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The Fiesta ST is powered by a 200hp turbocharged 1.5-litre three-cylinder EcoBoost engine that drives the front wheels through the aforementioned six-speed transmission. At £24,395 OTR, the Fiesta ST3 delivers affordable thrills that reward drivers of all skill levels.

Ford Fiesta ST 5dr Review

Tested: Ford Fiesta ST3, turbocharged 1.5-litre EcoBoost S/S, 6-speed manual.

RR Prices: £24,395 (BIK 31%). As tested: £26,445, see options fitted below.

Fiesta range from £16,115 (3dr ‘Trend’, 1.1-litre Ti-VCT 75hp, 5-sp manual).

You’re in the market for a compact hot hatch and, to be fair, you’re feeling a tad underwhelmed with the current offerings. Admittedly, the Fiesta ST is receiving a helping hand these days thanks to the present dearth of direct rivals.

The inevitable GTi variant of Peugeot’s new 208 has yet to be announced, and there’s no word of an RS-badged Renault Clio either. The stonking 257hp Toyota Gazoo Racing Yaris will only become available in early 2021…for at least £30k. The MINI Cooper S is far less fiery than the Fiesta ST and frankly, also too expensive. The ST’s only tangible threat comes from the Volkswagen Polo GTI and, perhaps – just perhaps – the Suzuki Swift Sport.

So you didn’t have to, I’ve spent the last week self-isolating with ‘XBW’ – a Ford Fiesta ST, 1.5-litre EcoBoost S/S, 6-speed manual, presented in ‘3’ trim with a ‘Silver Fox’ paint finish.

All Fiesta ST’s (there are two) come with 17- or 18-inch alloy wheels, tweaked exterior styling featuring a unique ST upper grille, front bumper, rear bumper, diffuser and unique paint colours.

Those familiar with the regular Ford Fiesta will recognise most of the ST’s interior; it’s more or less business as usual, save for a few sporty touches.

Chief among these are a set of very supportive Recaro sports seats (with an even more adjustable version as an option), which perform very well at holding you in place during fast cornering and directional flicks. The driving position is excellent, which is more than can be said of some of the Fiesta ST’s closest rivals, which often sit the driver too high up.

Fiesta ST’s also benefit from an ST-Line flat-bottomed steering wheel, sports pedals and three drive modes – Normal, Sport and Track – which also comes as standard.

The ST’s dashboard is carried over from the standard Ford Fiesta, albeit with a few small changes. Carbon fibre-style trim, that delightful flat-bottomed ST-badged steering wheel and a metallic-finished gear lever all feature, while optional shift lights sit in the dial cluster.

Understandably, the Fiesta ST is no less practical than the regular Fiesta models. There’s ample space inside both three and five-door models, meaning it’s as family friendly as a car of this type can be. However, the five-door Fiesta - by rote - offers greater practicality and the rear doors open particularly wide too.

Front occupants get the best deal in either-bodied Fiesta ST, as the excellent Recaro sports seats are supportive, adjustable and comfortable. Legroom in the rear is much the same as standard versions, meaning there’s about as much space as you’d find in the back of a Polo GTI. Headroom is still an issue as in other Fiestas and taller passengers are best carried up front. This is particularly evident by the choosing of the optional opening panoramic roof.

The same array of centre and door cubbies feature on the ST as on the standard Fiesta; there’s a glovebox that’s 20% bigger than in the old model, while a one-litre storage bin can be found in the centre console. Each door pocket can carry a 500ml water bottle with ease.

The Fiesta ST is exactly the same as other models in the Fiesta range when it comes to the boot and that’s no bad thing. There’s a wide tailgate that opens to reveal a 292-litre boot; fold the rear seats and this expands to a usable 1,093 litres.

As with other Fiestas, an optional variable boot floor will help you make the most of this extended space or to store smaller items separately.

There are two trim levels from which to choose - ST2 and the ST3 as tested. There's a comprehensive list of standard equipment, including ST-specific styling inside and out, sports suspension, Ford’s SYNC 3 infotainment system with DAB radio, Apple CarPlay and Android Auto functionality, cruise control and Ford’s ‘NCAP Pack’, which includes lane-keep assist and a speed limiter.

The ST2 trim also includes climate control, heated seats, blue seatbelts, a B&O Play stereo and a larger eight-inch infotainment screen are all added.

Top-spec ST3 versions get the largest 18-inch alloys, red brake calipers, satnav, automatic wipers, an auto-dimming rear view mirror and a suite of driver assistance systems that includes traffic sign recognition, automatic high-beam headlights and driver alert.

With the ST3 grade being the very top-end Fiesta available in the UK, there were just three options fitted to the very-well equipped test car: Exclusive ‘Silver Fox’ paint (£750), Sliding panoramic roof (£700), and full LED headlamp clusters (£600). Total value of options: £2,050.

Both the Ford Fiesta ST2 and ST3 are powered by a potent 1.5-litre three-cylinder, turbocharged EcoBoost petrol engine delivering 200hp on full whack, plus extra low-down power when the standard over-boost feature kicks in.

The 0-62mph sprint takes a brisk 6.5 seconds and the car’s top speed is 144mph. The engine feels strong, producing a suitably throaty exhaust rasp, aided by Ford’s Electronic Sound Enhancement, which uses the car’s stereo to further improve the sound. Select Sport or Track modes and the car’s exhaust will pop and crackle when you lift off the accelerator.

The previous Fiesta ST’s 1.6-litre four-pot was more willing to rev to its red line, whereas the new model’s three-cylinder doesn’t feel like it needs to be revved past 5,750rpm. However, keen drivers will enjoy the ST’s delightful short-throw six-speed manual gearbox.

Some hot hatch rivals offer a more traditional four-cylinder engine, but those looking for great performance and oodles of fun will not be left wanting by the Ford’s three-pot star.

Driving the Fiesta ST isn’t so much about the car’s engine but more about its excellent handling. The ST is sharp and responsive, with quick steering that feels well matched to the available grip. Those wanting to make fast, unfussy progress will be able to drive cross-country at a blistering pace, but the ST can also be thoroughly entertaining if you’re a keen driver trying to enjoy the road for its own sake.

Add the optional Performance Pack (costing around £900, but standard on the ST3) and you’ll benefit from a limited-slip differential made by specialist company Quaife; this helps the ST put its power down more convincingly, especially when exiting corners, limiting excessive wheel spin.

Launch control also comes as part of the pack, making fast getaways a breeze, along with shift lights to let you know when best to change gear.

During the test week, a total of 296 miles were driven over mixed roads at an average speed of 31mph, with 9:11hrs of driving time. While no attempt was made at frugality, the average fuel consumption was recorded at 42.2mpg, which sits in the upper echelons of the ‘Low-High’ WLTP band of 32.1 – 46.3 mpg.

The Ford Fiesta ST benefits from the standard Fiesta’s five-star Euro NCAP rating. This was broken down into adult and child occupant protection ratings of 87% and 84% respectively, while a rating of 64% was given for pedestrian protection.

The Fiesta’s 60% driver assistance rating is only average, but there are a number of systems that come as standard on certain ST models that don’t feature further down the Fiesta range, including lane-keep assist, traffic sign recognition and driver alert. Optional LED headlights and a blind-spot monitoring system are options worth adding to make your Fiesta ST as safe as possible.

Ford has revisited its Fiesta ST recipe and enhanced it even further. Replacing the previous 1.6-litre four-pot with a 1.5-litre turbocharged three was an inspired move.

If you’re still in the market for a hot hatch with a circa-£25k budget, then the hugely enjoyable Ford Fiesta ST should be at the very top of your shortlist. Super quick, fun, yet five-door practical and economical, the latest Ford Fiesta ST is one of Ford’s finest hot hatches…ever.

2017: March – Premiered at the Geneva Motor Show.

2018: May – UK prices and model line-up announced.

2018: July – First customer deliveries via retail network.

Engine: 1.5-litre, 3-cylinder turbocharged.

Max output: 200hp @6,000 rpm / 290Nm of torque from 1,600 – 4,000 rpm.

Transmission: Six-speed manual gearbox, to front wheels.

Luggage capacity (row 2 seatbacks up/down): 292 / 1,093 litres.

The new 2020 Peugeot 208 was awarded the 'European Car of the Year' for 2020. It is also a top-three finalist in the 2020 World Car Design of the Year.

Tested: Peugeot 208, 1.5-litre BlueHDi 100hp diesel, 6-speed manual, in ‘Allure’ trim.

RR Prices: £20,350 (BIK 26%). As tested: £21,695 (see options fitted below).

208 range from £16,250 (1.2-litre PureTech 75hp petrol, 5-speed manual in ‘Active’ trim).

It’s Friday, so let’s start with the good news.

Last week, the new Peugeot 208 was awarded the 'European Car of the Year' for 2020. It is also a top-three finalist in the 2020 World Car Design of the Year, with exalted company in the form of the new Mazda3 and Porsche Taycan EV.

To be fair, the new 208 is a completely different car from the original Peugeot 208 (2012-2019), which, while it was good…-ish, did struggle to compete with rivals such as the Ford Fiesta, Renault Clio, Volkswagen Polo and Seat Ibiza in most key areas. Still, recorded sales in excess of 22 million units are none too shabby.

The second-generation Peugeot 208 is available with three types of propulsion: Petrol, Diesel and All-Electric. The platform under the new 208 is rather clever and allows all powerplants to slot into the same structural front nook, so all three versions can be built on the same production line.

Last week, ‘CWC’ came to visit – a Peugeot 208, 1.5-litre BlueHDi 100hp diesel, 6-speed manual, presented in ‘Allure’ trim.

With typical Gallic flair, Peugeot has created something pretty special to look at in the new 208. Park one of these on your driveway (as I did) and the neighbours will be impressed (as they were).

The design is radically different from that of the outgoing model, which now looks rather librarian by comparison. The new car is fractionally longer and wider but lower than before. It also gets aggressive-looking lighting cues and the windscreen has been slid back to create a longer snout and better-defined proportions.

At the front, there's a large, intricately detailed 3D-effect grille and some eye-catching LED daytime running light 'fangs'. At the back, the lines are more curvaceous and defined than with the previous model, the rear screen is more angled and there's a glassy black centre section housing triple red LED ‘claw’ lights on each side.

Higher-trim levels (like the yellow GT-Line pictured) are fitted with sleek, gloss-black wheel-arch extensions that tie in with a tail-light graphic stretching the entire width of the boot lid.

Inside the cabin, the latest 208 gains Peugeot's latest, third-generation 'i-Cockpit' design. However, the driving position can be something of an acquired taste: instead of looking through your steering wheel to see your instruments like you do normally, an extra-small oval steering wheel is fitted and you have to peer over it instead.

Some will like the unconventional feel this gives, but others might struggle to get comfy. The dials themselves are pretty conventional on the most affordable Active trim level, but for the Allure and upwards they’re replaced by digital 3D ones that have a range of different configurations. They look cool and they work pretty well, while the touch-screen infotainment system is large and easy to operate when driving.

A really nice cabin detail is the fold-down flap located underneath the 'piano key'-style switchgear, which conceals an area for your smartphone while it charges – either inductively or via two charging points.

At the back of the new 208 you'll find decent passenger space for a car of this size. And Peugeot's keen to point out that the e-208 all-electric version has the same amount of rear seat legroom and boot space as its fossil fuelled siblings.

The demise of three-door hatchbacks by most automakers has been adopted by Peugeot as every 208 now comes with five doors, so it's much easier for passengers to access the back row than in three-door versions of the previous 208 iteration.

Peugeot has also paid more attention to storage, putting a large cubby under the central armrest, along with a tray ahead of the gear-lever. Rear visibility is reasonable due to the 208's small back window but rear parking sensors are included on most trim levels.

Measuring 311 litres, the 208's boot is average for the class, beating the 292 litres offered in the Ford Fiesta but failing to match the 351 litres of the Polo or vast 391 litres found in the new Renault Clio. However, folding down the 60:40 split rear seats reveals a more useful 1,106 litres of load space.

There are three trim levels offered for the new 208 called ‘Active’, ‘Allure’ and ‘GT Line’, each offered with petrol, diesel and electric power, along with a ‘GT’ trim only offered for the e-208 EV.

Active versions get 16-inch alloy wheels and LED daytime running lights with the fang design, along with pre-heating for the e-208 EV. Allure adds 17-inch wheels, a black B-pillar, leather-effect upholstery, 3D i-Cockpit and LED rear lights.

GT Line models benefit from front and rear parking sensors along with a wide-angle rear-view camera. There are 17-inch alloy wheels, eight-colour ambient lighting, LED headlights, black wheel arches, twin exhaust pipes (except e-208 EV, of course) and a black contrasting roof.

Automated parking, adaptive cruise control, Alcantara upholstery, heated front seats and a 10-inch infotainment screen with satnav are added to the GT e-208 electric vehicle.

Considering how well equipped the 208 is in second-tier Allure trim, there were just two options applied to the test car: Elixir Pearlescent Red exterior paint (£695) and the 10-inch colour touchscreen with Connected 3D Navigation and includes a three-year subscription to TomTom Live Updates (£650).

Personally, I think the paint is silly-expensive, didn’t look that pearlescent to me and probably isn’t worth it (especially when the neat-looking Faro Yellow costs zero extra). However, the large touchscreen with satnav does look and behave rather neatly. Total value of options: £1,345.

The all-new Peugeot 208 is available with four conventional-engined powertrains and the all-electric e-208.

There is a punchy three-cylinder 1.2-litre PureTech petrol unit delivering 75, 100 or 130hp, paired with a five or six-speed manual gearbox or eight-speed automatic transmission.

For the higher-mileage diesel fans, there is a four-cylinder 1.5-litre BlueHDi 100hp unit matched to a six-speed manual transmission.

While I was sent the diesel version for evaluation, I would be inclined to agree with Peugeot’s assessment that the 1.2L PureTech 100hp petrol 6-speed manual in Allure trim grade, is likely to be the biggest seller.

Whichever engine you choose, the steering is light, which is great for darting around town. The 208 doesn't feel as sporty as a Ford Fiesta but handles well, remaining pretty flat and composed during high-speed cornering and quick directional changes through the twisty bits.

A downside is that the suspension settings deliver a ride that many might find a tad too firm – and certainly firmer than that of the Citroen C3 and Ford Fiesta.

Claimed fuel economy for the diesel as tested is 60.8 - 71.4 mpg, versus 50.4 - 52.3 mpg for the 100hp petrol, but the £1,500 extra upfront cost only makes sense for high-mileage drivers. Little wonder then that only five per cent of UK 208’s will drink from the black pump.

Mind you, if the diesel suits your work-life balance better, rest assured it’s decently refined, strong on the torque front and a very capable motorway cruiser. I did find the six-speed manual gearbox a bit floppy and vague, though.

During the test week, a total of 355 miles were driven over mixed roads at an average speed of 32mph, with 10:14hrs of driving time. While no attempt was made at frugality, the average fuel consumption was recorded at 67.1mpg, which sits comfortably within the ‘Low-High’ WLTP band of 60.8 - 71.4mpg.

The new 208 scored four out of five stars in Euro NCAP crash testing in 2019, which will be disappointing news for Peugeot, as most cars achieve the full five-star safety rating.

In all categories the new 208 scored well, but lost points due to lack of adequate whiplash protection for rear adult passengers, which is something buyers considering a new 208 should think about if they regularly carry adults in the back.

Be assured, the lack of a fifth star doesn’t make the 208 an unsafe car. There is a plethora of driving aids available, from adaptive cruise control to lane positioning assist, traffic sign recognition to blind spot monitoring. It also features driver attention monitoring, which works at speeds over 40mph and analyses steering wheel movements to detect alertness.

The all-new 208 is the first car to adopt Peugeot’s ‘Power of Choice’ philosophy - you simply choose your Peugeot trim grade and your petrol, diesel or electric powertrain – and the rest falls neatly into place.

There can be no denying the design work that’s gone into this car, on which so many hopes are pinned. Launching one car with petrol, diesel and battery powertrains is brave, but perhaps far-sighted. Either way, it’s entertainingly cheerful, good fun to drive and unmistakably French.

So, that’s the good news, now on to the bad news...because you’re here and you have been, thanks for reading - WG.

2019: March – world premiere at the Geneva Motor Show.

2019: August – UK prices and model line-up announced.

2019: October – Sales order books opened.

2020: January – First customer deliveries via retail network.

Key Facts: 2020 Peugeot 208 ‘Allure’ 1.5-litre BlueHDi 100hp diesel, 6-speed manual

Engine: 1.5-litre, 4-cylinder turbo-diesel.

Max output: 102hp @3,500 rpm / 250Nm of torque from 1,750.

Transmission: Via a six-speed manual gearbox, to front wheels.

MPG: 60.8 – 71.4 (WLTP combined Low-High).

Luggage capacity (row 2 seatbacks up/down): 311 / 1,106 litres.

The all-electric Mercedes-Benz e-VITO leads the German van maker's charge into EV van deliveries, with the e-SPRINTER and e-CITAN to follow.

RR Prices: £39,895. As tested: £42, 140 (see options fitted below).

Mercedes-Benz e-VITO range from £39,895 – Pure L2.

Finally, more than a year later than anticipated and two years after its introduction into mainland Europe, the Mercedes-Benz e-VITO has arrived in the UK.

The new e-VITO is based on the regular, third-generation VITO van first introduced to the UK in 2015 and is the follow-up to the previous Mercedes-Benz VITO E-Cell electric van, which went into limited production in 2010.

The Mercedes-Benz e-VITO comes in a choice of trim levels and body sizes, but – at just 93 miles (empty and on a summer’s day) – offers what many may consider to be a rather too limited driving range.

I recently spent a week with ‘UVD’, a Mercedes-Benz e-VITO, presented in Pure L2 format and finished in ‘Brilliant Silver metallic’ exterior paint…

As the first mid-sized all-electric van to hit the mainstream UK market, the e-VITO is currently alone. Of course, there are a number of PHEV hybrid vans around that pair combustion engines with electric motors with a plug-in top-up charging system. However, 2020 is expected to be a busy year for the introduction of all-electric commercial vans.

We can expect an electric Volkswagen e-Transporter, as well as electric versions of the Citroen Dispatch / Peugeot Expert / Toyota Proace / Vauxhall Vivaro family, along with the new LDV e Deliver 3 (a purpose-built electric van).

Then, of course, is the retro-styled Morris Commercial JE, an electric van with a 1950s design, recently unveiled ahead of a planned launch in 2021.

If you’re looking for another mid-size all-electric van that’s on sale right now you’ll have to turn to third-party converters – the newly announced, high-volume version of the Nissan e-NV200 from the Bevan Group, being a case in point.

One would be hard-pressed to notice any external differences between the regular VITO and this new e-VITO.

The more astute may notice the ‘eLECTRIC' badging under the A-pillar and the single ‘eVITO’ badge on the left rear door. Other than those three rather subtle badges, there’s nothing else to differential the two models.

As well as the panel van versions, you can also order the e-VITO Tourer minibus model.

As you would expect from a work-a-day panel van the interior exhibits utilitarian but nonetheless good quality plastics. Everything is in its right place but the layout does look a tad dated.

The e-VITO is right up there with the best in its LCV class in terms of its cabin appeal. It's pleasing to the eye and has a feel solid durability with welcome touches of quality, but not a hint of soft-touch leathers and luxury fabrics.

Some elements do disappoint though. For example, the 14.7cm colour TFT display at first appears to be a modern touch-screen, but in fact it's a more dated version controlled by dials and buttons. The position of the USB socket below and to the left of the screen means any charging cables will drape across the dash.

Storage is good rather than great with just two cup holders, multi-level door pockets and a relatively small glovebox. There are also three storage bays on top of the dash, but none are covered, meaning there isn’t a large amount of space to tuck things out of sight.

The driving position is okay for those less than six-foot tall, but those blessed with taller stature might find the driver’s area a little cosy. The foot-operated parking brake is hung-over from the previous generation VITO, but goodness knows why in this age of the electronic handbrake. It is released by a handle positioned low down to the right of the steering wheel.

There are two trim levels available on the e-VITO…Pure and Progressive. The range-entry Pure as tested includes features such as hill-start assist, sliding doors on both sides, Mercedes Pro connect, a heated drivers’ seat, air conditioning, 4 metre charging cable, and vehicle tracker.

Progressive trim grade adds body colour bumpers, front fog lights, 75mph speed limiter, upgraded audio system and driver’s lumbar support.

Mercedes Pro Connect is a service that’s free for the first three years and includes remote access, digital drivers’ log, drive-style monitor, service monitoring, parking time monitor and geo-fence options.

My ‘UVD’ test van arrived with the following options fitted: Brilliant silver metallic (£565), bumpers and detachable body parts painted body colour (£315), Audio 40 sound system (£660), electrically foldable exterior mirrors (£190), front fog lamps (£195), speed limiter 75mph (£135), front wheel cover (£80) and driver’s seat lumbar support (£105), bringing the total value of options fitted to £2,245. 

There are two body lengths available on the e-VITO – the L2 (5,140mm / 6.0m3) and L3 (5,370mm / 6.6m3).

The L2 Pure costs £39,895 and the Progressive £41,600 (both ex VAT), while the longer L3 Pure is priced at £40,415 and L3 Progressive at £42,120 (again, both ex VAT).

The vehicle is also eligible for the Office for Low Emission Vehicles (OLEV) Grant. This means that customers can benefit from a 20% reduction on the vehicle purchase price, up to a maximum of £8,000, which makes the e-VITO an attractive proposition.

The aim of this van is to be a substitute for the range-entry version of the VITO CDI diesel, which is why it has the same power output. The battery range is estimated to be enough for a day of deliveries for last-mile courier services working in city centres that could soon be designated no-go zones for conventional diesel vans.

The e-VITO’s power comes from an 85kW electric motor which drives the front wheels. There is multi-stage brake energy recuperation available of zero, D-, D, D+ and D++, and three drive modes in the form of Comfort, Economy, and Economy Plus.

The three-module battery is located under the load bed. It’s a 41kWh pack with 35kWh of that usable. This allows for a combined range of 93 miles on a charge and it can be recharged via the 7.4 kW on-board charger in around six hours using a Type 2 inlet. There is no rapid 40 to 50 minute charging capability, so journey planning is paramount.

Mercedes-Benz claims that, even fully laden in winter, a range of 62 miles is still possible and, to be honest, that sounds about right.

Both L2 and L3 body lengths have a generous 3,200kg (3.2-tonne) gross vehicle weight rating, but this means the larger van has a lower payload as the basic van weighs more. As such, while the e-VITO L2 can carry up to 923kg, the maximum payload for the L3 falls slightly to 898kg. Their kerb weights are 2,277kg and 2,302kg, respectively.

Like the regular VITO van, the e-VITO is surprisingly comfortable and enjoyable to drive, with well-tuned suspension that provides a nice mix of supple ride quality, responsive handling and load-carrying ability. All-round vision is good with decent-sized mirrors and a reversing camera.

One element of the e-VITO that is most car-like is its steering – it lacks the heaviness of some rival systems, which makes it lighter at lower speeds and around town where it is expected to spend most of its life, while it weights up nicely at faster speeds. 

Due to the silent nature of EV’s, the e-VITO’s electric motor emits a sound below speeds of 19mph to warn pedestrians of its presence. The 112hp available from the 41kWh battery pack is delivered seamlessly and in a very refined manner. However, it will show an impressive turn of speed when asked.

During the test week, a total of 148 miles were driven over mixed, but mostly urban and city centre roads, at an average speed of 19mph, with 07:14hrs of driving time. While no attempt was made at being frugal with the battery capacity, the average electricity consumption rate was recorded at a rather poor 2.2 miles per kWh. The van received no loads in its cargo area.

One battery charge was made midway during the week, from 8% battery capacity to 100%, which took 05:16hrs and cost £11.57.

Mercedes-Benz is open about the fact that the e-VITO will not suit everyone; however, if you're a city-based courier who facilitates multi-drop, ‘final-mile’ deliveries it will certainly make a lot of sense, particularly when you consider the expensive diesel particulate filter (DPF) problems that cause headaches for diesel drivers in urban operational areas.

If the numbers work for you – and you have the ability to charge it up overnight while the business is closed – then the e-VITO is both a worthy proposition and a viable step forward in electric mobility for business.

2020: January – first deliveries to MBV retail network.

Powertrain: 3-module battery of 41kWh capacity (installed), 35kWh (available).

Transmission: 112hp electric motor to front axle.

Charging duration 0 to 100 %: Approximately 6 hours via Type 2 connection.

Top speed: Standard 50mph (optional 62mph or 75mph).

Energy recuperation stages: 0, D- / D / D+ / D++

BIK rates: 0% from 6th April, 2020-21 / 1% 2021-22 / 2% 2022-23.

Towing capacity: N/A. Roof weight: 150kg.

Maximum load compartment capacity: 6.0m3.

Everything you need to know about the new 2020 Ford Mustang Mach-E electric car, Fords first electric vehicle

Ford Mustang Mach E Electric SUV Review

It’s a Mustang – but not as you know it. Yep, folks, this is a high-riding all-electric SUV – and it’s about as far from a muscle car as you can get.

Well, what I mean by that is, it’s not a gas-guzzler and it doesn’t have a V8 lump under the hood. What it does have, however, is a whopping electric motor and a battery pack big enough to produce brain-liquidating acceleration.

I know, you’re right, Steve McQueen would be turning in his grave right now if he could see the new Mustang Mach-E. But, hey, life moves on – and the electric revolution is here. By 2035 the UK won’t allow the sale of new petrol or diesel cars – and Ford, as well as other major automakers are getting in there early. It’s right that they are, because emissions regulations are getting tighter, and 2035 isn’t that far away – not in the great scheme of things.

The Mach-E won’t hit UK roads for a while, but I got the chance to be one of the first British journalists to go for a spin in it around central London. A weird place for a speedy electric Mustang? Yes, in some ways, but it also demonstrated how quiet the new Blue Oval badged car is. What’s more, even though the electrified SUV looks big and feels large inside, it’s nimble enough to navigate London’s streets – and, somehow, it’s compact enough to chuck U-turns without hassle. 

Is it a beast, though? Well, from the limited acceleration test in an underground carpark in Westminster, I’d say “yes”. My head snapped backwards as the driver (I wasn’t allowed behind the wheel for some bizarre reason) floored the pedal. It wasn’t just me who wasn’t allowed to drive, by the way – no journalist was. The reason? It’s because the only Mach-Es over here are pre-production left-hand drive examples – and Ford wants us to sample the real deal later down the line.

To be honest, you can tell a lot about the Mach-E from just sitting in the passenger seat. It certainly feels flat in corners and it's hushed – very hushed. The quality of the cabin is bang on, too. 

But what about all the electric gubbins and stuff? Well, when the car comes to the UK in a few months, the Mustang will come with standard and extended-range battery options. It’ll also be fitted with rear-wheel drive and all-wheel drive. 

As I’ve mentioned, it picks up the pace rapidly – but more importantly it has a range of up to 370 miles. Ford also plans to offer a performance GT variant, capable of zero to 62 mph in sub five seconds. 

The sporty high-rider delivers a trio of drive modes – Whisper, Engage and Unbridled – each offering driving dynamics parcelled with a sensory experience. Features encompass, ambient lighting, sportier steering controls, sounds and animations that are allied to driving behaviour. 

Making its first appearance in the Mach-E is the next-generation SYNC entertainment and communications system. This interface understands driving preferences quickly and makes it easier to access information with a pinch or a swipe. Furthermore, due to cloud-based connectivity and voice recognition, the system makes music, navigation and connecting a ‘phone to the car faster. 

Using an all-electric architecture that positions batteries inside the underbody, engineers and designers have been able to fashion a machine that's not only true to Mustang but also maximises room for five-up 

The Mach-E is just about recognisable as a Mustang, thanks to its long, sturdy bonnet, rear-haunches, aggressive headlights and tri-bar taillamps. Smart engineering and design deliver surprising rear-seat roominess and civilised load space.

The Ford holds another revelation under its bonnet: a drainable front boot. Providing 100 litres of space, the front cargo area is sizeable enough to hold a carry-on luggage bag. And because it’s drainable, it’s a suitable place to chuck wet or muddy sports clothing in.

As well as the front boot, a rear load compartment boasts 402 litres of cargo capacity. But with the rear seats folded, the Mach-E enjoys 1,420 litres of space. That’s more than enough for camping gear, luggage or whatever else you may want to cart around.

Everywhere inside the Mustang Mach-E represents a meld of modern design and functionality. A B&O sound system includes speakers integrated across the front, floating above the air vents like a soundbar. A flip-up armrest doubles as a place to keep bags or purses. Time-honoured Mustang design cues, like the double-cowl instrument panel, finish the interior off nicely. 

Finally, getting in and starting up the SUV is a breeze with 'Phone As A Key' technology. Using Bluetooth, the Ford can sense your smartphone as you approach, unlocking the Mach-E and allowing you to drive away without getting your ‘phone out or using a key. A reserve code can be tapped into a keypad on the SUV to unlock it, and a separate one can be entered into touchscreen to start and drive the vehicle, in the event your phone battery conks out.

As electric vehicle drivers do around 80 per cent of their charging at home, Ford offers a connected wall box, delivering five times the charging ability of a domestic socket. This means you can add an average range of 38 miles per charging hour. The home charge cable, included with the Mach-E, can add around nine miles per charging hour using a mainstream domestic outlet.

In addition, the connected navigation system will spot public charging locations during trips. It’ll also encourage you to charge up at the most suitable points on each drive – all to help make sure you don’t sweat buckets about range.

The Mustang Mach-E certainly heralds a new age for Ford – but it symbolises more than just zero-emission driving; it’s about anxiety-free experiences, driving fun - and genuine peace-of-mind.

Skoda is a major player in the SUV and crossover market, thanks to its ability to build family-friendly cars that are easy to drive, well-equipped, comfortable and highly practical. Few models demonstrate this process better than the Kamiq.

Tested: Skoda Kamiq SE L, 1.5-litre TSI, 148hp, DSG auto.

RR Prices: £24,630 (BIK 27%). As tested: £27,855 (see options fitted below).

Kamiq range from £18,295, which buys a 1.0-litre TSI, 94hp, 5-speed manual in S trim.

The new Skoda Kamiq completes the line-up of three SUVs offered by the rapidly-growing Czech carmaker. It is the compact range-entry model in that trio, with the mid-sized Karoq and larger Kodiaq above it.

What you see is entirely new, but under the skin it’s all comfortingly familiar as it shares lots of its mechanicals with the Skoda Scala and its VW Group siblings, the SEAT Arona and Volkswagen Polo and T-Cross.

Considering the success of rivals in the compact SUV arena, it’s something of a surprise that Skoda has taken so long to release the Kamiq. Launched two years after the Karoq, the Kamiq follows the release of the Skoda Scala hatchback earlier in 2019. If you’d been putting off the purchase of your next car until the Kamiq arrived, it’s unlikely you’ll be disappointed - it’s every bit as good as hoped.

Earlier this month, I had the pleasure of a week with ‘MJK’ – a Skoda Kamiq SE L finished in Black Magic pearl effect paint. Before it was retrieved by its rightful owners at Skoda UK PR, I made quite a few notes. Pop the kettle on and crack open the Hobnobs…

The Skoda Kamiq’s 4x4-inspired styling will appeal to many buyers and, just like the Karoq and Kodiaq, it comes with split-level headlights and LED daytime running lights. It rides 60mm higher than the Scala hatchback and its roof rails and faux scuff plates make it look rugged and outdoorsy. I think it’s one of the smartest compact SUVs, with handsome yet inoffensive styling.

The Kamiq’s attention-grabber has to be those font headlights. On the Karoq and Kodiaq, the dipped beam projectors sit just above the daytime running light strips as part of one combined unit. On the new Kamiq, though, the DRLs are above and the headlights themselves sit – separately, as it happens – just below.

The rear LED light clusters offer scrolling indicators, which move outwards, light by light, in the order of indication. It's these little factors that give the Kamiq a modern edge.

As with most new cars in the market today, you will find some harsh plastics if you look for them – usually lower down in the cabin – and that’s acceptable. There are few giveaways that this is a Skoda rather than a Volkswagen – the manual handbrake is a nice ‘retro’ touch – but the Kamiq’s cabin feels close to premium.

There are lots of soft-touch materials and I think it has the edge over the very similar SEAT Arona. Some might find the interior a little on the dull side, but you don’t buy a car like this for interior flair.

To be fair, there's plenty of quality, acres of ergonomic design, little to surprise and nothing to disappoint. Upper-spec models can have digital instrument cluster dials, and all get the Czech brand's shiny smart glass-fronted centre-dash screen that sets the class standard for infotainment. The controls are intuitive, while many of the bits you’ll touch are trimmed in leather or soft-touch materials.

The driver seat is positioned lower down than you might expect of a compact ‘SUV’, but is very comfortable, nonetheless. Rear legroom isn't of the order you'd find in the kind of Scala or Octavia family hatch model you could buy from Skoda for similar money. 

The Kamiq may ride on the smallest version of VW’s MQB platform but there’s more boot space available than many family cars from the class above. Small SUVs like this tend to be bought by young families, so it’s reassuring to see that Skoda has made the Kamiq as practical as possible.

It also comes with a range of handy ‘Simply Clever’ features that make life easier, the most known of which is the umbrella hidden in the driver’s door, but there’s also an ice-scraper in the fuel filler cap, a boot light that doubles as a removable torch, and an in-built funnel where you refill the screen wash.

Having enough space for two six-footers to sit behind each other is very impressive in a car of this size, and the large windows help to make it feel airy and spacious. Buyers can spec a panoramic sunroof to flood the cabin with light, but this is certain to reduce headroom slightly. There are a few storage cubbies dotted around the cabin and each door pocket can hold a large water bottle.

In a reverse of the norm, the Kamiq prioritises interior space over outright luggage space. At 400 litres, it may not have as much boot space as the Renault Captur, but it equals the SEAT Arona and is even bigger than many family hatchbacks including the Ford Focus, Volkswagen Golf, Mazda3 and Mercedes A-Class.

Lay the 60:40 split-folding seats flat and you’ll free up 1,395 litres. That’s only 15 litres shy of the Scala, and a useful 125 litres more than the outgoing Golf with its seats folded. A variable boot floor is available, meaning you can eliminate the load lip and have a flat floor to carry bulky items.

Trim levels are typical for Skoda, and they mirror those of the Scala: S, SE, SE L and the sportier-looking Monte Carlo range-topper. 

All models come with LED lights, alloy wheels, air-con, touchscreen infotainment and DAB radio. You'll want to move up to SE for automatic control of the headlights and wipers and a bigger media screen with Apple CarPlay and Android Auto connectivity. 

SE L is more luxury-focused with micro suede upholstery, keyless entry and ignition and gloss black interior trim, while the Monte Carlo features black exterior detailing, a panoramic roof, dark alloy wheels and LED ambient lighting in red.

The test car arrived with the following options factory fitted: 18-inch ‘Vega’ alloy wheels (£420), front and rear parking sensors (£360), full LED headlights with adaptive front light system, scrolling indicators, cornering function and fog lights (£1,050), high beam control (£225), Skoda sound system (£525), sports chassis control (£495), space-saver spare wheel (£150). Total value: £3,225.

Because the Kamiq rides on Volkswagen Group's MQB AO architecture which is shared with most smaller SEATs, Skodas, Audis and VWs, it has a straightforward torsion beam rear suspension on the lesser grades and all-independent suspension on pricier versions. However, if you’re looking for an all-wheel drive Kamiq, there isn’t one as it’s strictly front-wheel drive only.

Skoda SUVs generally ride more softly than their SEAT, Audi and Volkswagen cousins, and it’s very much the case with the new Kamiq, although it still feels nicely balanced and almost as sporty as a SEAT Arona. This would explain why the Kamiq is optionally available with Sport Chassis Control, which gets adjustable dampers and a 10mm lower ride height, while remaining impressively comfortable at other times.

There is little to surprise in the Kamiq’s engine line-up, with a pair of 1.0-litre TSI petrols (95 and 115hp) as well as the 1.5-litre TSI Evo developing 150hp (as tested). If you want diesel, the 1.6-litre TDI in 115hp form is also offered. There’s a choice of six-speed manual and seven-speed DSG gearboxes available depending on the engine configuration.

Whilst few compact SUVs are designed to be really good to drive – with the exception of the Mazda CX-3 and SEAT Arona being exceptional in this regard – the Skoda Kamiq doesn’t fall far behind and is certainly better than most.

Despite picking up surface imperfections through the wheel and not being quite as soft as the Volkswagen T-Cross, ride comfort improves with speed and even motorway driving becomes very smooth and comfortable. The softer suspension setup smooths out harsh bumps in the road and even the large 18inch wheels on the test car did little to make the Kamiq less comfortable.

There are three driving modes from which to choose; Eco, Normal and Sport, with Sport mode adding weight to the steering. The Kamiq doesn’t sway around as much through faster corners and is rather agile, even more so when the (optional) Sport Chassis Control suspension is set to Sport Mode.

Steering is perhaps a tad too light but doesn’t sacrifice accuracy, navigating town driving with ease but wouldn’t be out a place on twisty B-roads, either.

The test car was fitted with the 150hp 1.5-litre EVO petrol engine and was well paired with the seven-speed DSG automatic ‘box. My only criticism would be turbo-lag when pulling out of a junction. Apply the accelerator in a normal controlled fashion and a tangible hesitance is followed by a palpable rush of power as the turbo kicks in and applies unnecessary wheel spin. It can catch you out like that…often.

No. With its front-wheel drive set-up, the Kamiq is well suited to a spot of mild greenlaning at best. Those seeking any degree of off-road ability had better look elsewhere.

During the test week, a total of 251 miles were driven over mixed – and storm-ravaged – roads at an average speed of 27mph, with 09:22hrs of driving time. While no attempt was made at being economical, the average fuel consumption was recorded at 44.7mpg, which exceeded the official 38.2 - 43.5mpg (WLTP combined) by 2.7%.

Because the Skoda Kamiq is so heavily based on its Scala sibling, it’s no surprise it has received the same five-star Euro NCAP rating. Its range of standard safety features includes automatic city braking and driver aids that stop you from drifting out of lane. There is plenty more safety tech available on the options list - like rear cross-traffic alert and blind-spot monitoring.

The Skoda Kamiq is a very practical and sensible car that does exactly what it needs to do to compete with the best of the best in the range. It’s family-friendly, comfortable, well-built and never feels like it would do anything unexpected.

For those who simply want spacious yet modern family transport that’s wrapped up in a compact, affordable package, then you’d do well to take a closer look at Skoda’s newest SUV pup.

Because you’re here and you have been, thanks for reading - WG.

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Review: Skoda Kamiq 