Opel Mokka hybrid review: Brian Byrne, Irish Car

It's 2021 since I last drove an Opel Mokka, and at that time it was the all-electric version of the then second generation small SUV, writes Brian Byrne. Somehow I missed trying the petrol variant since, but now I've kind of bypassed that by taking on the very new hybrid. There's a lot to be said for it.

The small SUV is the second-largest segment in the Irish market, representing one in every four car sales. There's keen competition. In Opel's own sales, Mokka is in second place after their small hatch Corsa, between them accounting for 60pc of Opel sales here. 

The Mokka's very edgy looks are holding their attractiveness. The sharp front design is not over-styled, but has just enough elements to make it interesting. The flat bonnet with single central ridge adds to a sense that the car is wider than it actually is. There's some deft designer work in the side view where curving lines in the roofline and the bodywork meet at the rear C-pillar area and flow to a cleanly smooth back hatch. Bladed design in the alloys offers a 'going forward' impression even while the car is standing.

Inside the designer's pen had sketched a good dashboard look, overall smooth contours and a highly integrated driver and entertainment screens presentation, which in production works well. The central screen itself is actually quite small, especially the nav map element when you hook up CarPlay, but by the same token is comfortable in not requiring the scan of a wide area to take in the detail. The rotary knobs for climate and volume are straightforward and welcome, and all specification levels have front seats heating which is also operated tidily by proper switches.

The Mokka is spacious for those in front, but rather tight in knee-room in the rear if there are long-legged driver and front passenger. The boot space at 350 litres is about average for the segment and format (though the electric version has a bit less capacity). Two carry-ons will fit easily in the boot length with space left for a computer bag and some shopping.

My interest this time around was in the hybrid powertrain, which only arrived as an option in Ireland in the autumn. It's a special version of the 1.2 turbo three-cylinder petrol unit, with a total 136hp output compared to the petrol-only motor's 100hp. The 48-volt electric component is of the mild-hybrid variety, where regenerated energy to the battery is used to boost acceleration and minimise emissions in urban driving. Despite its MHEV status, this system can unusually drive in electric-only mode for up to a kilometre and under the right conditions can be in EV operation for up to 50pc of the time in city driving. A strong regeneration on accelerator lift-off is a characteristic, offering one-pedal driving almost like a full EV. The transmission is automatic, a 6-speed dual-clutch system that provides quite seamless shifts. The whole thing was very quiet.

In my review time with the Mokka I had on two separate occasions a need to drive round trips totalling 400+ kilometres in the same day. The first thing that these proved was the essential comfort of the car on long trips. The second was, despite half the journey being on motorway-level roads where the hybrid doesn't really offer advantage, the fuel economy was still on the frugal side — Opel says a 20pc improvement over the petrol-only model is achievable. Third, when I needed on single-carriageway roads acceleration to overtake, the extra heft from the electric motor made a reassuring difference.

As my car was in GS spec and also automatic, the lighting was LED matrix. My long drives did necessitate night journeying, and I found that really useful as the headlights adjusted much more flexibly than simple heads-dips. 

The first two cars I owned were Opels. Fifty-six years later, the Mokka in this hybrid form would definitely encourage me to own another.

PRICE: From €30,295; review car €37,995. WHAT I LIKED: Tidy size, good looks and easy on the juice. 

Renault Captur review: Brian Byrne, Irish Car

The small SUV segment accounts for more than a quarter of all cars sold here in 2024, and is the second biggest sales segment behind the medium SUV, writes Brian Byrne. That makes it a very important space for the motor trade here, and also means there's a lot of competition. Which last is good, because it encourages the various players to provide pretty high levels of specification to try and get a decent share of the showroom rollouts. Which brings us to the Renault Captur, in the mid-life facelift of the models' second generation since earlier this year.

As I have referenced a couple of times during 2024, this French carmaker is on a roll in both design and technical terms, the all-electric latest Scenic and the Rafale new flagship models showing this in spades. The Captur, first launched in 2013, could have been left behind, but the changes for 2024 have ensured that it doesn't look or feel so. The front-end restyle is quite dramatic compared to its predecessor, and brings what is the brand's second best selling model here right in line with its latest siblings. The people with the sketching pens have come up with a fascia that has enough going on to be interesting, without veering off the wall. My review car wis in the top esprit Alpine spec, which added details to the exterior trim and also some rather cool 19-inch alloys.

In size, the Captur is up at the larger end of the segment, indeed not a lot shorter than the VW ID.3, so it looks, feels, and is a fair bit more car that the Clio hatchback it is nominally derived from. In a way, it can be thought that the B-SUV car is now where the C-segment hatchback compact family car once had the field all to itself.

Inside changes are more individual item detail than extensive. So the steering wheel is familiar, and the main dashboard styling. But there's a taller infotainment screen and also a larger main instrument cluster. Less visible is the use of more recycled materials in the trim and finish, both of which carry through the good feel and touch that has been a Renault feature for some time. While I think of it, just to mention the very good switchgear graphics and identifiers on the steering wheel and elsewhere, that are unmistakeable and strong.

That new infotainment screen is also graphically clear, and bright as well. Where you need to touch virtual 'buttons' they're large and permanent in visibility. There's also that row of real switches below the screen for managing key climate matters. Colours are well used too in the main cluster, which in addition has the merit of simplicity.

The review car specification includes Alpine trim interior elements among which is blue stitching on the part-leather seats. It all looks snazzy and smart, and the seats are as comfortable as one always expects from a Renault product. It's really a four-seater but you could manage three pre-teens in the back if needed. The extra boot space over the Clio hatch is substantial, and the Captur rides higher than the hatchback, making it easier to get in and out.

My car this time was the E-Tech full hybrid version, the 145hp petrol-electric system for which is Renault's own and well proven as efficient and reliable. In terms of overall Captur sales it only represented 16pc of cars bought this year, but that's two and a half times the proportion from 2023, so the hybrid is gaining interest, and fast. There is, though, an almost-€5,000 premium involved. For me, the additional advantage of hybrid is the automatic transmission, in the Captur's case a 7-speed dual-clutch setup that matched well with the rest of the powertrain. The system means that up to 80pc of driving in urban conditions can be in electric mode. It's not a rubber-burner by any means with a sub-11 seconds run to 100km/h, but acceleration feels swift enough. Renault say they have improved steering and suspension responses with the facelift.

In France they call sports utility vehicles 'voitures à vivre', or 'cars for living'. The revised Capture would be easy for most to live with.

PRICE: From €29,120 for the 90hp petrol; review car €39,815, including metallic paint. WHAT I LIKED: A classic competency for the target customer's needs. 

Honda CR-V review: Brian Byrne, Irish Car

Honda in the past while has been like waiting for a bus, none for a long time and then three or more come together, writes Brian Byrne. So recently in Ireland we had the new HR-V joining the earlier arrival ZR-V and the latest CR-V, and the E:NY1 electric. And if all those confuse you to a headache, don't even think about how some of them have their names switched between each other for different markets.

For this week, though, we're concentrating on the sixth generation of the CR-V, which just happens to be Honda's biggest selling model in the world. Reaching Europe last year, in Ireland the Honda franchise has suffered from a shortage of stock but that is all behind them and we have it now leading that veritable bus convoy through local showrooms.

The CR-V has long been an important model for the North American market, so the more recent generations have always been designed to look strong. The latest one is even more so, with a boxier overall shape than the previous two iterations. Along with a straight-up front end treatment and less of a curve at the rear the car both looks and is bigger than its predecessor even though the height is actually lower. Less style in this instance is better, in my mind.

That more square ethos is also inside this time with a straight-across dashboard design adding visual stretch. The infotainment screen has been brought up higher, but doesn't intrude on visibility because it is mercifully smaller than the acreage we have been getting from some carmakers. Honda is making that a virtue, as also are the straightforward climate controls that don't require screen menu-searching nonsense. The car is automatic, but I have some reservations about the buttons operation of the transmission. Well placed, but differently-shaped for drive and reverse that can be confusing. You do not want to be confused when parking in tight spaces. The masterclass in this respect is Stellantis, and I humbly suggest Honda and others check out their Peugeot or Opel cars as exemplars.

Trim throughout is design and quality top class, with a mix of artificial and real leather upholstery, and the car has the roominess that one would expect in a competitor to Audi's Q5 and BMW's X3. The extra length adds significant capacity to the cargo area compared to the previous CR-V.

The car is now available full hybrid or plug-in hybrid powertrains. In my case, as I don't have a charger at home, I drove it for my time as a standard hybrid, which seamlessly switched electric, mixed, or petrol modes as the load required. I didn't mollycoddle the 215hp 2-litre and came away with an average of 5.9L/100km, respectable for a big car by European standards (there's a bigger Honda SUV available in the US and China but this is their flagship here).

My overall sense was of an exceptionally comfortable big car, but not feeling heavy either as a vehicle or in its handling. I had a number of mostly motorway trips, but also a fair amount of in-town driving and at no stage did I feel it to be bulky except in one of those daft underground car parks from the 1990s, apparently designed by an architect who never had to use one. Even then my mirrors (I don't depend on cameras) and the known square shape of the car made parking ding-free.

For those who need a biggish SUV, there are lots of options out there just now. You can go European with the VW group, Korean from Hyundai and Kia, and there's a rake of Chinese newcomers in and coming. But with tight supply no longer an issue, and the overall quality of the CR-V, it's one not to forget while shopping for a 2025 car change.

A Honda doesn't come cheap, but a premium is often worth paying for technical quality ... and common sense.

PRICE: From €69,995. WHAT I LIKED: That the large square-shooter is here. 

Honda ZR-V review: Brian Byrne, Irish Car

With the arrival of their new ZR-V on the Irish market Honda are filling an SUV gap between the HR-V in various iterations and the large CR-V, writes Brian Byrne. In addition, the very recent launch of the latest HR-V, along with the introduction of the latest CR-V earlier in the year, means the brand's whole lineup is arguably the freshest of any now available to the Irish motorist.

In its highly competitive compact segment arena, stylistically the exterior of the ZR-V has a softer look than most in the segment. That isn't a negative, just suggests the design is there for the long haul and won't date quickly. Close up, the detailing is very tidy and works well to create a relaxed but self-confident and quality impression.

Inside, that quality feeling is also very well executed in what many would regard as a very traditional manner. And y'know what?, that's really nice. Circular driver information dials with appropriate digital speed readout if desired. A central touchscreen that is small by the sometimes gargantuan offerings in other brands and models — it is nice to read that this is deliberate by Honda, who say they want to minimise the distraction issue of screens and retain the use of proper switchgear for climate and other systems management. Those on-screen functions they do allow are simply and clearly placed. 

If there's one matter where they might improve things, it's the selector for the automatic transmission, which is four buttons on the centre console, each a different size and action which I found confusing. A Stellantis-style switching, or a traditional stick selector would be much more preferable.

Seats are comfortable front and rear, the boot capacity at 380L is about average, you can get some 942L more with the back seats folded. There's a sense of a really good build quality, which is reassuringly Honda, both sitting in the car and while on the road.

The other big Honda thing has always been their powertrain engineering, and they have now fully adopted hybrid powertrains across their range. In the ZR-V's case, it is a 2.0 petrol engine and electric motor with a total 184hp output, a power-split system that seamlessly switches or merges ICE and EV to most efficiently power in the relevant driving load and conditions. The CVT automatic keeps everything very smooth. There's a 0-100km/h potential of under 8 seconds, which is slower than many of the pure battery electrics I've been driving in the last couple of years ... but it feels just right for the normal driving that virtually all owners in this class will do (speed-happy petrolheads are really just a tiny, tiny fraction of the motorist population).

All the foregoing said, the ride and handling are a good mix of comfort with agility where and when required — I do have a twisty local road where some of my review cars perform better on the push than do others. I'm of the view that comfort is more appreciated than tight handling, but the ZR-V won't let anyone down in the latter context.

All the usual driver assist tech is onboard. The ubiquitous audio warnings are blessedly non-peremptory.

There is a view that Honda in Ireland tilts into the premium space, and the pricing does reflect that when compared to the prestige equivalents. Is the ZR-V worth the money that needs to be put down? Well, that will depend on the buyer's own attitudes to premium badges as against soul appreciation.

PRICE: From €54,995. WHAT I LIKED: The car is true to the maker's key heritages. 

New Honda HR-V completes updated SUV lineout

A new generation of Honda's HR-V SUV is now on sale in Ireland at a starting price of €41,750, writes Brian Byrne. Styled to look more substantial than its predecessor two iterations, the latest version is longer and wider but retains the same wheelbase.

The new HR-V's powertrain is a petrol hybrid with a total output of 131hp and a rated fuel economy of 5.4L/100km. The engine package comprises a 1.5 Atkinson-cycle unit with two electric motors.

The car comes with a full suite of driver assist features, but with an interior design emphasis on traditional climate and audio volume switchgear and a relatively small touchscreen to minimise distraction.

There are four grade options, to a top price of €49,750.

 

Plug-in hybrid powertrains from Cupra

New generation plug-in hybrid powertrains feature on the latest versions of Cupra's Formentor and Leon, now on sale at dealerships, writes Brian Byrne. The rated EV range is claimed to be more than 100km.

The redesigned cars also show a strong new design and in addition to the PHEV can also be ordered with a traditional turbo petrol engine as well as one with mild hybrid technology, and a diesel.

Cupra is a Spanish performance brand of Volkswagen Group. Special deals on both cars are available up to 11 October. 

Review: Mercedes-Benz E-Class: Trish Whelan, Irish Car

Mercedes-Benz introduced its new E-Class saloon at the end of last year in good time for the January 2024 registration period. Since then, some 239 units of the new model have been purchased here in Ireland, a 37pc increase from the 174 in 2023. 

For over 75 years, E-Class has been the mainstay of the Mercedes-Benz model range and the premier German car maker has made sure not to rock the boat too much with this new model so as not to put off traditional and conservative buyers while at the same time reaching out to a new generation of customers whose choice is determined, or influenced, by modern trends and technology. 

Some subtle changes to the exterior move the model even further up the luxury executive ladder keeping it competitive against rivals like BMW and Audi in terms of visual appeal, along with passenger comforts and interior appointments. They include a more sporty exterior style, new front end and grille, slimmer LED headlights, elegant character lines, an elongated bonnet that in my car featured the three-pointed star logo instead of in the grille that now features three louvres, the car’s well-proportioned rear, and more interior space courtesy of the slightly longer wheelbase which provides more comfort for occupants, with increased headroom, more rear leg and knee space as well an increase in elbow width. The end result is a dynamic, confident looking car with refinement at its very core. 

My E-Class came in a Graphite Grey Metallic colour that showed it off to perfection as did the 19-inch multi-spoke light alloy wheels. The flush chrome door handle pops out to greet you. Open the heavy doors and prepare to be utterly spoilt by the exquisite interior design which, I believe, is the best you’ll find in any premier luxury car in its segment - a lot more S Class than before with huge attention to detail. Very good build quality is also evident. 

My car was in the Exclusive Line Plus spec with beautiful beige leather upholstery, an open-pore black ash wood centre console, beige coloured leather steering wheel that can be adjusted via a button on the steering column, and velour beige carpets which in our wet weather were impossible to keep from getting soiled. Black mats would make a big difference. I loved how the constellation of tiny three-pointed stars on the passenger’s side of the dash lights up at night. There are 64 different ambient lighting options, but the huge amount of lighting made me feel ‘on view’ when driving at night. Front seats are comfy and supportive with power adjustments (including lumbar support) and memory settings on each door as well as seat heater and seat ventilation controls - the latter came on a few times by itself! The centre back seat is smaller than the outer two and the person here has a large transmission tunnel to manoeuvre their feet around. Luggage capacity is now at a decent 540 litres. Fold the rear seat backrests to make more space if they are not in use. 

The MBUX 14.4-inch touchscreen manages information, communications, entertainment and navigation guidance systems. It is intuitive to use and includes smartphone integration of Apple CarPlay and Android Auto. With artificial intelligence, the MBUX system is able to learn and adapt over time to predict your personal habits like navigation for frequently-driven routes or the radio station you like to listen to on your way home from work. Climate control buttons are at the bottom of the central screen along with Dynamic Select that allows you choose from Comfort, Eco and Sport modes, the Active Parking Assist function, a Car button and volume control. The stand-alone 12.3-inch driver’s instrument screen consists of two large dials with your current speed also shown digitally. There's a wireless phone charger pad up front and several C-type USB ports. 

Petrol versions are E200, E300 e, and E450 4Matic; diesels are the E220 d, E300 de, and E450 d 4Matic. The E220 d diesel outputs 197hp and 440Nm torque but Mild Hybrid technology added 23hp and 205Nm on demand resulting in a 0-100km/h time of 7.6 seconds and a top speed of 238km/h. The engine is matched to an excellent automatic 9G-Tronic gearbox. I appreciated the 1,308km of fuel range available to me which says a lot for this mild hybrid diesel option. A week later, the average fuel return showed at 5.7 L/100kms (50 mpg); the claimed consumption is 4.8 L/100kms and annual road tax €200.

This is a really good car to drive with ample acceleration on tap. Very little noise filters through to the cabin. Steering is quite direct and heavy as I prefer. The car also proved remarkably agile on busy streets. I always appreciate blind spot assist in my cars. The parking package comes with a 360-degree camera. The big reversing screen also shows the car from above but you can select the view that you require. 

E-Class was awarded maximum 5 stars for safety from Euro NCAP. 

E-Class 220 D and E200 are priced from €80,525 and €82,130 respectively. An estate version is from €85,875.

 

New Mokka Hybrid now on sale

Alongside the new Corsa Hybrid which I recently reviewed, Opel Ireland has introduced the Mokka small SUV in hybrid form also, writes Brian Byrne.

The power unit is based on a new generation 3-cylinder 1.2 petrol engine, with a 136hp total output and a 6-speed dual clutch automatic transmission.

The 48V lithium-ion battery is recharged via recuperation and the petrol engine. Technically a so-called mild hybrid, in this application the car is able to travel on electric power alone for up to a kilometre, or up to 50pc of the time in urban driving.

Price from €34,995. 

 

Opel Corsa Hybrid review: Brian Byrne, Irish Car

Opel's Corsa is the German brand's oldest nameplate still in production, writes Brian Byrne. Around since 1982, it's now in its sixth generation. Or Corsa F, in the manner the carmaker has been labelling model versions since the 1960s. And introduced in 2019, this Corsa version is also the oldest of the current models lineup. It was facelifted in 2023, gaining the current family front look.

The exterior style is tidy. Because the car is not completely from the new Opel design ethos, it has curves rather than edges, and still looks good for that. That new 'face' does add an extra level of presence, with a perception of increased size that is just that, an impression. A point, though, Opel is making a design mistake in certain versions — including the review car — by hiding the company's logo in black on black. The 'blitz' is among the most familiar in the automotive industry, going back to the 1930s when it was the name of a successful line of trucks. Even the Bible says, don't hide your light under a bushel.

For that facelift there have also been upgrades to the interior, notably a new steering wheel and a change to the now-familiar Stellantis 'flick' shifter for the automatic transmission. The basic dashboard shape didn't change, and for my money that's good, because it has a little bit more class to it than the latest Opel minimalist look in newer models. Climate and seat heading are operated by good old-fashioned knobs and buttons. 

There are also new seats, and though I have reviewed the Corsa before in its electric and petrol versions, I don't have a recent comparison. All I can say is that I did some long distances in this one, and for both myself and my passenger it was comfortable. The car is low to the ground and I did have to contort a little getting in and out (age, mostly. Mine.) but once ensconced, plenty of space.

The Corsa has recently been made available with a mild hybrid powertrain, which was the main reason for my taking another look at the model. In the Irish market, the car comes in three trims, with a 75hp 1.2 petrol and 5-speed manual transmission base option in each, along with my car's 100hp MHEV with a 6-speed dual clutch automatic. There's also a GS version with standard 100hp petrol and an 8-speed autobox.

My review Corsa MHEV surprised me. Normally a 'mild' hybrid system only offers energy harvesting from braking that is stored in a small battery and simply feeds back to boost acceleration when wanted. This one is different in that, like a full hybrid, the car can operate in full electric mode for short periods. The Stellantis indication of the speedometer turning blue when in EV mode suggested this was quite often in mixed travel. The overall fuel consumption of 4.6L/100km also showed an efficient operation, with the official readings claiming a 19pc improvement over the less powerful base engine.

Given that there's just 100hp on tap, the Corsa Hybrid felt quite nippy and responsive, and the car is a sweet handler. Although the SUV trend has penetrated even the small car segment, there's still a lot of life in what we used to call the supermini size, and Corsa is Opel's top seller here, and improving. 

Oldest nameplate, top seller. There's an Opel symmetry here. Now, brighten the blitz again and I'll be happy.

PRICE: Hybrid from €29,695; Review car €31,695. WHAT I LIKED: A little bit of older style with latest engine tech. 

New Peugeot 3008 first drive: Brian Byrne, Irish Car

When Peugeot launched their first generation 3008 in 2009, they found themselves with an unexpected hit, writes Brian Byrne. In format an extended and taller version of their 308 hatch, it was tasked to make ‘conquest’ sales for people who had been driving large SUVs and MPVs. The segment was already being served by Nissan’s first Qashqai, Ford’s Kuga, the VW Tiguan and Renault Koleos but the 3008 started well here, at the end of that year winning the Continental Irish Car of the Year Award presented by the Irish Motoring Writers Association. In 2017, the second generation arrived, this time very definitely morphed to the form of a compact crossover SUV, and promptly won the 2018 Irish Car of the Year in association with Continental Tyres. 

A new generation 3008 just arrived in Ireland has to carry a Peugeot torch into the already very busy action for this year's awards by members of what is now the Motoring Media Association of Ireland. No pressure.

I've had first drives in the two versions which are available to start — a 'mild' hybrid petrol and a fully electric. A plug-in hybrid is coming, and there will be no diesel. That last unlike the first generation, introduced with only a diesel engine at the height of the 'torque is the new black' diesel craze here.

Since the 2017 model the Lion brand have updated their overall face to the world, and the latest 3008 very much reflects that. A strong front with a very prominent Lion shield, and a purposeful image from the headlights and DRL integrated shapes. The profile of quite deep sheetmetal carries the 'glasshouse' area now tapering to a fastback shape which ends in what we used to call a Kammback vertical rear. It's the design that German aerodynamicist Wunibald Kamm found in the 1930s was a significant reducer of aerodynamic drag, cutting fuel consumption. The three-quarter rear view is interesting, with a complex roof spoiler channeling the airflow. The style of the wheels is dramatic, and I suspect the aerodynamicists had a part there too.

Inside, the driver's area is high drama, and the latest iteration of what Peugeot style their i-Cockpit thinking with the driving information shown above what has become an even more hexagonal steering wheel. This version integrates fully the nav-infotainment screen. First drive events don't really give time to examine such things in depth, but I found most of the ways of controlling temperature, navigation, and radio volume seem reasonably easy to navigate. More detail at another time. The front passenger gets wrapped in the curve of the dashboard into the door trim.

Longer, taller and higher than its predecessor, the latest 3008 also has a longer wheelbase. So for this two-row car there's extra and more than ample accommodation for three in the back seats. The car was designed for multiple powertrains, including electric, from the beginning, and while the compactness of the EV system allows extra interior space, the petrol hybrid unit also fits in the first 'box' without impacting on the cabin area.

From now, the e-3008 comes with a 210hp Standard Range battery rated at 527km. A Long Range with 230hp will be available early next year with a 680km rating, and there will also be a 320hp dual motor variant coming around the same time with AWD. The MHEV hybrid car is a 136hp 1.2 petrol with a 6-speed dual clutch automatic.

From the launch event one quick takeaway is the comfort and unflappability of the new 3008 over a variety of roads, including motorways and on mountain rural sections. The handling of the heavier e- version particularly got my attention, as this would be where any issues would show themselves.

The other important thing is that, though neither is by any means an inexpensive car, the electric one is actually marginally cheaper than the petrol-hybrid, once state subsidies are taken out. This closing of the gap eliminates one of the grumbles about EVs, and I'll be interested to see if the same will happen in the smaller cars segments sooner rather than later.

More when I have a proper chance to live with the car.

PRICE: From €43,965. WHAT I LIKED: Style is up, EV gap is closed. 

First Drive in new Fiat 600 Hybrid: Trish Whelan, Irish Car

Fiat Ireland have this week launched their new Fiat 600 which builds on the enduring popularity of the iconic 500. Fiat Ireland expect this newcomer to resonate just as strongly with Irish motorists as has its smaller sibling. The 600 arrives just in time for the 242 registration period and the car is offered in hybrid or full electric versions. 

At 4.17 metres in length, the new model is longer and wider than the 500 but measures just about the same in height. In size, the new 600 sits a little larger than Opel's Mokka and a tad smaller than Ford's Puma. Compared to the 500, it has a sharper and more assertive 'face' with large circular headlights, the overall look set off by black matt skirts and wheel arches. Wheels of up to 18 inches are available. This 5-door comfortably fits five people with good head and legroom for rear seat passengers and has 15 litres of interior storage. 

The very stylish interior is likely to appeal to people of all ages with its simple and user-friendly design and colour schemes. You feel quite pampered with very comfy and stylish seats that in the entry spec feature recycled-fabrics with white accents and a matte black bio-based plastic dashboard fascia. The top La Prima version has ivory synthetic leather seats with the Fiat monogram, with turquoise accents. There's three-stage heating, the driver’s seat gets power adjustments and a back massage function. 

Features include a 10.25-inch fully customisable screen with Navi, CarPlay and Android Auto wireless, a 7-inch driver's cluster which displays your current speed in large digital form, and connected services. The boot has up to 385 litres of load capacity and is available with a hands-free power tailgate. I could adjust the boot in the hybrid to different levels as it includes a removable shelf, boot floor, and space underneath for a spare wheel. While a spare is not included in the spec, owners can purchase one from any Fiat dealer nationwide at an additional cost which will depend on the type of spare wheel (whether a space saver or regular), wheel dimensions, brand and rating of the tyre. All powertrains come with a tyre repair kit as standard. 

The other key difference from the nowadays electric-only 500e, apart from size, is that the 600 is offered in both hybrid and fully electric variants. My first drive was in the 100hp 48V Hybrid which uses a 6-speed dual-clutch automatic gearbox with an integrated electric motor. On our drive from Fiat’s HQ at City West it seemed seamless in operation, we hardly felt any gear changes. The hybrid is capable of a 0-100km/h time of around 11 seconds and has almost instantaneous torque delivered from the e-motor. 

The all-electric 600e’s lithium-ion batteries, with a capacity of 54kWh, give a claimed range of more than 400km in the WLTP combined cycle and more than 600km in the urban cycle. It comes with a 100-kW fast charger system and an 11kW on board charger and a Mode 3 cable for charging at home or in public which ensures a full charge in under 6hrs. This electric powertrain has an output of 115 kW allowing acceleration from 0-100kmh in 9.0 secs and has three driving modes - eco, normal and sport. Both versions of the car come with a host of safety features including Adaptive Cruise Control, Electric parking brake, and Autonomous Emergency Braking. 

Prices start from €28,995 for the hybrid and from €32,995 for the fully electric 600e (incl grants). Annual road tax is €180.

Ciaran Cusack, Marketing Manager of Fiat, Gowan Auto, is pictured above at the launch of the new Fiat 600.

 

AWD Jeep Avenger is revealed

A full AWD version of the Jeep Avenger is coming to Ireland later this year, following its reveal today at an event in Frankfurt, writes Brian Byrne.

The Avenger 4xe is powered by a 48-volt petrol-hybrid engine, and features a unique Jeep all-wheel-drive system and an automatic transmission, as well as a special rear suspension that provides greater articulation in off-road conditions. The powertrain comprises a 136hp thermal engine and two 21kW electric motors.

The car also has a selectable terrain function that allows specific powertrain settings for snow, mud, and icy conditions. The Avenger 4xe has a 10mm higher ride height than standard variants, and can ford up to 400mm depth of water.

Price and specifications will be made available closer to launch towards the end of the year. 

Hybrid powertrains for DS models

New hybrid powertrains are being added to the DS 3 and DS 4 models options in the DS Automobiles division of the Stellantis Group, writes Brian Byrne. The units are claimed to be up to 20pc more fuel efficient than the standard petrol engine offerings.

The self-charging hybrid technology incorporates a 1.2 136hp petrol engine with a 6-speed automatic that has the electric motor integrated. The battery is under the floor, so boot capacity isn't affected.

The hybrids offer improved acceleration in both models, and in use in urban driving can operate in EV mode for more than 50pc of the time.

Irish market availability and pricing will follow. 

Toyota Yaris Cross review: Brian Byrne, Irish Car

Three models were responsible for more than half of all Toyota's sales in Ireland last year, writes Brian Byrne, the Toyota Cross being one of them, second behind the Corolla and leading the Yaris hatchback. With not a great deal of distance between them — in horse-race terms, say a head apiece. And with the Corolla and Yaris Cross in third and fourth place respectively in all cars sold here in 2023, it certainly must have Toyota Ireland very happy with the Japanese company's overall models strategy, which also saw it the very comfortably top-placed car brand performer in Ireland.

The Yaris Cross is somewhat larger than the hatchback on which it is based, in every dimension except the wheelbase. As a crossover-SUV format car it also rides higher, and the styling along with larger wheels also makes it seem bigger. Key competitors are Renault's Captur, Volkswagen's T-Cross and Nissan's Juke. So it is competing in a crowded market. And clearly well able for that competition.

It's a good looker, with a strong front and yet is less a sculpted style icon than its larger sibling C-HR, recently arrived in a new iteration. Winning the 2022 World Urban Car of the Year title positions the Yaris Cross right in its target space, the young suburban family that needs more capacity but not yet a substantially larger car. My review car was the top-level GR Sport version which arrived in Ireland less than a year ago. The visual additions beyond badging include techier lower front grille and rear diffuser treatments, as well as its own style of alloys.

The inside shares a number of style features with the Yaris hatchback, though there are differences in the actual dashboard trimming. The GR Sport trim adds red-stitched details to the seats, steering wheel and transmission shifter. As well as a GR badge on the steering wheel, in case you forget what you have. A full-length glass roof in my car added to a very airy feeling for all passengers, those in the rear having more leg- and headroom than in the Yaris hatch. But the real plus from the longer body is for their luggage, with 38pc more capacity in its 397L. The car also had a double deck boot, allowing for a concealed under space or the option of carrying taller stuff.

All Yaris Cross models sold in Ireland are hybrid, with the same 1.5 3-pot petrol and electric motor system as in the hatchback. The E-CVT automatic transmission is the same too. Some people don't like how CVTs sound when pushing on, but they're efficient and I have no issue with them (full disclosure, made before, our family car is a Yaris hybrid hatch). Having the same engine does mean that the Yaris Cross is slower to 100km/h, and I also found that the 4.8L/100km I got is a little thirstier than the hatch. Still a frugal little beast, though. Anyone familiar with Toyota hybrids — which effectively means the vast bulk of the brand's buyers — will be comfortable with their seamless operation.

All Yaris Cross variants get the full range of Toyota's driver assist features, including active cruise control and lane assist — that latter can be turned off as required by a simple button on the steering wheel. The GR Sport gets a tighter suspension setting than its companion variants, but without any extra power, that's really a moot benefit. The car is best simply regarded as a reliable, smart looking small family carrier. In that, it pretty well does what it's supposed to do in an exemplary fashion. If I was required to find a significant fault with the Yaris Cross, I wouldn't be able to.

PRICE: From €30,640; Review car €38,360. WHAT I LIKED: Looks like it should, does what it should. 

Renault Arkana Hybrid review: Brian Byrne, Irish Car

Renault’s Arkana seemed something of a quare fish at the beginning, writes Brian Byrne. It appeared to me that it was filling a gap that didn’t exist. The style is a coupe hatch that stands a little higher than similar in its compact family car space. Didn’t they already have a Megane doing pretty well the same thing?

Renault may have felt similar concerns. So they termed it a crossover coupe when they finally brought it to Europe, after an earlier version in Russia and Korea. They were thinking ahead, though. Megane was going fully electric, but despite the hype towards an all-electric cars future Renault knew there was going to be a place for combustion and hybrids for some time to come.

We have had the Arkana in Ireland since autumn 2021, but a refresh last year gave me the excuse to recently take another look at the model, which represents four in ten of Renaults sold here. That it has taken over from the traditional Megane is clear in the fact that the E-Tech Electric Megane now only accounts for 6pc of Renault cars bought in Ireland.

My review car was the full hybrid Arkana, as opposed to the mild-hybrid entry option. What surprises me is that only one in ten of Arkana buyers last year went for this version, the rest plumping for the mild hybrid car. It probably surprises Renault Ireland too, they were expecting a 50:50 ratio when they launched the car here.

The refresh for the current car is mostly on the outside, with revised grille, and changes to the lights front and rear. As the style of the Arkana is already quite pleasing, these are slight enhancements. Inside, the design and instrumentation is tweaked equally slightly. My review car was in the top end esprit Alpine grade, which added blue and red details, larger wheels, and a bio-based suede seats covering. The overall fit and finish is of very high quality.

The infotainment screen dominates the dashboard area, but the information panels within it are neat rather than excessively large. They're also easy to navigate, with clear and colourful graphics. Equally important, the climate is managed by proper knobs, and a line of piano-style switches above them operate other key features, including the heated seats. Driving instruments were as clear as the centre screen. A neat touch, if driving in the UK, the speed limit warning sign automatically registers MPH with a smaller km/h equivalent showing above it. 

It's a roomy car, more so than you might expect with the coupe shape, and those in the back don't have any less headroom than in the front. There's plenty of width, and on one occasion I did have three adults in the rear without them complaining of feeling squashed. The lift back boot is capacious.

The drivetrain is a 1.6 petrol engine with a pair of electric motors and an automatic transmission system, which overall ensures that the car always starts in electric mode, and in urban driving it can operate in EV manner for up to 80pc of the time. Renault claim a 4.7L/100km economy, and while I didn't achieve that on a 3-day family event run across Wales into Shropshire and Hereford and some local driving, my overall 5.3L/100km was very respectable. Some 700km of travel, not including the Irish Ferries section, still left me with fuel in the tank when I got home. Just as important, the car's really excellent handling and comfort proved such that neither I nor my passenger were over-tired at the end.

This was one of those occasions when I had opportunity to truly put a car through all its paces, and the Arkana hybrid showed that it can take all the pressure with aplomb, aiding the driver in doing the same.

PRICE: From €32,590. WHAT I LIKED: Comfort and ease on a long run. 

Audi wins Dakar Rally 2024

Audi won the 2024 Dakar Rally with a specially-built car using electric drive, writes Brian Byrne.

The RS Q E-Tron was driven by Carlos Sainz Sr and Lucas Cruz, and brought Audi's first-ever Dakar victory in a race that this year travelled 7,883 kilometres across Saudi Arabia.

It was the fourth Dakar win for the driver duo, who also victorious in 2010, 2018, and 2020.

The RS Q E-Tron is a series plug-in hybrid, with a synthetic petrol engine charging a battery pack running a 383hp electric all-wheel-drive powertrain. Audi claims the synthetic fuel reduces carbon dioxide emissions by 60pc compared to conventional fuels.