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Could all of these Polestars just have been Volvos?

Could all of these Polestars just have been Volvos?

Polestar's EV-only business plan looked a smart idea at first... And so to the Volvo ES90 , the big electric saloon car from the famous maker of big sensible family saloons , estates and SUVs . By gum, it's a striking-looking thing, isn't it? There's lots of dynamism on show. In profile it looks not unlike a Polestar 2 , or wait, is that a 4 , or a 5 ? One of them that isn't an SUV. Not that any of them is really an SUV, but I'm sure one - is it the 3? - is at least a tall estate. Not quite an estate, but close. Oh, look, I don't know. What I do know is that the big new Volvo is electric , and also looks a bit like a car from that car maker nobody had heard of four years ago, but which I'm sure is related, somehow. Something to do with the Chinese? Anyway, loads are 80 grand and, give or take, five metres long and all sprint faster than a dachshund who's spotted a squirrel. Though I read in the news that nobody's really buying them except on grand-and-a-bit-per-month company car deals, and that there aren't enough of those to go around. It's a pickle, isn't it? Some car makers are lobbying European regulators to say that we've got the forecasts wrong on moving to full electrification by 2035, that modest sales of big electric cars shows this, and that the only winner if we don't think again will be the Chinese car industry. Then there are others who have bet so much on electrification that they're in an equally big muddle if the rules are relaxed. I don't know what Polestar says about it, but I think this is where it sits, as an all-new, all-electric brand confidently created knowing that everyone will be buying battery vehicles soon because they'll have to; and that designing them in Sweden, where it's stylish, but making them in China, where it's cheap, was a good idea. But was it? Because if Polestar does need to pivot a bit, how can it? To a greater or lesser extent, Volkswagen (ID), Mercedes-Benz (EQ) and others have gone down this route, creating sort-of stand-alone electric brands in the hope that customers will jump aboard. The usual lesson, I fear, applies here: customers often don't care about brands. They don't give them a second thought and have no idea what an ID or an EQ is, and they'd only have half an inclination to find out even if it wasn't for parents' evening tonight, the gas bill coming through, whether it was Saturday or Sunday we were going to visit Barry and why has the dishwasher stopped working? In this context, a Volkswagen IDwhatnow? But where in VW's and Mercedes' cases the new branding hasn't really caught on, it's relatively easy to undo: Volkswagen can just call the ID 2 a Polo instead and still has combusted Golfs to sell, and those are names we've known since we were children. So for car makers with sub-brands whose ICE/part-ICE cars will lift heavier for longer than expected, it's inconvenient. But if one's whole shtick is being a new electric brand - which has necessitated new design and engineering teams, factories, distribution networks, marketing and advertising departments and a host of other back-end teams separate from the mothership - what happens if a rejig is needed? I'm reminded of when BMW introduced the 5 Series GT at around the same time (I think) as the X1. Dealers had no idea what to do with the obscure 5GT concept, because customers didn't ask for it and there wasn't much reason to nudge them in that direction. But it didn't really matter because other customers came in and knew precisely what an X1 was, which took up the slack. But here, instead of one strong brand selling a car in every niche, with even the most vacant of customers knowing precisely what a Volvo was (it has spent its entire history building a comfortingly familiar name, after all), there are two confused and slightly gappy ranges, one of which nobody knew about and which doesn't have the prop of sensible, affordable family cars to take up the slack if things go less than splendidly. The tl;dr of it all is, I suppose, could all of these Polestars just have been Volvos?

Most powerful VW Golf GTI yet is also the most expensive, at £48k

Most powerful VW Golf GTI yet is also the most expensive, at £48k

Most powerful Golf GTI yet marks model's golden jubilee – and becomes fastest VW at the Nürburgring The new Volkswagen Golf GTI Edition 50 will cost £47,995 in the UK, making it the most expensive iteration of the brand's stalwart hot hatch yet – and costlier than the four-wheel-drive Golf R . It is the most powerful and “the most dynamically adept” in the model’s 50-year history. The special hot hatch was unveiled last year as part of the golden jubilee celebrations for the GTI badge, first introduced in 1975. It builds on the existing Mk8.5 car but uses a more powerful iteration of VW’s turbocharged 2.0-litre four-cylinder EA888 petrol engine, which now delivers 321bhp and 310lb ft. That represents a 60bhp and 37lb ft hike over the standard Golf GTI and a 25bhp and 15lb ft increase over the more track-focused GTI Clubsport . While the four-wheel-drive Golf R 20 Years retains a small power advantage, at 328bhp, the special GTI matches that car’s torque output. The extra reserves help the Edition 50 improve on the GTI Clubsport’s straight-line performance, with 0-62mph taking 5.5sec (down 0.1sec) and 0-124mph in 16.9sec (down 0.4sec). This brings it closer to rivals such as the Honda Civic Type R (0-62mph in 5.4sec). Top speed is again limited to 168mph. However, engineers behind the project insist the focus wasn’t on raw output. “It is also the most capable on the track,” said chassis development boss Lars Frömmig. “Performance is about much more than just power.” The foundation for the Edition 50’s chassis revisions is a reworked version of the GTI’s standard MacPherson-strut front and multi-link rear suspension, which is now 20mm lower than the GTI and 5mm lower than the GTI Clubsport. Key changes include revised spring and damper rates and significantly increased negative front camber, which is now around −2.0deg. This is achieved through stiffer upper suspension mounts, modified wheel carriers and uprated bushings in the lower control arms. At the rear, the Edition 50 reintroduces a twin-attachment track rod – reminiscent of the Mk7 GTI – and new wheel carrier geometry for greater lateral stiffness and toe stability under load, particularly in fast direction changes. VW has also recalibrated the electromechanical steering, DCC (Dynamic Chassis Control) and VDM (Vehicle Dynamics Manager) to suit the Edition 50’s more aggressive hardware set-up. Complementing the chassis upgrades are 235/35 R19 Bridgestone Potenza Race semislick tyres, developed specifically for this car. They are 1.2kg lighter per tyre than previous-generation Potenza Races and paired with 19in forged aluminium Warmenau wheels. The tyre and wheel combination alone is said to reduce unsprung mass by more than 2kg per corner compared with the Clubsport’s cast wheels and standard rubber – a key factor in improving steering response, says Frömmig. A further 11kg can be shed with the optional Akrapovic titanium exhaust system. Beyond weight, the semi-slicks improve grip in both dry and wet conditions and increase sidewall stiffness for better support under load – all aimed at greater lap-time consistency and real-world drivability. According to Frömmig, the Edition 50 turns in more decisively and offers significantly greater body control than the existing GTI variants. He said: “There’s less roll and a more progressive build-up of lateral force. We’re absolutely serious about performance in this car.” The Edition 50 has already made its mark with a 7min 46.13sec lap of the Nürburgring Nordschleife – the fastest time recorded by any production VW, including the four-wheel-drive Golf R 20 Years. It retains the same exterior styling as the GTI Clubsport but with subtle giveaways such as black graphics on the lower parts of the doors, red wheels, ‘50’ stickers on the roof spoiler and black tailpipes.

Used Nissan X-Trail 2014-2021 review

Used Nissan X-Trail 2014-2021 review

X-Trail is a remarkably cheap way to get seven seats The third-generation Nissan X-Trail presented a challenging design brief. Not only did this family SUV need to fill the void left by the defunct seven-seat Qashqai+2, it also needed to appeal to buyers looking to ditch their MPV. What followed was a sleek, Qashqai-inspired soft-roader that could cater to families, however big or small. In 2014 you would have paid close to £30,000, now just over a tenth of the price - impressive value for a seven-seat SUV that offers the same space, versatility and ease of use as any modern family hauler. Indeed, the swish exterior reinvention meant the same treatment had to be applied to the cabin, which has a generally pleasant, pragmatic ambience.The unusual quirks of its predecessors, such as the centrally mounted instruments and funky upholstery, were gone, with the new X-Trail adopting a sensible and robust approach. Sure, it's a bit austere, but the panoramic roof that's fitted to many advertised examples adds a touch of allure and the fixtures and fittings are all toddler-proof. Rear space is good enough for adults, even if head room is a little stingy, and you can slide and recline the second row to increase leg room or maximise boot space.The third row is only suitable for kids, and while you can snag a tidy seven-seat X-Trail with around 60k miles for about £9000, an equivalent five-seater will cost £2000-£2500 less. Forgo the extra seats and you also gain underfloor storage, although the 550-litre boot can swallow a generous helping of luggage. For trips to the supermarket and everyday commuting, the 1.6-litre petrol engine that makes 160bhp and 177lb ft of torque delivers solid real-world pace and should achieve 40-45mpg. The 1.6-litre diesel is more frugal and will easily average 50mpg, but with just 128bhp and a 0-60mph time of over 11sec, it lacks punch. If an oil-burner is your favoured choice, the 2.0-litre diesel that was launched as part of a facelift in 2017 offers greater flexibility and strong fuel efficiency. It's not the most refined engine, but it will do around 45mpg, and if you find a manual example with four-wheel drive, it can tow up to 2000kg - and handle a bit of light off-roading. You'll need closer to £12,000 if you want a manual, 4x4 example with around 60k miles on the clock, and it's only really worth the extra cash if you're doing a lot of towing. You'll pay around £3000-£4000 less for a front-wheel-drive petrol model with similar miles under its wheels. Nissan added a 158bhp 1.3-litre turbo petrol engine to the line-up in 2019. It's a solid daily driver, and the dual-clutch 'box is far more refined than the CVT fitted to older models. A 148bhp 1.7-litre diesel arrived a year later, but it's gruff and not as punchy as the older 2.0-litre. The laid-back engine line-up says much about how the X-Trail rides and handles. It's an undemanding car to drive that deals with UK roads well- just don't expect boatloads of engagement or feel. It doesn't roll excessively through corners and there's consistent grip and good weight to the steering. The ride is comfortable in most settings, although it could be a little quieter and better isolated around town. You'll struggle to find a better-looking SUV that's as comfortable, spacious and practical for as little as £3500.

Dacia Spring to remain on sale alongside Twingo-based city EV

Dacia Spring to remain on sale alongside Twingo-based city EV

Forthcoming £15k EV will take inspiration from Dacia's chunky 4x4s, differentiating it from Spring Dacia will continue to sell the Spring alongside its upcoming Renault Twingo-based EV , making it the only firm to offer a choice of two electric city cars at once. The company's new entry EV is due to be revealed in the coming months ahead of a public debut at the Paris motor show in September. It will go on sale by the end of the year at less than €18,000 (£15,000). Heavily based on the Twingo but with its own bespoke styling and a lower price point – mirroring the relationship between the Clio and Sandero – the new model is pitched as the successor to the Spring, but now bosses have confirmed that both cars will be offered simultaneously. Dacia product boss Patrice Lévy-Bencheton explained that the two cars can co-exist because while they are both A-segment EVs, "they are still quite different - you will see when we reveal the car: size, shape, etc". The newer car will be slightly larger, matching the Twingo at around 3.8m long and 1.7m wide, and previews show that it will be a radical departure in terms of styling, taking heavy influence from Dacia's chunky, 4x4-inspired SUVs. It will also be slightly more expensive, with the targeted £15,000 start price representing a £3000 premium over the cheapest version of the current Spring - but nonetheless the two models will occupy the same segment and have a similar remit. Lévy-Bencheton suggested the two models will co-exist for around a year, with the Spring being phased out in different markets "depending on the situation" with regard to local incentives and demand. "The two offers make sense and will stay on the market, and this is then the job of the sales team to position them," he said. Frank Marotte, Dacia's sales and marketing boss, added that the two cars will be offered "at different prices with different designs - and we'll figure out what the customer will buy". The Spring is derived from the Renault City K-ZE that has been on sale in various global markets since 2019 and is imported to Europe from a factory in China with only light adaptation for European customers - whereas Dacia's new entry EV has been designed in Europe specifically for the local market. It will also be built in Europe (likely alongside the Twingo in Slovakia), meaning that it avoids the heavy import penalties imposed on Chinese EVs – including the Spring – by the EU, boosting profitability. Introducing another A-segment EV when it already has one on sale is an unusual move - and especially so because the Spring has just been heavily refreshed for 2026 in a bid to boost its competitiveness as it enters its seventh year in production. Power for the two available powertrains has been significantly increased (with the more potent car now producing 101bhp), the maximum charging speed has been raised and the suspension has been tweaked for improved handling - addressing several key criticisms from European consumers. The updates come just months before the Spring's de facto replacement arrives, but while Marotte admitted that "it might look a bit strange, so late in the life cycle, to keep updating the product", it is important to keep the car fresh to protect its position in the market and commercial appeal. He added: "We have upgraded the Spring because, in the BEV world, if you want to sustain your residual values, you need to upgrade your product, whichever it is. We strongly believe that that's a need – otherwise you can clearly see, from some competitors, that your residual values will decrease because your technology is not updated any more. "We want to keep constantly updating the product and make it up to date in terms of technology."