C3 Aircross 7-seater review: Trish Whelan, Irish Car

Growing families, or those with active lifestyles, looking for a car with up to seven seats, have a wide choice of motors to consider, ranging from budget-friendly to mid-cost or more expensive models. It’s a question of doing the maths to see which you can afford — and which family members prefer. 

My latest 7-seater test drive was in Citroën’s new C3 Aircross SUV, completely reinvented with more assertive styling and Citroën’s new styling language. Introduced here mid-February of this year, the 5-seater is available with petrol, mild hybrid, and fully electric powertrains, giving buyers the option of more cargo space or extra seats, but the seven-seater option is only offered in petrol and hybrid. The vehicle is 4.39 metres long with a straight roof and vertical rear stance, which allows for the additional pair of third-row seats. With a height of 1.66 metres, the car offers good headroom for all on board. Ground clearance of 200mm ensures good visibility and makes it easy to enter and exit the car. 

My car was a show-stopper in the Montana Green exterior option and contrasting white roof, but there are five other colour options and two roof options of black and white. Fun elements are the vertical plastic colour clips in the bumpers and the rear pillars in three different colours coordinated with the body colour. These can be changed to different colours of your choice. 

The cabin showcases the brand’s C-Zen lounge concept, which blends a nicely styled dashboard and spacious, well-equipped cabin with new materials and colour palettes. A light grey headliner adds to the feeling of space in the cabin, as does the light grey fabric on the dash, which includes a free-standing 10.25-inch infotainment screen that is slightly angled towards the driver and compatible with Apple CarPlay and Android Auto. It uses widgets inspired by smartphones with shortcuts to the main navigation, phone, radio, apps, and media functions. Below are buttons for Auto, screen demisters, max air con, and air conditioning. However, the big difference is the absence of a driver’s screen as Citroën has its own version of a Head-Up Display system that projects essential driving information onto the long, narrow screen that runs across just under the windscreen. It all works rather well. The compact, leather-effect multifunction steering wheel has a flat top and bottom and is adjustable for height and reach. My car had a traditional handbrake, no front armrest(s), but a small open cubby between the front seats, as well as a divided glovebox, and very good door bins. 

Citroën is renowned for the comfort it provides in its vehicles. Sublimely comfy Advanced Comfort seats have been redesigned for optimum support and comfort and equipped with a new seat surface that includes an extra 10 to 15 mm of foam padding. Front seats have manual adjustments. The spec includes a large wireless phone charger, two C-type USB ports front and in row 2, and two cupholders. Second row seats split 60/40. Those in the third row have a small additional side window and cupholders built into the sides of the car. The five-seater version has 460 litres of boot space, the seven-seater 330 litres with the third row seats folded, and just 40 litres with all seven seats in use. With second row seats folded, you get up to 1,600 litres of capacity. 

My car was the 1.2, 101hp petrol version with a 6-speed manual gearbox, which was a joy to use, a claimed 6.0 L/100km WLTP combined fuel consumption, and road tax of €210. (Automatic transmission is standard on hybrid and electric versions.) There's a real ignition key to start the car, unusual these days. I found the steering quite light, but the car drove exceptionally well on motorways and primary routes and was quiet on the road. Alerts were so gentle, I didn’t bother to turn them off. The standard Citroën Advanced Comfort Suspension allows for a comfy drive for all occupants over all road surfaces. On wet days, I appreciated the big rear wiper. 

The entry Plus grade includes 17-inch diamond-cut alloy wheels, dark-tinted rear privacy glass, LED front headlights, rear parking sensors with a reversing camera, an Emergency and Assistance System, and Cruise control with a speed limiter. MAX grade adds LED rear lights, two-tone roof, front parking sensors, a 3D Navigation system, heated windscreen/front seats/steering wheel, a smartphone charger, and Blind Spot detection (which should be in every car). 

Safety features include Active Safety Brake, Traffic Sign Recognition, and Active Lane Departure Warning System. All models get a five-year, unlimited-mileage warranty with three years’ roadside assistance. Citroen C3 Aircross represents very good value for money priced from €27,790; the hybrid from €29,620-€30,590; electric from €28,45 after €3,500 SEAI grant and VRT relief applied.

Audi supplying delegate cars for EU Presidency

Audi Ireland is supplying a fleet of 32 Audi A6 saloons for official transport during Ireland’s Presidency of the Council of the European Union, which started on 1 July 2026, writes Brian Byrne. The cars will be used over the six-month term to carry delegates and officials attending EU Presidency events. 

Audi Ireland said the agreement underlines its focus on premium, dependable mobility and its support for the national and international programme.

Christian Gussen, director at Audi Ireland, said the partnership was an important moment for the company and that the new A6 saloon is well-suited to the demands of the programme.

Renault 4 E-Tech Electric Review: Brian Byrne, Irish Car

There are little things that are really big in satisfaction impact in the car business, writes Brian Byrne. One of these is the button that Renault and its Dacia subsidiary provide — a simple system to switch off annoying ‘driver assistance’ settings. It’s a single button, a real one, to the left of the steering wheel in most of their cars. You tap it twice to slip into a ‘personal’ selection of ADAS features, which leave out selected annoyances such as the attention monitor camera and the lane departure ‘assist’. You can also switch off the speed warning, but perhaps with the new 30 km/h urban limits coming in, it might be wise to leave that operating. Besides, most of us, including me, don’t particularly want to drive at speeds above the limit.

Why do I like this button so much? Because it is just that. There’s no need to tap through several layers of the screen menu, either before you drive away or when you already have and forgot to make the switch.

This whole thought was prompted by my recent excursions with the new Renault 4 E-Tech Electric, the French carmaker’s less sexy-looking of two related B-segment electric cars, the other being the 5 E-Tech. Mind you, beauty is, as always, in the eye of the beholder, and for my look, I’m probably more attracted to the R4. It may seem a bit more square than the R5 hatchback, but then I was never a boy-racer type even when that was a thing in my earlier driving years. And the original Renault 4 of the 1960s through the mid-80s had far from any racing ideas, as a frumpy but nevertheless visually engaging family carry-all. An automotive tote bag, if you like.

The new R4 E-Tech is, in its class, also geared towards the family need rather than the sporty hatch R5. It’s longer, taller, and with some extra wheelbase, it also offers more rear legroom than the other. In addition to extra headroom inside, it stands higher, thus making for easier entry and egress. In the cargo stakes, you can load 29 per cent more stuff in the R4. To further distinguish it, they call it a crossover, verging on a small SUV. The to-me cheerful turquoise of the review car might not be to everyone's taste, but I thought the whole thing looked really good along with the contrasting black roof and wheel arch covers and the roof rails.

Inside, apart from the extra space as mentioned, and of course model badging, the R4 is identical to its companion car, in style, controls design, and fittings. There's a solid look to the housing for the combined infotainment and driver instrumentation screens, a slight bend in the middle allowing the former to tilt towards the driver. There's a good set of real toggle switches on the centre stack for climate control, while the screens themselves have what are currently my favourite graphics designs in the business. The gently hexagonal style of the steering wheel is actually more comfortable to use than it looks. Renault is also maintaining its reputation for comfortable seating here. Anyone who got in for a look was genuinely pleased with what they saw, even one person who drives a substantially more expensive EV.

The powertrain motor outputs 150hp, which offers a peppy 8.2 s to 100km/h. My calculations over my time with the car suggested a real range in or around 340km. Which worked out quite well for me in a period where I had to do a number of longish runs, including an airport drop-off that left me with 13 per cent battery when I got home. A colleague said she would be freaking out at that, but because the operating system is by Google, it tells you when you start out what charge will be left at the destination. So I wasn't worried. Just to note that the car's 75kW charging system gave me a 70 per cent top-up in 30 minutes.

I left it back with a lot of positive things to ponder. Not least that there's now really good competition in reasonably priced, small family electric cars.

PRICE: From €26,995 after grants. WHAT I LIKED: A modern automotive family tote can look and feel pretty cool.

 

New BMX X5 for Ireland next spring

BMW is bringing the all-new iX5 to Ireland next spring as part of the fifth-generation X5 lineup, writes Brian Byrne. An all-electric version is launching alongside diesel and plug-in hybrid variants. 

The iX5 60 xDrive will offer up to 845 km WLTP range, 460 kW DC fast charging, and BMW’s new 800-volt architecture. It’s also the first X5 to adopt BMW’s new Neue Klasse design language, with redesigned exterior and interior features including Panoramic iDrive and an optional Passenger Screen.

The iX5 will be produced at BMW’s Spartanburg plant in the US. The X5 model was first introduced in 1999. 

Honda Jazz Crosstar review: Trish Whelan, Irish Car

Honda’s Jazz is a compact five-door hatchback manufactured by the Japanese car company since 2001 and marketed worldwide. It is known for its excellent build quality, spaciousness, reliability, and good fuel economy. Honda has now added a Crosstar version to the Jazz line-up. 

Unlike the standard Jazz, available in three different grades, Crosstar is only offered in a single grade of Advance. This flagship, and most expensive, version of the model line-up, is available only as an e:HEV mild hybrid. To help differentiate it from its Jazz siblings, Crosstar has been given a more distinctive, rugged, SUV-inspired exterior that includes a different grille, larger wheels, black steel arch claddings, side sills, silver roof rails, and increased ride height, which means you sit taller inside and the car is easier to get in and out of over the standard hatchback. My car was in a very tasty Premium Crystal Red Metallic, which would be my personal choice, but there are six other colours to choose from. The huge windscreen and big A-Pillar windows provide excellent visibility out front and sides. 

The cabin is well built, as you’d expect from Honda who never stint on build quality, reliability or engineering in their cars. We should know, as our last four family cars have been Hondas. The Tardis-like interior makes the car seem much larger inside than you’d expect. Seats were very comfy and were covered in nice water-repellent fabric and leather upholstery, great if you have a dog with muddy paws or shedding hairs. Front seats have manual seat adjustments. The dash includes two built-in cup holders, a free-standing, 9-inch infotainment screen with Apple CarPlay and Android Auto and a smaller driver’s cluster with all relevant information shown clearly. The main screen is easy to use with a few menus, but there are controls below for radio, phone and navigation. I always appreciate physical knobs for fan, airflow, and temperature, and for air con, front seat heaters, and volume. The steering wheel features a minimalist two-spoke design and is adjustable for rake and reach. Other cubbies are a lidded compartment over the glovebox, good-sized door bins, and a decent storage area below the front armrest. Mid-dash are two USB ports, a 12V power socket, and wireless charging pad. 

The CVT automatic shifter is on the flat of the central console and includes a B option for regeneration purposes. Here, too, are an Econ green button that shows how economically, or not, you are driving, an electric parking brake, Brake Hold function, and more cupholders. Two seated in the rear enjoy excellent head, leg and foot room, but the narrow middle seat is suitable only for a child or very small adult. There are two USB C-type ports. A big bonus is the versatile Magic Seats rear-seating system that allows the rear seats to be folded completely flat for extra boot space reaching to the back of the front seats and providing up to 1,205 litres of storage, or flipped up to create a huge vertical or horizontal cargo space in seconds from floor to ceiling for transporting tall items like a wheelchair, large plants, an upright bicycle, or a child’s buggy. You just reach under the seat base, lift up the seat, and pull the locking leg backwards to keep it in place. Every Honda Jazz is equipped with these Magic Seats, made possible because Honda has relocated the fuel tank to beneath the front seats. Below the boot floor is a practical waterproof well for muddy items. 

The hybrid system uses a 1.5 petrol engine and two electric motors. The petrol engine primarily acts as a generator to power the electric motors but can come in when needed, like when accelerating to join a motorway, or for overtaking. From 0-100km/h is just sub-10 seconds, which is absolutely fine for a small car. 

Crosstar drives much like an electric car, offering smooth, nearly silent power - Honda have obviously provided good insulation. The system also self-charges through regenerative braking whenever you lift your foot off the accelerator or press the brake, so there’s no need to ever plug it in. My only niggle is that the Crosstar lacks a good blind spot monitoring system. Speed alerts didn’t intrude, so I didn’t bother to go through the screen menus to turn them off. My average fuel return was just 4.7 L/100kms (60mpg) after a few days driving on all types of routes - almost identical to the official return of 4.8 L/100kms. Annual road tax is €180. 

On safety, the car is fitted with a suite of Honda Sensing active safety and driver-assist technologies and scored a maximum five-star safety rating by Euro NCAP in 2020. The model carries a 5-year manufacturer warranty. Jazz Crosstar is a great choice for those looking for a very roomy car, with excellent storage, very efficient powertrain, and equipped with a generous amount of everyday features as standard. But cost also comes into focus when buying a new car, and Jazz Crosstar is priced the same as the Jazz Advance Sport grade. It certainly looks as if Honda is onto a sure winner with this gorgeous and very practical little motor. 

Honda Jazz prices start from €31,495; my Jazz Crosstar from €34,950, (excluding delivery, related charges and metallic paint, but including VAT and VRT).

Audi Q7 coming to Ireland as new flagship SUV

Audi has unveiled the third-generation Q7, with prices for Ireland starting from €117,900, writes Brian Byrne. The new flagship SUV offers up to seven seats, a more flexible cabin, and up to 2,075 litres of luggage space.

The Q7 is powered by a 3.0-litre V6 diesel engine and Audi’s latest mild hybrid technology, with quattro all-wheel drive and an eight-speed tiptronic gearbox as standard. The updated model also brings improved digital lighting, a panoramic glass roof, and the latest infotainment and driver-assistance systems.

Audi Ireland brand director Christian Gussen said the Q7 builds on the model's established reputation for versatility, comfort and premium performance. The new car will arrive in Ireland later this year. 

VW eTransporter and eCaravelle review: Brian Byrne, Irish Car

A couple of interesting things are happening in the light commercial vehicles space, writes Brian Byrne. One, the proportion of electric powertrains in registered vans has, in two years, upshifted from 2.3 per cent to 4.6 per cent. The other is that more than a third of vans are now bought with automatic transmissions compared to just a quarter in 2024. If I were a city van driver, in the environment where most small and mid-sized vans operate, I'd definitely be seeking both attributes to help make my working day less fraught. I was thinking about that during recent review experiences with two versions of the Volkswagen Transporter. One a van, the other an 8-seater passenger Caravelle, both with electric powertrains. 

The Transporter has a long pedigree, all the way back to 1950 and the brand's Type 2 van and iconic bus vehicle derived from the Volkswagen Beetle. In its 7th generation, it is the Volkswagen part of a co-design with Ford, whose version is the current Transit Custom. Both nameplates have strong reputations, neither of which is diminished by now being closely related.

I've always liked vans. Not least because you're that bit higher than other traffic, even up a bit from the large SUVs that have proliferated on our roads. That has benefits for awareness of what's going on around, important especially in close-encounter urban work. It's also more relaxing on a long working day. 

Going back to the Transporter, and to my opening statistics, it's interesting that the model's current sales show that over 16 per cent of registrations this year are electric variants, around three times the segment penetration. Also, and partially related, almost six in ten Transporters bought in 2026 are automatics. I reckon that if you look at the Transporter drivers around you in new vehicles, they will, in general, be quite happy-looking people.

It's hard to get anything as boxy as a mid-sized van looking anything other than the efficiently utilitarian vehicle it is designed to be. So the e-Transporter I've been reviewing is tidy rather than sexy in styling. The long-wheelbase version, the only one on which the Caravelle is sold in Ireland, is almost 5.5 metres long, so it's a fair hunk of vehicle to move around in. The front end, with a dominant VW badge, is a clean design, with a smart cut in the lighting shapes and a bumper section that looks capable of handling the small dings of daily delivery impacts. The little kick up in the very back panel is an open hint of the Ford Custom relationship.

There are sliding access doors on either side in both the cargo and passenger versions, and the high tailgate that can also serve as a rain shelter when loading or unloading from the rear is also common to both.

Design and ergonomics in the driver's space are both strong, with good trim materials aimed at lasting a heavy-duty life. The instrumentation and infotainment are both to car standard, in a joined-together pod, with bright and colourful graphics that don't need distracting interpretation on the run. Climate control is virtual buttons permanently along the bottom of the centre screen, easy to access, though still requiring some screen stabbing.

My van version was also LWB, and with the standard roof offered a cargo volume of up to 6.8 m3 and a payload of 760kg, with three Euro pallets easily accommodated in the maximum 1777mm load width and 1392mm between the wheel housings. My Caravelle passenger version had the advantage of the 3.5-metre wheelbase to easily carry seven passengers along with the driver, in sturdy and comfortable seating with lots of leg room. The middle and rear rows of seats had controls for their own space's climate management, part of the top Style grade package. In the same grade, there are heated seats for both front occupants, LED matrix headlights, and a total of ten speakers for the audio.

The EV powertrain is available in the Caravelle in either 218hp or 286hp, with my review car powered by the latter. Drive is to the rear wheels. Needless to say, it was much quieter than the normal diesel in the Transporter (there's also a petrol hybrid option in this generation), and the higher horsepower made it a very peppy mover when pushed. The nominal range is 300km, but I got closer to 275km in my time with it, though that was with a significant amount of motorway driving. In local urban work, it was noticeably easier on battery, especially using the 'B' enhanced regeneration mode. I did have passengers during my time with the Caravelle, who also enjoyed being able to see over the ditches.

PRICE: Van from €63,995; Caravelle from €62,725, review vehicle €69,495. WHAT I LIKED: Being on top of the traffic world. 

Škoda Peaq set for January 2027 arrival in Ireland

Škoda’s new flagship electric SUV, the Peaq, will arrive in Ireland in January 2027, writes Brian Byrne, with pricing and final specifications due in August.

Unveiled in Mladá Boleslav on 23 June 2026, the Peaq is Škoda’s first all-electric model in the large SUV segment and its largest SUV to date. The seven-seat model offers a range of over 640 kilometres, a length of 4.87 metres, and up to 890 litres of luggage capacity in seven-seat configuration.

The Peaq introduces several firsts for the brand, including flush door handles and a panoramic roof with Dynamic Shade Control. It also features LED Matrix headlights, bidirectional charging, and a new Android-based infotainment system with a 13.6-inch display.

Škoda Ireland Brand Director John Donegan said the Peaq builds on the popularity of the Kodiaq and is designed to expand the brand’s appeal in the electric era.