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Car Review: Mercedes-Benz GLE-class 400e 4Matic Plug-in Hybrid SUV

JS – I see Mercedes is following the trend of expressing itself more clearly with another exceptionally long name?

JT – Yes, it hardly trips off the tongue, but let’s move on. The facelifted GLE is now available as either a standard shape SUV, or a more streamlined coupe body style. Neither is especially attractive, but both are popular among family buyers.

It’s certainly a case of spot-the-difference. Let me see, I can see a new-look front bumper and grille, with revised headlights. How did I do?

Not bad. You missed some fancy new wheel designs and tweaks to the rear lights too.

What else do Green Lane readers need to know?

The headline act is a plug-in hybrid 400e, pairing a turbocharged 2.0-litre four-cylinder petrol engine with a 134bhp electric motor, plus those tiddly cosmetic upgrades across the range.

Go on…

The 350d, 450d and 450 UK models continue, alongside the performance-enhanced AMG 53 and 63 versions, with all engines now benefiting from mild-hybrid technology in the form of a 48-volt system.

Complicated. Sounds like I need to take notes.

The 450d is a new engine, replacing the 400d with an additional 40hp. The old GLE cabin was already a technological tour de force, but the new model features an upgrade to the latest Mercedes steering wheel. Touch sensitive elements built into the spokes adjust the volume levels of the standard Burmester surround sound. The infotainment set-up is also improved using a second generation Mercedes’ MBUX system, allowing wireless Android Auto and Apple CarPlay for the first time.

And that’s it?

Included on the options list are new two-tone upholstery, polished chrome trim and a head-up display. Otherwise, the GLE cabin remains a place of comfort as before, with high-rise seating that SUV owners seem to adore. The lofty driving position should help keep you on the tarmac and out of the rough, although optional air suspension provides extra ground clearance, with an ingenious system that wiggles the wheels and helps haul a GLE free from mud – if you can find any in this current drought.

And what is the GLE doing to save the planet?

Mercedes claim the electric-only range of the 400e is a promising 65 miles, more than enough for short commutes. That said, most people choose a GLE for its family-friendly proportions, luxurious cabin and comfortable ride.

So, is it worth the £87,500 price tag?

Questionable. The Mercedes goes astray on a winding A-road, especially when overtaking. Despite back-up from its 31.2kWh battery, the 2.0-litre turbo wails as it scrabbles through a nine-speed gearbox, desperately trying to launch a 2.5-ton SUV forward. Enthusiastic drivers might consider a more expensive AMG version instead.

Big, bold and handsome – but not one to set the pulse racing?

The tech-heavy GLE SUV is a roomy all-rounder – while aesthetes might prefer the streamlined Coupe version. With a seven-seat option, a range of petrol and diesel engines, plus the new plug-in hybrid, the GLE SUV remains the consummate luxury people carrier for many people.

Discover more about the Mercedes Benz GLE at mercedes-benz.co.uk

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Citroen e-C4X

JS – I thought every car-maker was intent on forcing us to drive SUVs these days?

JT – It feels like that sometimes, doesn’t it? But there is also a new trend: to create family cars that are lower, sleeker and prettier too.

You mean like a saloon? Are you saying that the SUV is on the way out?

Not exactly, but car design is like fashion – there are trends that come and go. Remember when the people-carrier replaced the estate car, or when soft-top convertibles suddenly had folding hard roofs instead?

Aesthetically, there’s only so much a designer can do with the SUV shape. Arguably, it’s difficult to reel off a string of attractive SUVs, unless you pay a fortune for the Aston Martin DBX or the Lamborghini Urus.

Yes – back in the real world, SUVs are otherwise not exactly design classics. So, welcome the all-electric e-C4X then, a family car that dares to be different. Let’s be clear, it’s not going to win any beauty contests, but well done Citroen for daring to be different.

Isn’t the e-C4X just a larger version of the e-C4 hatchback – Citroen’s high-rise all-electric model launched last year?

It is but Citroen says the X is a ‘fastback’ – a slightly elongated version that the rest of us would probably call a ‘saloon’. Remember them?

I do indeed. Except the X still rides high and shares a good deal with the e-C4. To my eye, only the rear end is different. It’s a comfortable drive, though.

The e-C4X has been set up for comfort, with extra squidgy seats and suspension that will soak up the worst of Britain’s 480,000 potholes.

Is that how many there are?

According to a new report. Anyway, I digress. The car is offered in three trim levels – including the wonderfully named Shine Plus – while the 50kWh battery offers a modest range of 222 miles, or around 185 in real-world conditions.

So, it’s a rival for the Nissan Leaf?

And the MG 5 SW. Except both those cars are rather more exciting to drive. The Citroen takes 9.5 seconds to reach 62mph, and the floaty ride isn’t exactly exciting for enthusiastic drivers on a sweeping corner.

It sounds like an SUV with an identity crisis. It’s neither a saloon, a hatchback or an SUV.

Good point – but at least it’s different. Typical of Citroen to build a car that’s a touch quirky and unconventional.

And the cabin is a nice place to sit, especially on longer journeys. Prices start at £32,000 for the entry-level model, but the aforementioned Shine Plus, with more safety equipment, is an extra £3,000. Should people buy one?

If you value comfort and originality over driving characteristics and EV range. Otherwise, maybe shop around.

Inside The Citroen e-C4X

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Discover more about the Citroen e-C4X citroen.co.uk 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Andersen EV

JS – In the beauty pageant of home wall chargers, there aren’t many contestants, right?

JT – Beauty is in the eye of the beholder – but no, very few companies offer a wall charger that’s pleasing to the eye. You could consider a Simpson & Partners Home 7, which is available either tethered or untethered.

What does that mean?

A tethered charger is one with its own cable permanently attached. Most home chargers require the charging cable to be kept in the car, or left hanging on a hook next to the wall charger itself. Ugly.

That’s not aesthetically pleasing – and who wants to do battle with a cable left in the car? From my experience, they get dirty and are awkward to handle. It’s easier to put a python in a basket.

Yes, and even with a tethered charger, the cable may be attached, but it still has to be stored somewhere near the box – which is why UK company Andersen seems to have found a charger-sized gap in the market.

Does it roll the cable up like a hosepipe on a spool?

Almost! Except the A2 model requires the cable to be manual coiled around a spool inside the box. There’s very little effort involved and, once completed, the unit looks discreet and rather neat on any wall.

That’s the cable sorted – but what about the plug connector?

The top of the A2 has a flip-up flap, large enough to fit the chunky connector itself. It also features a light, so you can see what you are doing at night-time, when most drivers plug in to charge cheaply.

The A2 looks like a large unit compared to some wall chargers…?

The Andersen is bigger, but that’s to house the spool of cable, which is available in two lengths up to 8.5 metres. Best of all, EV owners can colour co-ordinate the box to match their house, or even the car.

I see they have some fancy wood options!

Apart from choosing a paint colour for the box itself, buyers can also opt for a front cover with Accoya wood finish. It adds an extra £200 to the price, or there’s a limited edition carbon-fibre job for £320.

Nice, although I sense there is a ‘but’ coming – what haven’t you told me?

The Andersen is a premium product and comes with a premium price, starting at £1,199. The longer, 8.5 metre cable is an extra £100 and a standard installation is £395.

Ouch!

Indeed, but for people who want something that complements their lovely home and matching car, the A2 has few rivals. If you have a three-phase electric supply available at home, the standard 7kW charger can be upgraded to a faster 22kW unit.

I suppose when you look at the expensive list of options some people add on their cars, this is a drop in the ocean.

And the Andersen app, which has taken a bit of stick from users online, is going to be completely overhauled this summer to smooth out the owner experience. What’s not to like?

Explore Andersen EV at andersen-ev.com 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Electrified GV70 Sport Line

JS – OK, so another SUV, then? I’m guessing this is an alternative to the Mercedes EQC, Audi e-tron and BMW i3X EVs?

JT – Yes, the GV70 is the third electric model from Genesis, the posh part of Hyundai. The Korean company already knows a thing or two about battery technology. In fact, Hyundai recently won World Car of the Year for the excellent Ioniq 6.

I rather like the look of the electric GV70. It is actually difficult to tell it apart from the petrol-powered model, which will be part of the appeal for some newcomers to EV ownership.

Apart from the lack of exhaust pipes, some aerodynamic wheels and a different front grille, it could be a combustion-engined model. I know that grille did cause a few problems when the Genesis first arrived on our driveway.

Indeed, I seem to remember you couldn’t find the flap to plug it into our wall charger! We both searched for some time, refusing to look in the instruction manual.

And it turned out to be a superbly hidden flap in that hexagonal-design grille. Genius, but I’m glad it didn’t happen at a public charge point.

I think the design of the GV70 will split the Great British motoring public. I’m a fan but, with prices starting at £64,000, the Genesis has some serious competition. The BMW iX3 is actually cheaper, and a more recognised brand.

I agree, but the GV70 is sillily fast, extremely refined and comes with an equally, if not better, interior. Buyers only have the choice of one ‘Sport’ trim level, but that can be supplemented with some option packs. Note: heated seats are not standard.

It certainly is quick: 0-62mph in 4.2 seconds. Twin motors give the Genesis all-wheel drive grip, and range is officially 283 miles, or more like 225 in normal driving conditions.

And, go on, I know you are itching to mention something, aren’t you?

The V2L connector! This is a neat bit of kit for happy campers, allowing them to use the GV70 to power outdoor essentials, such as a travel fridge or music system.

Even so, as comfortable and relaxed as the GV70 was to drive, I can’t help thinking that a lot of buyers will choose the Ioniq 6, or the Kia EV6 instead. They don’t pack all-wheel drive but the price difference is massive.

Good point. Both those cars also have real design flair.

Equally, if you want a car that’s a little different – and not built by one of the big three German brands – don’t ignore the Genesis.

Explore the Electrified GV70 Sport Line at genesis.com

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Volvo XC90 Hybrid Recharge #2 – Review

JT – Last week I was in America, careering around in an off-road supercar across the sands of the Californian desert. The Sterrato is the craziest machine I’ve tested in years – a Lamborghini rally car.

JS – Doesn’t sound very environmentally-friendly. What’s your point?

Well, as much as I enjoy lunatic Lambos, most of the time I’m either commuting to London, or popping down to the shops to refresh the fridge. My point is, life isn’t a James Bond movie. It’s putting out the recycling bins and ferrying families.

Well, there’s not much space for that in a low-slung Lamborghini – are you saying that’s where the Volvo comes in, 007?

Precisely. We just need something reliable, roomy and relaxing on the driveway. An all-rounder – a car that ticks every box and can cope with whatever we throw at it.

You’ve just written the spec sheet for our XC90. It may not turn heads like a supercar, but it’s our go-to daily drive, our Mr Reliable.

I know the XC90 has been around for eight years or so now – and there’s the all-electric EX90 model waiting to replace it – but the XC90 still does the job. In fact, Volvo says it will continue to sell the Hybrid Recharge alongside the EX90 for some time.

In our first report on the XC90 earlier this year, I think it was the space and build quality of the Volvo that impressed us most.

Yes, and 12 weeks later, that hasn’t changed. Sure, our Twin Engine model isn’t cheap at over £83,000, but it’s also the most economical, cleanest and fastest model in the XC90 range.

And there are seven seats for when the in-laws come and visit. We haven’t used the third row much – they fold flat on the floor when not in use. But we have used the ingenious bag holder that pops out of the floor and stops our shopping flying around the boot.

Three months on, and I don’t think we have any complaints. Plus, we have been able to make most of our journeys on electric power only, as the 2023 Hybrid Recharge can manage up to 42 miles on battery juice.

It is a big SUV, though – too large for my ageing aunt to drive. What has Volvo got for her?

Tell Aunt Mina to watch this space because, in June, Volvo will reveal the fully electric EX30 for the first time – a small SUV that’s a ‘mini me’ XC90. The EX30 is also packed with a full complement of safety features and goes on sale next spring.

She does have the occasional ‘bump’ around town!

Apparently, the EX30 features all kinds of ingenious stuff, like a door opening alert that chimes if a car or cyclist is approaching from the rear. There’s also an eye-tracking camera to monitor the driver’s state of alert, with special sensors behind the steering wheel. Volvo has thought about safety at road junctions, too, with an automatic braking system to help avoid accidents.

That should keep her on the straight and narrow. Let’s hope she won’t ever need it…

The upcoming EX30

Explore the Volvo XC90 Hybrid Recharge #2 at volvocars.com 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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Rolls-Royce: Great British Brands 2023

‘Since we handed over the very first Phantom to be built at Goodwood, at one minute past midnight on 1 January 2003, every production Rolls-Royce has been powered by a V12 petrol engine. In autumn 2022 we unveiled Spectre, the first fully electric Rolls-Royce, signifying the start of a new era – by the end of 2030, every new Rolls-Royce we build will be electric powered.

‘Spectre represents a significant milestone on a demanding but exceptionally rewarding journey. We took our first steps towards electrification more than a decade ago with our 102EX Experimental Phantom, unveiling the 103EX five years later. While futuristic, these cars also revived a longstanding Rolls-Royce tradition. Until the 1950s, our engineers adopted the “EX” designation as a codename for their experimental cars, using them to test their latest technical innovations in conditions of great secrecy, often to extreme degrees. None, however, was subjected to anything like the challenges devised for Spectre.

‘To ensure its technology and systems perform perfectly, Spectre is undergoing the most daunting testing regime in our history. By the time the first cars are delivered to customers late this year, the model will have covered 2.5 million kilometres in all climates and terrains, simulating more than 400 years of normal use.

‘The transition from internal combustion engine to electric propulsion begins as we mark the 20th anniversary of the Home of Rolls-Royce at Goodwood in January 2023. In that time, we’ve gone from making one car a day to annual sales of around six thousand, extended our product family from one model to six, grown our Goodwood team to 2,500, and transformed our brand to become a true luxury house. It is one of the great British success stories of the 21st century. It’s been an incredible journey – one we wouldn’t have missed for the world.’ Torsten Müller-Ötvös, CEO

Brand Timeline

1900

With remarkable prescience, The Hon Charles Stewart Rolls predicts that electric power will, one day, prove the perfect means of propulsion for a luxury motor car.

2008

Rolls-Royce launches the fabled Phantom Coupé, Spectre’s spiritual predecessor. It will inspire Spectre’s design, which is also influenced by art, architecture, jewellery and racing yachts.

2011

The 102EX Phantom is unveiled, fitted with a prototype electric drive, followed in 2016 by the completely autonomous 103EX – both provide invaluable experience for Spectre.

2022

Spectre is presented and garners rapturous coverage and stellar reviews around the globe. It’s the most successful media launch in Rolls-Royce history.

2023

The first production Spectres will be delivered to customers worldwide, less than five years after Rolls-Royce’s public promise to create an all-electric model within a decade.

DID YOU KNOW?

1. Spectre’s testing regime has included driving in temperatures of -40°C near the Arctic Circle in Sweden, and 55°C during the summer in southern Africa.
2. Spectre’s specially designed front grille helps make it the most aerodynamic RollsRoyce ever, with a drag coefficient of just 0.25cd.
3. The famous Spirit of Ecstasy mascot has been subtly redesigned specifically for Spectre, to make her more petite, athletic and aerodynamic.
4. Spectre’s unique Starlight internal door panels incorporate 4,796 LED ‘stars’, with a further 5,500 in the Illuminated fascia, which took over 10,000 hours to develop.
5. Spectre is the first production Rolls-Royce so named; but in the 1930s, engineers created a series of ten experimental cars, all codenamed Spectre, while developing Phantom III.

ROLLS-ROYCE MOTOR CARS LTD.

The Drive, West Hampnett, Chichester, West Sussex PO18 0SH

+44 (0)1243 525700

rolls-roycemotorcars.com

@rollsroycecars 

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The Green Lane: Honda Insight – Review

JT – Electric cars aren’t new – some have been around since the last century. Which begs the question, what models are destined to be future classics?

JS – I thought the BMW i8 or i3 would be top of the list, but you have something else in mind…

Yes, with the aerodynamics of a bar of soap and equally as slippy, the original Honda Insight might just be the most collectible hybrid-electric vehicle a little money can buy. 

Why so?

Well, just look at it. Quirky yet cool, the Insight is a car with genuine personality, a feature sadly lacking on today’s forecourt of ubiquitous SUVs.

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We borrowed one from Honda’s heritage fleet for a long weekend and it seemed to fascinate people. What’s the back story?

The Insight appeared in 1999 and cost £17,000 new – electric vehicles were as likely then as Grand Bretagne winning Eurovision again. The space-age Millennium Dome was just about to open and teenage Prince William was taking driving lessons in a Ford Fiesta on the Highgrove estate.

The Honda might be sleek and slippy, but it wasn’t very fast.

That’s because it was hauled along by a 3-cylinder petrol engine, plus a tiny, 10kWh electric motor. Honda’s futuristic two-seater offered owners a modest 67 bhp. Even with Integrated Motor Assist (the small battery), that figure only crept up to 75 bhp. 

So, what made the Insight so special? I assume it’s the techy stuff you can’t see under that attractive Citrus Yellow paint. 

Honda used lightweight aluminium, magnesium and plastic in the engine design to keep the Insight down to a super-trim 852 kg. The car also boasted a drag efficiency of 0.25 cd – a 2023 Porsche 911 Turbo S only manages 0.33 cd and that’s with retracted front and rear spoilers.

It certainly looks ‘different’! What else did you like?

Note the covered rear wheels, low-slung seating position and glass tailgate. An Insight will consistently return economy of 75 mpg+, packs a typically slick Honda gearbox and there’s a digital dashboard that was way ahead of its time.

Shame the later versions of the Insight were dull designs that didn’t live up to the original.

Yes, but unlike the rival Toyota Prius, which admittedly went on to greater things, our now coveted, original Insight will still turn heads as it gently rises in value as an oddball modern classic.

So who should buy one?

If you like the idea of flying down to the supermarket in a retro-cool, Star Trek-style spacecraft, a Gen. 1 Insight might be the Jetson car you have been looking for. 

Explore the Honda Insight at usedcars.honda.co.uk 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Volkswagen ID Buzz – Review

JS – Wow! This is exciting. A Volkswagen camper for a new generation – or soon to be the ‘company car’ for townies who weekend in Cornwall…

JT – Indeed, although they might need to take out a second mortgage to buy one. The Buzz won’t leave owners with much change from £60,000. Some versions cost more.

Better focus on the good stuff, then. The styling obviously harks back to the VW Type 2 – something of a smiley-faced cult classic and a hippy-cool favourite for generations of surfers. It does look fantastic.

I first saw the Buzz when it was a concept vehicle in Berlin, almost two decades ago. It has been a long time coming, but here we are. Buzz never surfaced with a conventional engine, but what better vehicle to flagship VW’s electric car revolution?

But this one isn’t a camper van, right?

No, beneath that glorious bodywork is an everyday, five-seat people-carrier. A camper version is coming – some independent specialists are already converting the Buzz – as well as a long wheelbase version with extra seats.

There are some neat touches. The twin, rear sliding doors make access so easy, and the boot is massive. In fact, there’s space everywhere, with fold-up tables in the back of the front seats and spacious doorbins, plus a lot more.

Yes, it’s a real joy to sit in. The materials are mostly a cut above, and cameras make parking simple. Front seat passengers benefit the most, while those in the back will discover the surrounds are plain average.

And I know you had some ‘issues’ with the infotainment unit? Why is the VW system below par?

I wish I knew. It’s such a key feature in modern cars, yet manufacturers don’t always get it right. Navigating around the screens and inputting is clunky – it and the climate controls will annoy the hell out of some people.

Great to drive, though? Sitting high up helps – there’s a genuine sense of well-being, great for would-be hippies with deep pockets.

The electric range is pretty good. Expect a real-world range of about 230 miles. However, if you are heading to the beach, high-speed driving soaks up the battery power. This is a big, heavy vehicle.

But there is nothing else like it on the road that is powered by battery, right?

Nothing. Vehicles like the Mercedes EQE, the brilliant BMW iX and Audi e-tron are better to drive and more comfortable over long distances, but none of them have the retro cache of the VW. If only Volkswagen could sort out the technology and some of the lacklustre trim, it would be another classic.

Inside The Volkswagen ID Buzz

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Explore the Volkswagen ID Buzz at volkswagen.co.uk 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Vauxhall Corsa Electric – Review

JS – I can’t see much difference between this new Electric model and the rest of the Corsa range. I thought we smug EV drivers like to shout about our environmental credentials?

JT – Yes, as well as the joy of parking in the supermarket’s electric vehicle spaces. The Corsa Electric doesn’t look as funky as some supermini EVs, like the Honda e or the Mini Electric – but not everybody wants to stand out in a crowd.

Well, you’re certainly not going to do that in this Corsa! Perhaps that’s unfair, because it’s actually quite cute. The interior is really smart.

It is straightforward – even a newcomer to the world of electric cars will find the Vauxhall reassuringly familiar. The Corsa is based on the same platform as the funkier Peugeot e-208 which we have already driven, minus the frilly bits.

Indeed. In fact, the most obvious indication that this is an electric vehicle is the green EV number plate. There are a couple of ‘E’ badges, but otherwise that’s it.

The Corsa will appeal to many people, because it is already one of the UK’s most popular cars. Adding a battery hasn’t changed much of that appeal.

So, what about rival superminis, like the VW Polo or Ford Fiesta?

The final Fiestas will be made this year, because Ford is killing off its popular supermini and replacing it with an all-electric version of the Puma – we drove the hybrid Puma last week. There isn’t an electric Polo yet either, so the Vauxhall is currently in a good place to do well.

I may be getting old, but I like the simple design of the Corsa Electric. It’s neat and simple, with a bold grille that isn’t too offensive, like some electric cars. The black roof section is especially classy.

Yes, and unlike the Mini and Honda-e, the Corsa has a decent range of around 222 miles. There are three drive modes; Sport unleashes the Corsa’s full 134bhp and makes it quite zippy in town. For a small car, the Vauxhall sits comfortably at motorway speeds too.

There are three trim levels starting at around £29,500, while the top specification, Ultimate, is more like £36,000. That might sound a lot for an electric supermini, but it stands up well compared to most of the competition.

The Ultimate specification adds upgraded LED headlights, a larger infotainment touchscreen and Alcantara seats. The interior is straightforward but the quality is there. It’s not on a par with a Mini, but still impressive enough.

Indeed, with cup holders that are actually big enough to use, storage under the centre armrest and decent-sized door bins – although the glove box is tiny. Adjusting the seats is a bit tricky, too, because there isn’t much room by the handle.

We like the Corsa Electric, then?

We do! It’s not a statement car, but a proper all-rounder – definitely worth a look.

Explore the Vauxhall Corsa Electric at vauxhall.co.uk

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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The Green Lane: Ford Puma ST-Line X Hybrid – Review

JS – First they plan to kill off the Land Rover brand, then the superfast Audi A8 next year – and now the Fiesta is about to depart in June!

JT – Remarkable to think Ford has sold 18 million since the hatchback was launched in 1976. It’s been a constant on the car best-seller list and yet the company says the Fiesta party is over.

So, why are we driving the Puma? Shouldn’t we wave goodbye to the old car with tears in our eyes?

We could, but in a slightly cheesy promo video to announce the news – it features a Fiesta-owning grandad reading a bedtime story about the car to his grandchild – Ford reveals the replacement model will be an all-electric Puma.

Well, I suppose that is a positive note. And this is definitely going to happen?

Yes, the last Fiesta runs off the Cologne factory line in Germany in June. The giant plant will then be turned into an EV production centre, although the Puma EV is set to be built in Romania. Fiesta fans will be able to buy the performance ST hot hatch for another year, then that’s it.

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I know the Puma is based on the Fiesta, but it’s definitely a bit bigger.

It’s a different type of vehicle to a Fiesta supermini. As a crossover, it has to be all things to all people – like a mini SUV.  It’s still nippy, but the extra height and length mean it doesn’t feel quite as nimble as a Fiesta.

Best of all, it does look great. Far more eye-catching that the VW T-Roc, or the Nissan Juke, which are both key rivals. Our 1.0-litre, 125bhp car has mild hybrid technology but lacked a bit of power. I note there is a faster, 150bhp version too.

The hybrid technology just combines thrifty fuel economy with extra acceleration. Our car officially takes 9.6 seconds to reach 62mph, and combined economy is no better than 46mpg. If you want extra pace, the 197bhp Puma ST is quick. It has a real turn of speed and looks very sporty indeed.

We haven’t spoken about the price…

New cars aren’t cheap, and the entry-level ST-Line X Puma comes in at £28,790. Our Puma had assorted extras, like a £1,000 panoramic sunroof that bumped the price up to more than £33,000.

Crickey. I guess it is fun to drive, looks good and can easily cope with a small family – but that seems pricey.

Compared to other small crossover cars it’s about right. Although, consider this: the original Fiesta cost £1,856 at launch in 1976!

Discover more about the Ford Puma ST-Line X Hybrid at ford.co.uk 

Jessica Saunders is Director of Programmes at London College of Fashion, studying for a PhD in sustainable e-textile design.

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