LAND ROVER DEFENDER TROPHY REVIEW: TRISH WHELAN, IRISH CAR

Land Rover has been making sturdy go-anywhere vehicles since 1948, when they were used by farmers and the military. Their off-roaders have been used by explorers and adventurers to travel across impossible terrains in remote parts, be they mountain ranges or deserts, or anything in between. 

The latest introduction is the Land Rover Defender Trophy model that pays homage to the brand’s historic heritage of taking part in challenging competitions like the Camel Trophy, and is offered in heritage-inspired Deep Sandglow Yellow (my vehicle) or Keswick Green, a unique paint with gloss black accents. This Trophy spec is only available in the standard 5-door 110 model of the Defender that offers five to seven seats. It has been given a few extra explorer-type features that include a large Trophy decal on the bonnet, Trophy graphics on C-Pillars, and a Trophy badge on the rear, big side steps for front and rear passengers, a raised air intake (snorkel) on the front passenger’s side of the windscreen that draws cleaner air into the engine from over the roof, reducing the amount of dust and sand that can raise up while off-roading. 

Other special features are the step ladder, an expedition accessory that folds in along the side of the vehicle, allowing access to the roof rails and any gear equipment secured there. My car had large side mirrors with good blind spot monitors, 20-inch gloss black wheels with all-terrain tyres, a contrasting black roof, and a spare wheel with a gloss black cover on the heavy, side-opening rear door. 

The interior really impressed with its good design and mix of practicality and comfort features, with big head and leg room front and rear, and washable rubber floor mats. I was able to swing up into the high cabin courtesy of the handgrip at the side of the dash and overhead hand grips. There are big grip handles for second-row passengers. Being a high vehicle, I had excellent visibility. I liked that the outside colour was repeated on the dash and door panels, and that the exposed bolts around the edge of these panels, front and rear, provided a rugged look to the interior. The luxury came from the high-quality Ebony Windsor leather seats, which held me in snugly. The front seats can be heated and cooled, and have power adjustments; the driver’s have three memory settings. 

The centre dash has a 13.1-inch touchscreen with the brand’s Pivi Pro infotainment, which I found up-to-date and intuitive to use. There are physical buttons for the climate control, to adjust the suspension ride height, and for off-road modes. You can customise the driver’s screen, but I liked the two-dial layout as it was. The transmission selector juts out from the lower dash. Other features are a 360-degree camera view, a Meridian Sound System, a wireless phone charging pad, USBs, and a 12-volt power socket, as well as some excellent storage compartments, including an open area close to the floor beneath the central console. 

Boot space of about 860 litres is expandable to 1,946 litres with rear seats folded flat. Extras were a detachable tow bar (€1,035; towing capacity is 3000kg brake/750kg unbraked), Privacy Glass (€780), Cold Climate Pack (€970), and JLR’s Clearsight Interior rear view mirror (€1,130), that by flicking a switch on the base of the mirror projects a live, wide-angled feed from a rear-mounted camera (on the fin), giving the driver an unobstructed view of behind the car. Great if their view is obstructed by tall cargo, rear passengers, or if towing a trailer. 

Defender Trophy’s Terrain Response System allows driving modes for Grass/Gravel/Snow/Mud & Ruts/Sand/Rock Crawl, High range for normal driving or Low range for maximum torque in challenging conditions, splitting engine power equally between front and rear wheels, and Hill Descent Control. You can also adjust the car’s suspension ride height to a ground clearance of 11.5 inches (291mm) when raised to its maximum. Wading depth is 35.4 inches (900mm), approach angle up to 37.5 degrees in off-road height, and departure angle up to 40 degrees. 

The Trophy Edition is available only as a plug-in hybrid of the 2.0 Ingenium petrol engine with an electric motor powered by a 19kW battery that drives the permanent AWD through an 8-speed automatic transmission. There's a combined output of 300ps and a whopping 625 Nm torque. When I collected the car, there was 92% electric range, equalling 37km. After driving 78kms, there was still 3% of EV drive remaining - the claimed EV range is circa 50kms. My average fuel consumption was 11.8 L/100kms. The engine proved quiet and refined over the many different types of roads I travelled. Unfortunately, I didn’t get to do some serious off-roading, hopefully another time! 

Prices are from €130,200; my car as tested €134,115 (price excludes delivery and related charges).

Third generation Nissan LEAF EV now on sale here

Nissan’s third-generation LEAF electric car has been reimagined as a spacious family crossover, writes Trish Whelan and Brian Byrne. The model has sold close to 700,000 units since its debut in 2010 when it was the first mass-produced electric vehicle with a range of just 120kms. 

The new model is completely different to the previous model with a sleek new exterior design - every part designed with aerodynamics in mind - a longer range of up to 622 kilometres, faster charging speeds, intuitive technology and more spacious interior providing good seating for five adults, 437 litres of cargo space and power-operated tailgate. Boot space is 437 litres with all seats in use. Onboard technology is designed for seamless integration. NissanConnect with Google built-in offers Google Maps with In Car Route Planner linked to the range in the battery; Google Assistance for hands-free control over navigation, media, climate; and Google Play for apps, streaming and productivity tools. 

The new LEAF comes with a suite of advanced safety and driver assistance features including emergency braking, blind spot intervention to rear cross traffic alert. Its 3D Around View monitor, invisible bonnet view (being able to look below the car), and front wide view, make parking and navigating tight spaces easier, and safer. 

Batteries are a 52kWh with up to 424kms range, and 75kWh battery which offers up to 622kms. Both variants support DC fast-charging (unlike previously), and are available in three grades of Engage, Engage+, Advance, and Evolve. Standard features on the entry level variant includes 18-inch alloy wheels, LED signature front and rear lamps, flush door handles, paddle shift for regeneration controls-Pedal Step, heat pump, ProPILOT with Navi-link, and Vehicle-to-Load capability. 

Driving the Engage+ 52kWh battery powered at its Irish launch to motoring journalists last week, we were impressed with the car’s exterior styling, spacious interior, the 12.3-inch dual integrated screens for infotainment and driver’s information cluster, the 3D around view monitor, and with the car’s drivability. 

LEAF Generation 3 model is built at Nissan’s production plant in Sunderland. Prices are from €36,095 to €51,795. All pricing is inclusive of applicable VRT Relief. Pricing for the more powerful 75kWh Advance and Evolve grades excludes the SEAI €3,500 grant.

The three generations of the LEAF are pictured below.

Volvo ES90 review: Trish Whelan, Irish Car

Volvo’s premium ES90, launched last year, is a mix of saloon, liftback, and crossover. It is the sixth fully electric model in the brand’s line-up. 

One glance confirms excellent design: a confident stance courtesy of a long wheelbase, aerodynamic lines provide a commendable drag coefficient of only 0.25, big 22-inch wheels and raised ride height providing a commanding view of the road. I always like the brand’s unique LED headlight design, inspired by the mythical hammer of the Norse god Thor, which helps excellent night-time visibility. The coupe-like style looks swell, but results in a letterbox view in the rear view mirror. At the back are C-shaped LED tail lamps. 

The cabin is ‘business class’ all the way with full attention to detail. Volvo uses recycled and natural materials for sustainability, helping lower production CO2 emissions. Some 29% of all aluminium and 18% of all steel used is recycled, while wood panels come from FSC-certified wood. 

My car had beautiful leather upholstery. There’s plenty of head and legroom front and rear. Front seats are sculpted for comfort and designed to ease shoulder strain, and with ‘almost’ integrated headrests. They come with power adjustments, lumbar support, and cushion extensions for extra thigh support. They can be heated and ventilated, depending on specification. 

The 14.5-inch portrait touch screen is quite intuitive to use, but I had to go through it to adjust the side mirrors and steering wheel, and to open the boot and glovebox, which I didn’t appreciate. Thankfully, there are real controls for favourite shortcuts and the audio volume. Apps include Apple CarPlay and Android Auto, integrated Google Maps, and Google Assistant. There’s a wireless phone charger, and two C-Type USBs front and rear. 

The customisable 9-inch driver’s cluster sits on top of the steering column, but I mainly relied on the Head-Up display for my current speed. You can choose from three views of Calm, Navi, which shows a detailed map, and Surround, that shows vehicles around. The multi-functional, three-spoke leather steering wheel is lovely to hold, and has voice and remote audio controls. Transmission selection is off the steering wheel, with the parking brake to the side. 

The top two grades include a panoramic roof that runs almost the entire length of the car - there’s no need for a blind as the tinted glass is coated and laminated to reduce glare. Other stand-out features are the double screen, rear-view camera; the 360-degree parking Surround View camera with 3D view; and Volvo’s excellent blind spot alerts on side mirrors. I’m sometimes at a loss to understand why designers include some nerd-like features in some new cars. With the ES90, the key-fob battery is rechargeable, and needs to be regularly placed on the phone charge space. Why not use a normal key fob? 

The three rear seats can all recline individually and have extended cushions. Outer ones can be heated and ventilated and include ISOFIX attachments with top tethers. The rear armrest lowers to reveal two cupholders and a hatch through to the boot. The flat floor makes foot space easier for the person in the middle seat. 

The wide liftgate and high boot floor make it easy to load and unload even large items. Luggage space is up to 424 litres with the rear backrests up; you can fold them individually or together to acquire up to 1,427 litres of space. There’s no spare, just a tyre sealant kit and compressor. A 12-volt outlet in the boot can power an electric cooler, air mattress pump, or camping stove. There’s a 27-litre front frunk to store the charging cable or washer fluid. 

The entry Core grade includes a heat pump, four-zone climate control, heated front and rear seats, and heated steering wheel; Plus adds the head-up display, 360-degree camera, interior illumination with back-lit wood decor; while the top Ultra (my review car) adds the electrochromic panoramic roof, tinted rear windows, ventilated front seats, active air suspension, and a Bowers & Wilkins sound system with 25 speakers throughout the cabin, including in the headrest and ceiling. Features include Hill Start Assist, Hill Descent Control, Adaptive Cruise Control, and Park Pilot Assist. 

My car was the Single Motor Extended Range Ultra RWD, but buyers have the option of Twin Motor or Twin Motor Performance variants, both with AWD. Charging from 10% to 80% can be achieved at fast charging stations in around 22 minutes. While the claimed range for my car is around 696kms, my driver’s screen showed 50% of battery charge represented another 280kms in real-world driving over all types of routes, which would give a 100% charge allowing around 560kms. I appreciated how sublime and comfy the car was to drive, the 333hp power and huge torque of 480Nm which make it capable of 0-100km/h in 6.6 seconds. 

The car proved a very refined drive and was very quiet on the road; the large wheels and high ground clearance as well as the suspension, added to comfort for all on board. The car’s safety system sensors includes five radars, seven cameras, twelve ultrasonic sensors, and a lidar. These safety systems are designed to detect obstacles even in darkness, and activate safety measures. 

The ES90 has not yet been tested by Euro NCAP. PRICE: A practical car for those who can afford it. The Core Single Motor Extended Range starts at €82,100; Plus from €89,900, and Ultra from €102,400. Annual road tax is €120.

A practical car for those who can afford it. The Core Single Motor Extended Range starts at €82,100; Plus from €89,900, and Ultra from €102,400. Annual road tax is €120.

Renault 4 E-Tech review: Trish Whelan, Irish Car

Renault R4 E-Tech reinvented as everyday compact EV. The original Renault 4, introduced in 1961, sold over eight million units worldwide. It was the French carmaker’s first family car with a front-drive engine, the quirky gear shift being in the centre dash. A family member has fond memories of driving two 4Ls in the ‘60s, recalling how well they drove with excellent suspension over poor country roads, how economical they were, and how affordable they were to buy. A car for its time and place. His 4Ls were used to bring greyhounds to the track when the back seat bench was lifted out. 

The new retro-inspired Renault R4 electric car was launched here as a B-segment urban crossover in December 2025 with many design cues from the iconic original. Renault says the new R4 E-Tech taps into the DNA of the original model to reinvent itself as a versatile, everyday compact car. Designers and engineers have worked wonders at bringing the original car into a modern era as an electric vehicle. Retro cues include a unique single-piece illuminated grille, round headlights, a modern reinvention of the three-part rear lights, and many other touches. It is the first Renault car to feature a backlit emblem at the centre of its face. Front and rear bumpers come with vertical overriders, also harking back to the original, as does a sticker stretching from the windscreen’s sides to the chunky wheel arches. Eighteen-inch wheels are standard. 

My car was in a lovely new shade called Hauts-de-France Green, which pays tribute to the Ole-de-France Blue of the 1960s with a contrasting black roof and roof rails. The ‘4’ figure is highlighted at the rear. The R4 E-Tech electric is designed to be bigger and more spacious than the latest Renault 5, thanks to its 2.62m wheelbase. The narrowish, but wide, windscreen, high dashboard, and dark materials, including the low black roofliner, gave me a sense of being cocooned in the car, but the interior is really top class, oozing French chic. The black quilted textile trim with yellow top-stitching and ribbon with the French flag colours on the dashboard highlight that the car is French-made. I also liked the LED backlit Renault 4 logo on the front passenger’s dash that changes colour depending on your choice of ambient lighting. 

Screens are the same as the R5 E-Tech; a large and curved 10.1-inch multimedia infotainment screen is angled towards the driver, and with the OpenR Link system, compatible with wireless Android Auto and Apple CarPlay connectivity. It has Google built in, including Google Maps with charging route planning. A row of permanent controls along the base includes temperature, heated steering wheel and front seat controls, and air direction. The recessed dark green 10-inch digital driver’s cluster is clear and easy to read. We’ve become familiar with all the stalks on the right side of steering columns in Renaults, but it’s confusing. These include the transmission selector, wipers, radio and volume control, and the Multi Sense control for drive modes of Eco, Comfort, Sport and Personal. The steering wheel also has paddles that select from four regenerative braking levels, with energy recovery optimised with every deceleration, and enables One Pedal driving. 

Colourful and comfy seats are in black leather-type upholstery and greyish materials on side bolsters and doors. My seat had manual adjustments and a lumbar support setting. There are two USB-C sockets (front and back), and a wireless phone charging pad. Those in the rear benefit from good knee and headroom, but the middle seat back is fixed upright. My ionic grade car had a power tailgate, a low loading lip, boot space of 420 litres, and a 55-litre area under the floor for the cables. With rear seats folded down, luggage space grows to 1,405 litres. 

Three trims are offered - Evolution, Techno, and Iconic. My car had all-around parking sensors, blind spot warning, rear cross traffic alert, rear occupant safe exit alert, adaptive cruise control, a 360-degree camera, a very good reversing camera, hands-free parking, and pedestrian and cyclist recognition. I turned off the driver attention alert and all the lane departure warnings, as I find them all annoying. The My Safety switch allows you to customise your settings. 

The entry Evolution grade is only offered with the smaller 40kWh ‘Urban Range’ battery with 120hp and a range of 308kms; the 52kWh ‘Comfort Range’ battery with a 150hp motor and 245Nm torque, and claimed range of up to 409km (nearer 350kms in real-world driving), has a 0-100km/h time of 8.2 seconds and can charge from 15-80 percent in 30 minutes with DC fast charging, or in 7 h 47 m from a 7.4 kW wall box. Batteries come with an 8-year, or 160,000km warranty. The charging port is located near the front passenger door. 

The R4 is nimble and agile with a turning circle of just 10.8 m, ideal for driving on city streets, as is the light steering. It’s also quite a fun drive for a good everyday car, which suits most families with small children. The car comes with increased ground clearance, and the suspension has been optimised for a smoother, more comfortable ride. 

The R4 E-Tech was awarded a four-star safety rating when tested by Euro NCAP, and achieved a top five-star rating in Green NCAP for sustainability and low emissions. 

The entry-level 40kWh is priced from €27,995; the 52kWh 150hp from €30,995-€34,995.

XPeng G6 AWD review - Trish Whelan, Irish Car

Chinese car company XPeng arrived in Ireland early last year with its first model, the ‘ultra smart’ all-electric G6 mid-sized coupe SUV, which is quite similar in size to its main rival, Tesla’s Model Y. The exterior features a coupe-style silhouette, contoured bodywork, a forward-sloping bonnet, frameless windows, and a rear slope to the roof. Full-width taillights make the car appear wider and glow beautifully at night, with a rear design reminiscent of the Porsche Macan coupe. All models sit on 20-inch alloys. This is a fairly long vehicle with a 2890mm wheelbase, offering ample interior space for five adults. 

The cabin exudes a premium feel, with high-quality materials, soft-touch coverings, a minimalist dashboard, and a centre console. The winter-white faux leather upholstery enhances the spaciousness of the interior. Front seats are heated and ventilated, with multiple adjustments including a memory function for the driver’s seat. A large panoramic glass roof lets in more light. The infotainment system operates on the latest XPeng Smart OS, and there are no physical buttons on the dashboard. Most functions are accessed via the 15.6-inch touchscreen, including adjusting the side mirrors, climate control, vehicle settings, drive modes (Eco, Sport, Individual), the 360-degree camera, fixing the tailgate height, and adjusting and saving driver seat and lumbar support settings. You can also control seat heating and massage functions. 

Navigating the menus proved somewhat time-consuming and confusing, as they’re not very intuitive, so I used the Voice Assistant by saying ‘Hey XPeng’ for key shortcuts. The two-tone steering wheel can be heated in cold weather. A customisable 10-inch digital display for the driver provides essential driving information in a minimalist format. However, in bright sunlight, I found it difficult to see my current speed, displayed in small black figures at the top of the cluster. There was no Head Up Display. The vehicle has four USB ports, a 12V power socket, and two wireless charging pads for smartphones. It lacks a glove box, but the large open area beneath the floating central console more than compensates, capable of holding a bag and an iPad. There’s a spacious compartment below the front armrest, sizable front door bins, and smaller ones at the rear. 

Rear passengers benefit from class-leading leg and headroom, as the panoramic roof does not intrude on headspace. Rear seats are heated, with two USB-C ports, pockets on the back of the front seats, and a fold-down middle armrest with two cupholders. The rear floor is flat. The power-operated boot offers 571 litres of luggage space, expandable to 1,374 litres with rear seats folded, with a small storage area beneath the floor. There is no front 'frunk’. 

Standard and Long Range versions are powered by a single rear-mounted electric motor with an estimated range of 435km, while both the Long Range and AWD Performance models, equipped with larger 80.8 kWh batteries, claim a range of 570 km. I found this figure to be quite accurate. 

My test car was the Performance AWD variant, with an impressive torque of 660Nm, achieving a spirited 0-100km/h acceleration time of 4.13 seconds. The additional electric front wheel motor raises total output to 476hp. 

During my week with the car, I averaged 16.5 kWh/100 km. A standard heat pump helps extend driving range in cold winter conditions. Blind spot detection is well implemented on the driver’s screen and side mirrors, part of the XPILOT driver assist system, which includes Adaptive Cruise Control and Lane Departure Warning. Parking aid features are excellent, including the Surrounding Video System providing a 360-degree view. Additional safety features include forward collision warning, door open alert, and rear collision warning with rear cross-traffic alert. The large windscreen offers great visibility forward, though the narrow rear window limits rearward view. 

The ride is quite firm, with very light steering. An irritating feature is the Acoustic Vehicle Alert System (AVAS), which emits artificial sounds to alert pedestrians or cyclists about the approaching silent electric vehicle. It activates at speeds up to 30 km/h and even when slowing at roundabouts, which can be intrusive inside the cabin and cannot be turned off. A rear tow hook is available as an optional extra on all models. XPeng can tow up to 1,500kg. 

In Ireland, the brand is distributed by Motor Distributors Limited (MDL) on the Naas Road in Dublin. The entry-level Standard model starts at €42,000, the Long Range at €49,440, and the Performance AWD from €54,500. Prices include VRT relief and the SEAI grant but exclude dealer delivery charges.

Peugeot E-408 review: Trish Whelan, Irish Car

The updated Peugeot 408 fastback range, which arrived here late 2025, features a fully electric 408 version, giving Irish 408 customers the option of an electrified petrol-hybrid or fully electric powertrain. 

The all-electric E-408, manufactured at the Stellantis Mulhouse plant in France, brings a distinctive silhouette to the important C-segment with coupe-like lines and distinctive French styling. I like the car’s overall look which is a blend of saloon and crossover, the signature Peugeot fang LED lights at the front, the stylish grille with the new shield badge in the centre, and the triple-clad LEDs at the rear, along with the two high rear spoilers charmingly referred to as ‘cat ears’ due to their angular shapes at the top of the roof, which are designed to help airflow around the vehicle. Black cladding around the 19-inch graphite alloy wheels adds to the overall look along with privacy glass. But I missed a rear wiper. 

While there are five exterior colours to choose from, my car looked really good in Okenite White. The cabin is upmarket, typically Peugeot, with gorgeous materials and trims and a nice sweep to the dash. This top specced car had black inner roof lining, aluminium front door sills, lovely Alcantara soft touch materials. Well-bolstered, ergonomically designed bucket seats were sporty and comfy; front ones can be heated. Seats had manual adjustments. They are certified by the German Action Gesumder Rucken Association, which campaigns for healthier backs and offers optimal support to prevent spinal pain through extensive adjustments. 

Peugeot’s i-Cockpit features a flat top, compact steering wheel, a 10-inch digital instrument panel and a similarly sized, centrally located touchscreen, the latter mid-dash with beautiful graphics. It comes with Peugeot I-Connect Advanced, wireless Apple CarPlay/Android Auto, built-in navigation and voice recognition. A trip planner with charging station integration is included in the infotainment system. Below the touchscreen are five virtual i-Toggle buttons for shortcuts, and a row of physical buttons for climate control, fan, screen demisters, as well as a volume knob. The 10-inch customisable digital instrument panel shows all the necessary information including your current speed. But when adjusting the steering wheel to suit your driving position, make sure the top of the wheel doesn’t block your vision of your speed. Paddles off the steering wheel manage up to three levels of regeneration. The user-friendly Stellantis flick-switch transmission shifter is on the split level central console. 

Features include wireless phone charging, for USB-C ports, dual zone climate control, a decent glovebox and door bins, and a storage area beneath the twin-door front armrest. Rear space is much better than you would expect from a coupe-style car with OK headroom for tall people and best-in-class knee room, aided by deep indents on the front seatbacks. The transmission tunnel isn't high enough to impede foot space. There are two Isofix child seat anchors in the rear; seats split 60/40 and the middle seat back comes down to provide a hatch to the boot. The power tailgate provides wide access to the boot. Luggage capacity is a very decent 470 litres that can expand to 1,545 litres with rear seats folded using a lever in the boot. The hybrid version provides 536 litres. An area below the floor is for storing cables and puncture repair kit. 

The entry Allure trim features keyless entry, 19-inch diamond cut alloy wheels, a 180-deg colour reversing camera with wash system with rear sensors, LED headlights, automatic dual zone air conditioning, high beam assist, extended traffic sign recognition, and cruise control. The upper-level GT trim adds more Peugeot shield badging, a drive assist plus pack that includes adaptive cruise control, a heated steering wheel, and the foot operated power tailgate. Safety features include automatic emergency breaking (detects pedestrian and cyclists, day or night; collision risk warning, long-range blind spot monitors on side mirrors, and rear cross traffic alert - ideal for busy supermarket carparks! 

The E-408 features a 210hp electric motor with 345 Nm of torque paired with a high-efficiency 58 kWh battery (under the floor to preserve interior space), offering up to 453km WLTP range and a heat pump that helps maintain range in cold weather. An 11 kW AC onboard charger comes as standard; you can fast charge from 20-80 per cent in just over 30 minutes or quick charge to add 100km in 10 minutes. E-408 offers a comfy and very refined drive experience over all types of roads making it ideal for urban or country journeys. The suspension seemed to glide over rural roads where I live while the 453km range is practical for daily commuters, especially those with home chargers. Visibility was good out front/side when approaching roundabouts; rear visibility was hindered somewhat by the car’s coupe styling. Drive modes are Eco, Normal and Sport. 

The 2025 Peugeot 408 maintains a four-star Euro NCAP safety rating, based on testing carried out in late 2022. Peugeot offers a five-year, unlimited mileage warranty and three-year EV Service Plan. Annual road tax is €120 for the all-electric and €190 for the Hybrid145. 

The Hybrid 145hp and E-408 start at €38,995; the E-408 GT from €43,995 (electric price includes SEAI grant and VRT rebate).

Opel Corsa GSE hot hatch confirmed

Opel will expand its range of all-electric GSE models, writes Trish Whelan. Opel claims that soon, the new Corsa GSE will be giving customers goosebumps, speed and electric emotions. 

Following the premiere and launch of the Opel Mokka GSE last year, the new Corsa GSE will be the next everyday sports car to bring electric performance to the road. Small, agile and very practical, Opel’s Corsa is a best-seller for the brand while the three letters ‘GSE’ stand for battery-electric high-performance and top dynamics. The Corsa GSE is the new all-electric, top-of-the-range version of that small car. 

The Mokka GSE 281hp, the most powerful electric road car ever produced by Opel, and inspired by the Mokka GSE Rally and packaged in a GSE motorsport design, won the Golden Steering Wheel 2025 award as Best Small Car, immediately after its launch. 

Like the Mokka GSE, the new Corsa GSE will also be based on the current model generation. Germany’s most popular small car for five years in a row, will feature electrifying design details, with ‘thrilling, locally emissions-free performance on the road’. 

The new Opel Corsa GSE will be available to order during this year. Further information to follow shortly.

Kia EV4 review: Trish Whelan, Irish Car

Kia’s EV4 all-electric model, designed specifically for Europe, arrived here last October in both hatchback and fastback body styles. The five-door hatchback is the Korean carmaker’s first all-electric car in that format, produced at Kia’s plant in Zilina, Slovakia, alongside the brand’s Sportage and XCeed models. The Fastback version is manufactured at Kia’s plant in South Korea. 

After test-driving both models in recent weeks, my preference leans towards the Fastback, as it is 300mm longer than the hatch, has a larger boot, and sits lower. While it’s not an SUV, it could be described as a crossover vehicle, but with a lower driving stance. The test car, in Aurora Black Pearl, features a distinctive long-tail silhouette, a heavily sloping rear window, sculpted dual spoiler, and striking vertical LED tail lights. The design of the 19-inch alloy wheels significantly enhances the overall appearance, complemented by the GT-Line exterior styling. 

The cabin, with a panoramic glass roof, is thoughtfully designed with eco-friendly recycled materials; it is roomy and comfortable with claimed best-in-class rear legroom. The expansive screen across the dash includes a 12.3-inch touchscreen infotainment system with Kia Connect, a similarly-sized customisable driver cluster, and a 5.3-inch climate touchscreen. All displays are easy to read at a glance, as is the Head-Up Display on the windscreen showing my current speed. There are physical buttons for fan, mode, and temperature controls, along with a roller wheel for volume. The lovely two-tone, three-spoke steering wheel, fitted with paddles, looks stylish and offers good feedback during driving. A twist-type gear selector for the automatic transmission is positioned on the steering wheel. 

The vegan leather seats are two-tone, exceptionally comfortable, and equipped with heating and ventilation; the front seats feature power adjustments—driver’s seat with lumbar support and two memory settings. Standard features include a wireless smartphone charger, 12V socket, USB-C charging ports for front and rear passengers, a 360-degree surround-view monitor, front and rear parking sensors, an excellent reversing camera, and metal floor pedals. The blind spot monitor shows approaching vehicles on the instrument cluster, with alerts also on the side mirrors. Rear seats split 60:40 and fold down easily, with no tunnel to manoeuvre around. 

Family-friendly features include rear door locks and ISOFIX child seat anchors on the outer rear seats. The electric tailgate is adjustable for height. Boot capacity is 490 litres, expandable to 1,425 litres with rear seats folded. The boot can easily fit a full set of golf clubs, thanks to the additional space over the wheels. 

Three trims are available: Earth 2, Earth 3, and GT-Line, the latter on my test car. All feature LED daytime running lights, LED Rear Combination Lights, rear fog lights, a heated steering wheel, dual-zone automatic climate control, and a window defog system. While two drivetrains are offered, the Fastback only comes with the more powerful, long-range 81.4kWh battery. The electric motor delivers 204hp and a maximum torque of 283Nm, can accelerate from 0-100 km/h in 7.7 seconds and reaches a top speed of 170 km/h. Kia claims a WLTP range of 625 km, though real-world driving will provide less. 

DC fast charging from 10-80 per cent takes just over 30 minutes. When collecting the car, the screen indicated a full charge at 543 km. A longer trip showed energy consumption at 16.9kWh per 100 km. An array of advanced driver assistance features includes anti-collision assistance, parking sensors, parking assist, Highway Driving Assist, and Smart Cruise Control—all contributing to the EV4’s maximum five-star Euro NCAP safety rating. Visibility up front is excellent, thanks to the wide windscreen and low dashboard. 

The ambient lighting shifts colour with drive modes: Eco, Normal, My Drive, and Snow. I mainly used Eco mode, which proved perfectly adequate for everyday driving. Handling was excellent. Fastback colours include Aurora Black Pearl, Ivory Silver, Shale Grey, Snow White Pearl, Clear White, and Morning Haze. Servicing is recommended every two years or 20,000 miles, whichever comes first. 

Kia has partnered with Energia to offer a free home charger with installation for new electric or plug-in hybrid Kia vehicles. Kia provides a 7-year warranty and an 8-year battery pack warranty on all EV, plug-in hybrid, and hybrid models. Kia EV4 Fastback starts from €46,175; my GT-Line from €51,250; road tax €120.

Alpine A290 review: Trish Whelan, Irish Car

The stunning looking Renault Alpine A290 is a high-performance, fully-electric, premium hot hatch based on the multi-award-winning Renault 5 electric car (voted 2026 Irish Car of the Year by the Motoring Media Association of Ireland). It blends a sporty fun drive with everyday practicality with five seats and five doors. The car is engineered for agility in urban areas. That said, why would you opt for a high-performance car if you don’t venture far out from the suburbs? The answer is for the sheer fun of driving this A290 exclusively sold in Ireland by Windsor Motor Mall in Dublin. 

This is the Alpine brand’s first all-electric model. Both Renault 5 and Alpine A290 models share the same small platform, but the Alpine is wider and more powerful, and is kitted out with a different, firmer, suspension and set-up. 

The line-up includes a GT 180hp, GT Premium 180hp, GT Performance 220hp, GTS 220hp (my review car) and Premiere Edition 220hp. All versions share the same small 52kWh battery. Absolutely gorgeous to look at in its unique shade of Matte Schiste Grey, the Alpine black logo on the bonnet and at the rear, the model’s aggressive styling, muscular bodywork, blue anodised roof line, stunning 19-inch black alloy wheels/blue Brembo brake calibers, the unusual four-light motif arrangement at the front with rally-inspired ‘X’ daytime running lights that flicker; the Alpine badges and peak mountain designs around the car, and there is a rear wiper. 

The compact interior has many features carried over from the Renault 5, including the 10.1-inch central display system, which has Google built-in for maps and assistant, as well as wireless Apple CarPlay/Android Auto. This screen is paired with a 10.25-inch digital driver display. Both have lovely graphics. Below is a row of physical switches for the climate control, fan, demisters, AC and air flow directions. Below again, are C-type USBs and a wireless charging pad. The Devialet audio system is quite superb! The comfy sports seats, as well as dash and door panels, are in lovely blue and pale grey Nappa leather upholstery. Seats have the A290 logo and discreet French flag colours showing the car is made in France. My seat had manual adjustments and lumbar support. 

Unlike in the Renault 5 EV, where the transmission lever is on the steering wheel, the ‘buttons’ for the automatic transmission (N, D, R) are on the flat of the central console, taking up space for cupholders. Also there are the electronic parking brake and a dedicated slot for placing the flat key fob. The Nappa leather-wrapped, steering wheel features a red ‘OV’ button just above the right-hand spoke, providing a maximum power boost when overtaking (that’s 220hp for 10 seconds on this version), a blue RCH (Recharge/Braking Control) toggle switch on the bottom left allows four different levels of regeneration and one-pedal driving, and a Drive Mode control on the lower right. Drive modes are Save, Normal, Sport, and Personal. The radio/volume controls are on a lower stalk off the steering wheel. Features included front and rear parking sensors, and a good reversing camera. 

Three adults in the rear will find it tight on space. No rear armrest, no cupholders or door bins, just pockets on front seatbacks. Boot space is 300 litres with the audio system, standard on higher specced models like my car. There’s an underfloor area for the charging cables. The charging port is at the front left side of the car. You can DC fast charge from 15-80 per cent in thirty minutes. 

This top GTS trim delivers up to 220hp and 300Nm of torque, can accelerate from 0-100km/h in 6.4 secs, and has a claimed range of 360km (which would be a decent range) but this was not the case with my review car which, when 100 per cent charged, offered just 188 kilometres of driving. This is not a practical range for a car now that automakers have gone way beyond the first adopter stage into real world use. It brings to mind the 160kms offered on the first generation Nissan Leaf introduced 16 years ago. Other niggles included the lack of blind spot monitors, thick pillars, and how the middle seat headrest blocked most of my view out the rear view mirror. 

Yes, the car was great fun to drive even on country roads, but I admit its poor range, and the fact I live many kilometres from a fast-charge meter, meant I regularly experienced range anxiety. It would be different for owners who can charge their car overnight. The ride was on the firm side due to the car’s performance-led set-up that includes Micheline Pilot Sport tyres, but that’s part and parcel of a sporty car. Its neat size and agility helps when parking. 

The A290 received a four-star Euro NCAP safety rating in 2024, sharing the same safety results as the Renault 5. The entry level from €36,690; my car from €42,500 (incl SEAI grant and metallic paint). Road tax is €120.

Alfa Romeo Ibrida review: Trish Whelan, Irish Car

Alfa Romeo ignited passion among motoring enthusiasts when it introduced the new Junior fully electric SUV/crossover on Valentine’s day this year. The electrified model was designed to inspire a new generation of drivers with its unmistakable Italian flair, cutting-edge technology and offering a thrilling performance. Still, you miss the legendary ‘song' of past Alfa Romeo engines. 

A petrol-hybrid Alfa Romeo Junior named Ibrida (meaning hybrid in Italian) has since joined the line-up priced the same as the electric version. ‘Junior’ is built on the same Stellantis platform as are many Citroen, Fiat, Opel and Jeep models. 

My review car looked swell in an exterior colour that resembled a deep-sea green. The small and interestingly designed 17-inch alloy wheels added to the car’s overall style. The Ibrida has a slightly different grille than the BEV version, with the iconic Scudetto V-Shield featuring Alfa Romeo lettering taking pride of place. Still, to my mind, it doesn’t stand out enough, as the slanted grey letters merge into the dark background. The same applies to the name on the rear. A bit of chrome wouldn’t go astray, as the only brightwork on the exterior is the twin exhaust pipes at the rear. Rear doors handles are located high on side doors, and there’s a big rear wiper. 

The cabin is beautifully designed and mostly quite dark. Interior trims are in blue. The dash is busy with lots of features, especially the 10.25-inch touchscreen infotainment screen, angled towards the driver for easy viewing. It comes standard with Apple CarPlay, Android Auto, and navigation. Thankfully, you don’t have to go through screen menus for all controls, as there are physical buttons and knobs below for volume, climate control settings, air conditioning, and defrosting the windscreen or rear window. There’s a separate, same-size customisable digital instrument cluster ahead of the steering wheel. There are two C-type USB ports, one on either side of the wireless phone charging pad. We are very familiar, and like, the switch-type transmission selector on the central console, along with the drive mode switch for Dynamic, Natural, and Advanced Efficiency modes, and the electric handbrake. The big three-spoke synthetic-leather steering wheel controls include voice control and a volume button. 

Sporty front seats with a massage function were well bolstered and looked good in dark and red fabric. The driver’s seat has 6-way manual adjustments, the front passenger’s 4-way adjustments. Cubbies are a divided glovebox, large door bins (none in the rear) and two deep cupholders; the slidable front armrest has a deep space. Three adults could be a big cramped for space in the rear for long trips, especially if seated behind tall people in front, but two adults and a child would fit fine for long journeys. The middle seat back is fixed, so there’s no arm rest, but you have pockets on the backs of the front seats and a USB port. My car had a power tailgate, a height-adjustable floor and 415 litres of luggage space that can expand to 1,280 litres with rear seats folded. 

Many of the features come in optional packs. The Technology Pack includes traffic sign information, Adaptive Cruise Control and Traffic Jam Assist, auto folding/heated/power door mirrors, Blind Spot Detection, hands-free power liftgate, LED Matrix Projector headlamps, the charging pad and USB ports, and all-round parking sensors. The Premium Pack (€3,000) added the adjustable three-level cargo floor, a black-painted body kit, sports pedal, premium heated seats, and power adjustments. 

The Junior Ibrida hybrid powertrain combines a 1.2 three-cylinder engine delivering 136hp and 230Nm of torque with a 48-volt electric motor and a smooth six-speed DCT automatic transmission. The Ibrida hybrid can be driven around town in electric mode for 50 per cent of the time. I found the steering nicely weighted and responsive, and there was plenty of oomph from the familiar 1.2 engine; the car handled beautifully, also with good grip when cornering, all of which contributed to my enjoyment of driving. 

This gorgeous car, which can accelerate from 0-100km/h in a respectable 8.9 seconds, and has a top speed of 205km/h. An e-Boost function provides extra performance and power during acceleration. It's economical too, with a combined fuel consumption of around 4.8 L/100kms and road tax of €180. Thickish B-Pillars somewhat impede over-the-shoulder and rear visibility due to the high rear window line. Euro NCAP hasn’t yet tested the Junior Ibrida hybrid, so no safety ratings are available. Prices are from €34,995: my car as tested €42,595.

Volkswagen ID.3 GTX review - by Trish Whelan, Irish Car

Volkswagen’s ID.3 GTX hatchback arrived here in the second half of last year as a new addition to the brand's electric model family. It's a real head-turner with an improved interior and very impressive performance. The car is built on Volkswagen Group’s MEB electric vehicle platform, which is also used for other ID. models and for some electric cars from other brands like Cupra, which the Volkswagen Group also owns. 

In size, my review car — the top-of-the-range Performance Plus trim — is a bit shorter, wider, and taller than a VW Golf, with more interior space provided by its longer wheelbase and short overhangs, and with the batteries below the floor. The car looked the business in a King’s Red metallic exterior with black roof, tailgate and pillars. There's a new black air intake with a special diamond design, and the tailgate is a standout feature. GTX badging appears on front doors, but the logo fades against the black background across the rear. New 20-inch alloy wheels are fitted as standard. 

Visibility is good with the forward slope of the windscreen and good A-pillar windows, while the big windscreen wipers cleared the entire windscreen in heavy rainfall. The cabin is well designed with high-quality materials and many GTX-specific features. Front sports seats with integrated headrests feature GTX velour seat trim and power adjustments with lumbar support. Sporty red stitching on the dash, doors and steering wheel added to the car's sporty ambience. The special GTX leather-wrapped multi-functional steering wheel can be heated, and the twist-type transmission selector located here includes the parking brake. 

The dash has a large free-standing 12.9-inch central touchscreen with colourful graphics and menus for things like vent controls, which I didn’t find very intuitive. It has built-in ChatGPT artificial intelligence, voice control, and is compatible with Apple CarPlay and Android Auto. Sliders below the screen are for temperature and volume controls. I prefer actual buttons and knobs for key features. The small driver information digital cluster provides all relevant data, and since your current speed is also shown on the head-up display, it really doesn’t need to be any bigger. A small touch panel between the two screens is for adjusting exterior lighting and demisting, but it’s not easy to reach. There’s a good rear-view camera, a Park Assist function that detects a suitable parking space and automatically manoeuvres your car during the parking procedure, and front and rear parking sensors, as well as good blind-spot monitors. 

Details include a wireless mobile phone charger, two C-Type USB ports front and back, three ISOFIX child anchor seats, a really good Harman Kardon sound system, and VW's We Connect Plus connectivity. 

On one trip, three male adults managed to squeeze into the back seats, with the guy in the middle having the narrower seat but appreciating the flat floor. Headroom was fine. Boot capacity is 385 litres with all seats up, expanding to 1,267 litres with the back seats folded down. The high boot floor is not adjustable; there is nowhere below to store the charging cables. 

The GTX Performance Plus has a single rear-mounted electric motor on the rear axle that delivers up to 326hp and a massive 560Nm of torque, powered by a 79kWh battery pack. Combined, they allow for a 0-100km/h time of 5.7 seconds and a top speed of 200km/h, making this the fastest ID.3 model yet. The 52kWh battery of the standard ID.3 GTX provides a range of around 388 km and power consumption of 15.2 kWh/100km, while the 79kWh battery provides up to 604km, but in real-world driving is somewhat less, and power consumption of around 15.7kWh/100km. You can charge the battery from 10-80 per cent in around 30 minutes with a DC fast charger; home charging of 11kW AC from 0-100 per cent can be done overnight. 

The Performance Plus version comes with adaptive dampers that you can adjust through the drive modes of Eco, Comfort, Sport, and Individual, allowing you to choose the responses you want in various driving conditions, like on urban or country roads. 

This is a snappy, compact sports car which Volkswagen claims is the electric counterpart to their sporty compact icon, the Golf GTI Clubsport. I found the steering on the heavy side, which I prefer, but the ride was a bit firm even over good roads; the cabin was quiet with little road noise filtering through. 

The ID.3 GTX Performance Plus competes in the electric hot-hatch space where its main competitors include the Cupra Born VZ and Alpine A290, among others. Priced from €39,025 after VRT Rebate and SEAI Grant; my car €41,258. Annual road tax is €120.