order to have a very agreeable way of getting from A to B.

It may be a little soft through the corners, but in all the areas that matter the Sandero really hits the mark.

Alfa Romeo has tweaked its Stelvio for 2023. TED WELFORD tries it out.

The Stelvio was a real milestone model for Alfa Romeo, arriving in late 2017 as its first SUV, it made an impact, though perhaps didn’t amount to the significant jump in sales that the Italian firm hoped for.

The firm is now having a second wind with the arrival of its smaller Tonale SUV, but it’s not forgetting about the Stelvio yet, which is back with a number of small but noticeable changes to help it keep up with newer rivals, but does it succeed?

It was only a couple of years ago that the Stelvio last received an update, with this focused on bringing this SUV more in the way of driver assistance technology, as well as a more premium-feeling interior.

This latest update doesn’t even go as far as that, with the main changes being new Matrix LED headlights, featuring the brand’s new ‘3+3’ signature, as well as the same digital instrument cluster from the Tonale, replacing the old analogue dials.

The engine choice on the Stelvio remains the same as before, and though the firm is ramping up its electrified models, there’s no hint of hybridisation here. A 207bhp 2.2-litre diesel is now Alfa Romeo’s only model to be powered by the fuel, but our test car instead uses a turbocharged 2.0-litre petrol unit putting out 276bhp and 400Nm of torque. A ZF eight-speed automatic gearbox is also used, along with four-wheel-drive.

Accelerating to 60mph will take just 5.5 seconds, with the Stelvio able to hit a top speed of 143mph. The downside here is fuel efficiency, with Alfa Romeo claiming just 33.2mpg and high CO₂ emissions of 192g/km. In the real world, however, you’re unlikely to even see 30mpg.

The Stelvio’s driving experience has always given an advantage over pretty much all its rivals, with the only exception being the Porsche Macan. We’re pleased to report that nothing has changed here.

The seating position is excellent, while elements like the fuss-free steering wheel with huge metal gearshift paddles demonstrate this is very much a car where the driver is the priority. Though the low-speed ride is a touch firm, once at higher speeds, any ride issues are quickly sorted. But it’s the way the Stelvio handles that really impresses. This is a fairly large SUV but it’s as agile as many hatchbacks, with well-weighted steering (especially in the Dynamic ‘D’ setting). Think an SUV can’t be good to drive? Try out a Stelvio.

A bad-looking Alfa Romeo is a very rare thing, and from the Stelvio’s inception, it’s managed that rare thing of making an SUV look both sporty and elegant. The front end gets the firm’s trademark triangular grille, while the new ‘3+3’ headlights help to give this SUV a slightly more aggressive appearance than its predecessor.

If looks are especially important, there’s a top-spec Veloce that will really appeal. This sits on larger 20-inch alloy wheels while getting a number of gloss black elements to give it a more menacing look. Alfa Romeo is also offering a special-edition Competizione model, sitting on the biggest 21-inch alloys, while also getting red brake callipers to help set it apart.

For all of the Stelvio’s stylish exterior design, it’s a shame the same level of effort isn’t invested into its interior. Though the addition of the new 12.3-inch digital instrument cluster is welcome, the rest of the cabin hasn’t changed all that much since the car first debuted in 2017. The quality, while far from poor, lacks the premium finish of rivals like the Porsche Macan and Range Rover Velar, and the central 8.8-inch touchscreen looks small by modern standards, and feels behind the times. It’s a shame Alfa Romeo couldn’t find a way of ushering in the impressive new screen from the Tonale.

It’s also not the roomiest car in its segment. The 550-litre boot is a very good size, and has a flat floor to help load items easier, but those sat in the rear will be surprisingly cramped. The smaller, and cheaper, Tonale seems to offer just as much room in this respect.

The Stelvio comes in a choice of two trim levels – Sprint and Veloce. There’s plenty of equipment included from the offset too, such as 19-inch alloy wheels, the twin screens and leather upholstery.

Upgrade to the Veloce and this brings the styling upgrades we’ve already mentioned, as well as a limited-slip differential to enhance the driving experience. Electric front seats are added, along with a power tailgate.

The Stelvio is an SUV that goes about its business differently to most rivals, putting a focus on the driving experience and styling above all else. In these two areas, it’s only the Porsche Macan that can come close.

But there’s no escaping the fact this Alfa Romeo, even with its latest tweaks, is beginning to show its age, with its interior feeling off the pace of its German rivals. Yet if you want an SUV that doesn’t follow the path and will delight you behind the wheel in a way few other cars of this type can manage, there’s a lot to be said for the Stelvio.

Volvo has given the drivetrain of its XC40 Recharge a big tweak and Jack Evans has headed to Sweden to see what difference it has made.

Volvo isn’t often one for radical changes. You only need to look at its current line-up of cars to see that over the years this company’s approach has been more about steady evolution rather than ground-up revisions. So it comes as little surprise that the car we’re looking at today – Volvo’s XC40 – has undergone the mildest of changes for 2023.

But where the edits have taken place are designed to make a real difference – but more on that shortly. As an entry into the very competitive SUV segment, the XC40 needs to deliver – but does it? We’ve been finding out.

The big talking point with this revised XC40 centres around which of its wheels are powered. Previously front-wheel-drive, the new model now has rear-driven wheels which, Volvo says, helps with efficiency and making the most of the battery’s charge. On single-motor cars like the one we’re driving – twin-motor versions are also available – the battery size has remained the same at 67kWh, but the move to rear-wheel-drive helps to boost efficiency.

Save for these edited underpinnings, we’ve not got a lot to differentiate the XC40 from the older version. There’s the continued use of eco-friendly materials inside, however, with ‘our’ car sporting a very pleasing wool-based interior.

As we’ve mentioned, the XC40 we’re testing today uses a single motor driving the rear wheels. You get 235bhp and 420Nm of torque, too, resulting in a zero to 60mph time of 7.1 seconds. Its top speed, as it is on all modern Volvos, is limited to 112mph. Opt for the twin-motor version and you’ll see this acceleration figure drop to just 4.6 seconds, too.

Range? That’s up to 290 miles from a previous high of 264, meaning that this XC40 can definitely go further on a charge. Opt for the dual-motor version and you’ll see a top range figure of 334 miles up front 270, mainly down to a larger battery than before.

Despite that switch to rear-wheel-drive, there’s not much change in the way the XC40 drives – but that’s no bad thing. It’s still a comfortable EV to drive around, while the zip of the electric motor means that it feels slightly quicker than those headline figures suggest. The controls are nicely weighted and there’s the option of one-pedal driving, too, so the regenerative braking works to slow the car down when you lift off the throttle. Because of this, you don’t really need to trouble the ‘regular’ brake until you need to bring the car to a complete stop.

The visibility all around is pretty good, too, while the square dimensions mean that the XC40 feels very easy to park and position. The raised seating position is quite confidence-inspiring, too,

As mentioned, most of the changes that have occurred to this new XC40 have done so underneath the car, so the exterior of it remains largely unaffected. It’s still a good-looking model – to our eyes at least – and incorporates the kind of pared-back design that we’ve come to expect from Volvo.

All cars get 19-inch alloy wheels as standard, too. Volvo also offers the C40, which is a more coupe-influenced version of the XC40. The pair share the same underpinnings, but the C40 delivers a slightly more eye-catching design. However, we still like the look of the ‘regular’ XC40.

One of the things that hits you first off with the interior of the XC40 is how well-made it feels. There’s a real sense of solidity to be found here, with good materials used throughout. As mentioned, the wool interior of ‘our’ test car – finished in a pleasant blue shade – really added a more comfortable edge to the cabin, while also looking pretty good too.

Thanks to its boxy nature the XC40 delivers a good degree of headroom for its size while its 489-litre boot is acceptable in size, too. It’s considerably larger than the 340-litre boot you’ll get in the Mercedes EQA, too, which is one of the XC40’s key rivals.

The XC40 remains a very well-rounded electric car. With a smartly made interior and an attractive exterior design, it’s a compact SUV which feels fully in its stride. This slight revision has only helped to sweeten the deal by boosting range and efficiency, too, so it’s definitely a worthwhile update.

The market in which the XC40 sits is definitely a competitive one, but with these tweaks it’s still an electric car well worth checking out.

Alfa Romeo has tweaked its Stelvio for 2023. Ted Welford tries it out.

The Stelvio was a real milestone model for Alfa Romeo, arriving in late 2017 as its first SUV, it made an impact, though perhaps didn’t amount to the significant jump in sales that the Italian firm hoped for.

The firm is now having a second wind with the arrival of its smaller Tonale SUV, but it’s not forgetting about the Stelvio yet, which is back with a number of small but noticeable changes to help it keep up with newer rivals, but does it succeed?

It was only a couple of years ago that the Stelvio last received an update, with this focused on bringing this SUV more in the way of driver assistance technology, as well as a more premium-feeling interior.

This latest update doesn’t even go as far as that, with the main changes being new Matrix LED headlights, featuring the brand’s new ‘3+3’ signature, as well as the same digital instrument cluster from the Tonale, replacing the old analogue dials.

The engine choice on the Stelvio remains the same as before, and though the firm is ramping up its electrified models, there’s no hint of hybridisation here. A 207bhp 2.2-litre diesel is now Alfa Romeo’s only model to be powered by the fuel, but our test car instead uses a turbocharged 2.0-litre petrol unit putting out 276bhp and 400Nm of torque. A ZF eight-speed automatic gearbox is also used, along with four-wheel-drive.

Accelerating to 60mph will take just 5.5 seconds, with the Stelvio able to hit a top speed of 143mph. The downside here is fuel efficiency, with Alfa Romeo claiming just 33.2mpg and high CO2 emissions of 192g/km. In the real world, however, you’re unlikely to even see 30mpg.

The Stelvio’s driving experience has always given an advantage over pretty much all its rivals, with the only exception being the Porsche Macan. We’re pleased to report that nothing has changed here.

The seating position is excellent, while elements like the fuss-free steering wheel with huge metal gearshift paddles demonstrate this is very much a car where the driver is the priority. Though the low-speed ride is a touch firm, once at higher speeds, any ride issues are quickly sorted. But it’s the way the Stelvio handles that really impresses. This is a fairly large SUV but it’s as agile as many hatchbacks, with well-weighted steering (especially in the Dynamic ‘D’ setting). Think an SUV can’t be good to drive? Try out a Stelvio.

A bad-looking Alfa Romeo is a very rare thing, and from the Stelvio’s inception, it’s managed that rare thing of making an SUV look both sporty and elegant. The front end gets the firm’s trademark triangular grille, while the new ‘3+3’ headlights help to give this SUV a slightly more aggressive appearance than its predecessor.

If looks are especially important, there’s a top-spec Veloce that will really appeal. This sits on larger 20-inch alloy wheels while getting a number of gloss black elements to give it a more menacing look. Alfa Romeo is also offering a special-edition Competizione model, sitting on the biggest 21-inch alloys, while also getting red brake callipers to help set it apart.

For all of the Stelvio’s stylish exterior design, it’s a shame the same level of effort isn’t invested into its interior. Though the addition of the new 12.3-inch digital instrument cluster is welcome, the rest of the cabin hasn’t changed all that much since the car first debuted in 2017. The quality, while far from poor, lacks the premium finish of rivals like the Porsche Macan and Range Rover Velar, and the central 8.8-inch touchscreen looks small by modern standards, and feels behind the times. It’s a shame Alfa Romeo couldn’t find a way of ushering in the impressive new screen from the Tonale.

It’s also not the roomiest car in its segment. The 550-litre boot is a very good size, and has a flat floor to help load items easier, but those sat in the rear will be surprisingly cramped. The smaller, and cheaper, Tonale seems to offer just as much room in this respect.

The Stelvio comes in a choice of two trim levels – Sprint and Veloce. There’s plenty of equipment included from the offset too, such as 19-inch alloy wheels, the twin screens and leather upholstery.

Upgrade to the Veloce and this brings the styling upgrades we’ve already mentioned, as well as a limited-slip differential to enhance the driving experience. Electric front seats are added, along with a power tailgate.

The Stelvio is an SUV that goes about its business differently to most rivals, putting a focus on the driving experience and styling above all else. In these two areas, it’s only the Porsche Macan that can come close.

But there’s no escaping the fact this Alfa Romeo, even with its latest tweaks, is beginning to show its age, with its interior feeling off the pace of its German rivals. Yet if you want an SUV that doesn’t follow the path and will delight you behind the wheel in a way few other cars of this type can manage, there’s a lot to be said for the Stelvio.