BMX X-5 xDrive40 plug-in hybrid revealed

Plug-in version of BMW’s popular X5 will go on sale this year, capable of 83mpg and 77g/km of CO2.

The new BMW x-5xDrive40e plug-in hybrid SUV has been revealed ahead of its launch later this year. Previously seen as the Concept X5 eDrive – this production ready version isBMW's first core plug-in model, following unprecedented success of the i3 and i8 from the ‘i’ sub brand.

Featuring a four-cylinder 242bhp turbocharged 2.0-litre petrol engine mated to a 111bhp electric motor, the xDrive40e offers a combined output of 309bhp with 350Nm of torque. All cars get an eight-speed automatic transmission, and can run for up to 19 miles on electric power alone.

The X5 40e will do 0-62mph in 6.8 seconds, hit 130mph flat out and return up to 85.6mpg. Carbon dioxide emissions are low, too, though a figure of 78g/km means it misses out on London Congestion Charge exemption by just two grammes.

All cars offer permanent four-wheel drive – even in electric-only mode – as well as dynamic damper control and self-levelling rear air suspension. 

Drivers get a choice of three driving modes – Comfort, Sport and EcoPro – as well as different settings for the hybrid drivetrain to maximise efficiency. In fact, the car can work in conjunction with the sat-nav to suggest the most economical route given journey profile, traffic situation and drive mode. BMW says this maximises the “distance driven purely on electric power with zero local emissions.”

This is helped by the standard eDrive button, which lets the driver modify the powertrain – choosing between Auto eDrive, Max eDrive and Save.

The auto mode uses both the engine and the battery to provide maximum response as and when the driver requires it, while Max eDrive is an all-electric driving mode and can operate up to speeds of 75mph. The third mode – Save Battery – uses the petrol engine to build up charge, just like you would in a Mitsubishi Outlander PHEV.

The X5 xDrive40e can be charged from a standard domestic power socket, public charging point, or specially installed BMW i Wallbox.

In terms of styling, the plug-in SUV looks much like any other X5. Apart from the charge port just behind the nearside front wheel arch, there’s little to tell this car apart from its conventionally-powered petrol or diesel siblings. That said, there’s some subtle eDrive badging and more aerodynamic wheels – similar to those found on the BMW ActiveHybrid5.

Inside, the dash is lifted from a standard X5, albeit with hybrid-specific dials. That means all the usual leather and high quality metals. Depending on the selected driving mode, information on the vehicle’s range, fuel consumption and electric charge can all be shown in the instrument cluster.

While the X5 is still a big car, the large transformer mounted beneath the boot floor affects practicality, meaning space behind the rear seats is reduced from 650 litres to 500 litres. With the seats folded you’ll find 1,720 litres, which again is slightly down on the 1,870 litre standard X5. That said, the standard charging cable can be stored in a compartment under the boot floor. 

Prices and exact specs will be announced closer to the car’s launch in the autumn, but we expect it to be priced at around £55,000, a little down on the Porsche Cayenne S Hybrid, which starts from just over £61,000.

New BMW 2 Series Convertible 2015

An enticing mix of performance and efficiency means the 220d is arguably the BMW 2 Series Convertible to go for in the real world. The engine is urgent and smooth, and the grippy chassis delivers fine handling. It’s also comfortable and refined, particularly with the roof up. On top of all this, it looks fantastic – if you’re after style, substance and low running costs, the 220d drop-top fits the bill. 

If you wanted a compact cabriolet in the past, finding one that boasted style, substance and low running costs wasn’t an easy job. However, with the new BMW 2 Series Convertible in 220d diesel form and rivals like the Audi TT Ultra Roadster, the idea of a soft-top diesel sports car isn’t quite so far fetched as it once was.

Style is still all-important in the junior convertible sector, and by taking the roof off its 2 Series Coupe BMW has added a dash of extra design flair – but it’s also worked hard to improve refinement.

The new car gets a triple-layer hood that BMW says makes it four decibels quieter than the old 1 Series Convertible. The changes have worked wonders, as on the motorway the new cabriolet is an extremely relaxed cruiser. Wind noise and tyre roar are kept to a minimum, and best of all, its fully electric party-piece soft-top roof takes 19 seconds to raise or lower on the move at up to 31mph.

With it down, buffeting is well controlled and there’s not much clatter with it up – although you will know it’s a diesel from the outside. However, the trade-off is solid performance. It’s easily accessible, as with 187bhp and 400Nm of torque available low-down from 1,750rpm, the 2.0-litre four-cylinder turbodiesel unit punches the 220d out of corners and through the gears.

A wide-spread power band and the nicely weighted six-speed manual gearbox encourage you to rev the engine out, and if you do BMW claims 0-62mph in 7.5 seconds and a top speed of 140mph.
You can have your cake and eat it too, as on paper the 220d returns up to 60.1mpg and emits 124g/km CO2. This still isn’t quite as good as the TT Ultra Roadster, which offers 65.6mpg and 114g/km – but sports cars aren’t all about the numbers.

BMW’s traditional rear-drive layout proves this and gives the 2 Series Convertible’s chassis a nicely balanced feel, with accurate steering and lots of grip to lean on.

Opt for the £625 adaptive M Sport suspension fitted to our test car and you can also firm up the dampers. Sport mode is just about acceptable for gnarled UK roads, but big bumps do make the open-top 2 Series shimmy and shake slightly, so it’s best to leave it in Comfort for a softer, more composed ride.

One issue we do have centres on the two small rear seats. You won’t be able to fit adults back there, but at least they add extra space and, with the 335-litre boot, give the 220d a useful amount of practicality.

Standard equipment on BMW’s small convertible is fair, with all cars getting a 6.5-inch multimedia screen and iDrive (upgradable to a larger 8.8-inch unit), as well as Bluetooth, DAB radio, automatic air-conditioning, twin tailpipes and 17-inch alloy wheels.

It’s the 220d’s combination of performance and efficiency that means it’s arguably the 2 Series Convertible to go for in the real world. The engine is urgent and smooth, and the grippy chassis delivers delicious handling. On top of all this, it looks great – if you’re after style, substance and low running costs, it fits the bill.

Key specs

• Price: £29,965
• Engine: 2.0-litre 4cyl turbodiesel
• Power: 187bhp
• Transmission: Six-speed manual, rear-wheel drive 
• 0-62/top speed: 7.5 secs/140mph
• Economy/CO2: 60.1mpg/124g/km
• On sale: Now

Range Rover Sport

The latest Range Rover Sport is more luxurious, more efficient and better to drive than ever before.

The latest Range Rover Sport fits between the compact Range Rover Evoque SUV, and Land Rover’s full-blown Range Rover flagship. Designed to combine the British brand’s trademark comfort, luxury and off-road ability with a racier, more involving driving experience, the Range Rover Sport is a direct rival for the Porsche Cayenne, BMW X5 and Mercedes M-Class.

The Range Rover Sport also has a neat trick up its sleeve in the form of an optional seven-seat layout. The third row of seats unfolds from the boot floor and helps give the upmarket off-roader genuine MPV versatility. This practicality doesn’t come at the expense of comfort and luxury, though, because the Sport’s interior feels every bit as upmarket and cosseting as the flagship Range Rover’s

In an effort to make the new Range Rover Sport feel more agile, Land Rover has ditched the old car’s hefty steel chassis in favour a lightweight steel monocoque. In combination with new active anti-roll bar technology and adaptive dampers it helps provide the latest Range Rover Sport with surprisingly nimble handling.

Yet none of this on road composure comes at the expense of the Range Rover Sport’s legendary off-road prowess. Not only does the Sport get Land Rover’s Terrain Response, which automatically adjusts the traction control, gearbox and throttle for maximum traction, it also gets standard air suspension. This addition allows you to raise the ride height to clear large obstacles, with the additional benefit of a pillow soft ride on the road.

The Range Rover Sport’s weight reduction also helps boost, despite using the same line-up of engines and the old car. Buyers choose from two versions of the 3.0-litre V6 diesel engine, a 4.4-litre V8 diesel and a pair of 5.0-litre supercharged V8 petrol units. And that’s not all, because there’s also a frugal petrol/electric hybrid version of the 3.0-litre V6 diesel.

The entry-level Range Rover Sport TDV6 diesel returns combined cycle economy of 38.7mpg with 194g/km of CO2 and the range topping 5.0 Supercharged V8 Autobiography and SVR models give poor 22.1mpg fuel returns and 298g/km CO2 emissions.

There’s also a diesel/electric hybrid version of the Ranger Rover Sport, which emits 169g/km and 44.1mpg – although at £82,650 it isn’t cheap.
There are just four trim levels to choose from – HSE, HSE Premium and the racy SVR. All models come loaded with standard kit, including leather seat trim, climate control and sat-nav.

Range Rover has a distinct design language that has evolved over the past 45 years. Originally it was an upmarket alternative to the utilitarian Land Rover, and this emphasis on form over function has seen it become one of the world’s leading luxury brands.

The Range Rover Sport takes cues from the compact Evoque and scales them up to the Range Rover’s dimensions. That means you get an imposing front end, with distinctive daytime running lights, and the familiar Range Rover script on the edge of the bonnet.

Further back, the slab sides are similar to the full-size model’s, and it’s easy to confuse the two unless they’re parked side-by-side. At the back, the roof is lower than the Range Rover’s, while the pinched rear end and high-set tail-lights are now a familiar design flourish.

You can add a £1,300 Stealth Pack, too, which adds black alloys, roof and trim. It won't be to al ltastes, but there are plenty of exterior options, such as 13 wheel designs and 17 colour choices.
Inside, the move up to Range Rover running gear means there’s more space and greater luxury. Leather is standard, but again you can upgrade to nine other options, while the dash inserts and headlining can also be personalised. The cabin has the quality feel of its larger sibling, and from behind the wheel, you could easily be forgiven for thinking that you’re driving the larger car.

The dash is the same, adding touches of hi-tech design. It’s a configurable widescreen digital display that shows useful driving data, navigation instructions and entertainment information. On that subject, the multimedia system and climate controls are also borrowed from the larger car, and while on the whole that’s no bad thing, the new nav system on the Land Rover Discovery Sport makes the set-up here look dated. It’s still functional, though.



Given its two-tonne kerb weight, you'd expect the Range Rover Sport to feel cumbersome and heavy through a series of corners. However, thanks to the extensive use of aluminium in its construction, the Range Rover Sport is still lighter than its closest rivals, and it helps give the British machine surprising agility.

There’s a choice of two diesel engines and one petrol unit, but we'd take the entry-level 3.0-litre SDV6 diesel. With 288bhp it’s got more than enough performance for every day use, allowing the Range Rover Sport to complete the 0-60mph in 6.8 seconds.

Buyers with very deep pockets can choose one of the supercharged 5.0-litre V8 petrol models. In standard tune it produces a healthy 503bhp and a muscular 625Nm of torque, resulting in a rapid 0-60mph sprint of 5.0 seconds. The recently revealed SVR boasts an even more powerful 542bhp version of the same engine, which helps slash 0.5 seconds off the 0-60mph benchmark.

All versions of the Range Rover Sport are fitted with a Terrain Response system that allows the driver to switch the car's handling dynamics, depending on the road surface. In Dynamic mode - while the steering is still light - there's next to no body roll and lots of grip.

On the normal setting, body-roll is more than acceptable and its air suspension easily handles bumps and ruts with aplomb. The Range Rover Sport is more stable than an X5, and does a better job than the BMW of keeping you on your planned course in a bend.

Where the Range Rover Sport really excels over its rivals, though, is in the rough stuff. The Terrain Response system alters the car's suspension, gear, ride height and throttle response, according to the mode selection. There are settings for mud, gravel, snow, rocks or sand and the Range Rover Sport is absolutely outstanding across all of them.

The Terrain Response system raises the car's height by 65mm to 278mm, which gives it greater ground clearance. A raft of displays also show you exactly what's going on when you take the Range Rover Sport off-road.

Land Rover also offers the Range Rover Sport a whole lot of off-roading options such as a surround-view camera system and Wading Depth indicator, which give even greater confidence when taking it off road.

On previous models, Land Rover didn't have the best reputation for reliability, but the latest Freelander, Discovery and Range Rover models are going some way to rectifying that. The newest incarnation of the Range Rover Sport shares some of its running gear and electronic systems with the bigger Range Rover, and Land Rover's rationale behind this, is by sharing technology across the range, technology will improve.

As the Range Rover Sport was launched for the 2014 model year, it's still too early to comment as to whether the decision of tech sharing has worked. Apart from the odd electrical problem, it appears that the latest models from Land Rover are reliable.

The newest Range Rover Sport hasn't yet been crash tested by Euro NCAP. However, being based on the standard Range Rover which scored five-stars, it is expected that it will perform equally well as it also comes with the same safety systems which include Xenon lights, advanced stability control, roll control and eight airbags.

As it's based on the massive original Range Rover, it should come as no surprise that the new Range Rover Sport is an extremely practical car. However, while its standard boot size is 784-litres - miles ahead of that found in the BMW X5 - with the rear seats folded flat, the Range Rover Sport falls 109 litres behind its german rival (1,761-litres to 1,652-litres).

Like the Land Rover Discovery, a third set of row of seats is available on the Range Rover Sport as a £1,600 option but they are tough to access and rather cramped. The air-suspension can be lowered by 50mm to improve access and a flat floor in the back means all three passengers will get plenty of foot space.

However, the two sculpted outer seats found on the third rear bench will leave the central rear passenger feeling perched above the other occupants.

Whichever way you look at it, the Range Rover Sport is a big, powerful four-wheel drive car that will cost a lot of money to run. However, thanks to the aluminium chassis, Land Rover has slimmed the Range Rover Sport down and the SDV6 diesel returns a combined economy of 37.7mpg and CO2 emissions of 199g/km.

A Mercedes ML350 or Porsche Cayenne Diesel is also cheaper to buy than the Range Rover Sport, and company car tax bills are lower. The TDV6 diesel which arrived in early 2014 returns a slightly better combined economy of 38.7mpg and CO2 emissions of 194g/km.

An electric-diesel hybrid version of the Range Rover Sport arrived at the end of 2013 and is the most economical car in the line-up thanks to its 169g/km of CO2 emissions and combined cycle of 44.1mpg. Yet its only available in range-topping Autobiography guise, and it features an eye-watering £82,650 price tag. That make it around £6,000 more than an identically equipped SDV6 model – meaning you’ll have to do a lot of miles in the Hybrid to offset its hefty price premium.

The price of a Range Rover Sport is around £51,000, which makes it almost £20,000 cheaper than the standard Range Rover. Like its bigger, more expensive brother, the Range Rover Sport is expected to hold on to its value well. As you’d expect, there are plenty of options to choose from, but the Sport is so well-equipped as standard that you’re unlikely to want to add extra kit.

BMW X3

The BMW X3 is an extremely capable SUV with a roomy interior, efficient engines and a great driving experience.

 

The BMW X3 has never faced tougher opposition. Prior to the facelift it was the unquestionable class leader but the arrival of the Porsche Macan has put question marks around its right to the throne. Rivals now include the Lexus NX, Range Rover Evoque and Audi Q5.

Changes to the X3 the mid-life refresh brought were minimal. Yet, there was never anything wrong with it in the first place. Main changes include new headlights, subtly tweaked bumpers and more efficient engines.

There are plenty of engines on offer, so long as you want a diesel. BMW doesn't offer the X3 with any petrol powerplants, but the refined four and six-cylinder diesels are all available in a range of power outputs ranging from 148bhp to 309bhp.

To maximize efficiency every X3 comes with stop/start technology, which is fitted as part of the EfficientDynamics pack. If efficiency rather than off-road ability is your priority then BMW now offers a rear-wheel drive X3 in the shape of the sDrive 18d, capable of returning economy and emissions of 55.4mpg and 133g/km. Each X3 is also available in xLine, SE and M Sport trim.

Whichever X3 you opt for, though, you'll be in one of the most accomplished SUVs on the market. It's great to drive, can accommodate the whole family and is one of the most desirable 4x4s in the segment. It may not be as glamorous as the Range Rover Evoque, but it’s a very talented all-round performer. 

Practicality is also a strong point with 550 litres of boot space available – that’s more than both the Porsche Macan and Audi Q5. Fold the rear seats flat and space increases to 1,600 litres. 

Our choice: X3 xDrive 20d SE

The X3 may not be the most exciting car to look at, but it's instantly recognisable as a BMW thanks to the trademark kidney grille and twin circular headlights. It has the kind of chunky, rugged styling that SUV buyers expect from a car like this with features like roof rails, wide wheelarches and black plastic body cladding.

Reshaped bumpers and additions such as LED indicators housed in the wing mirrors contributed to the classy 2014 update, while M Sport models received a sporty bodykit for those looking for a bit more exterior clout.

Popular M Sport models get an extra lift courtesy of its racy bodykit, gloss black trim inserts and 18-inch alloy wheels. Also included are a smattering of ‘M’ logos and an eye-catching chrome treatment for the exhaust. However, you’ll have to upgrade to the £610 xenon headlamps if you want BMW’s LED daytime running lights.

The cabin is just as low key as its exterior, but what the X3 lacks in daring design it makes up for with a thoughtful layout and a first-rate finish. Like other models in the German brand’s line-up, it benefits from a slickly styled, wraparound dashboard design and plenty of top-notch materials. All the plastics are soft touch, switchgear operates precisely and the fixtures and fittings feel engineered to last.

Flagship M Sport models come with all the essential kit, such as climate control, heated seats, a DAB radio and parking sensors, while leather-trimmed sports seats and a chunky M Sport steering wheel are desirable additions. Also included is BMW’s excellent iDrive set-up, which is simple to use when on the move. 

The X3 handles brilliantly for any car, let alone a high-riding off-roader. It has the kind of agility and poise that puts some saloons to shame. It can be specced with BMW's xDrive four-wheel-drive system - standard on high-spec models - or sDrive rear-wheel drive for the 18d model only. Models fitted with xDrive offer impressive grip and traction both on and off road, while sDrive cars still offer a fun drive with better economy. Stay on the tarmac, and the rear-wheel drive model has plenty of grip for everyday driving.

The X3 is only available with diesel engines, but there's sure to be one for every buyer. The X3 sDrive 18d has a 2.0-litre four-cylinder engine that sends 148bhp to the rear wheels – it's ideal for buyers who want the versatility of an SUV, but also the lower running costs of a smaller car. The engine can feel a bit strained at the top end, but don't thrash it and there's plenty of torque for cruising around.

Off-road ability is more limited in this model, though. This diesel is also available in a four-wheel-drive X3, the xDrive 20d, where it delivers a respectable 188bhp and 400Nm of torque.

Both 2.0-litre models are the latest iterations of BMW's four-pot diesel engine. Coupled with manual or eight-speed automatic gearboxes, refinement has improved significantly over the pre-facelift model.

For a blend of performance and refinement, go for one of the 3.0-litre six-cylinder models. Buyers can choose from a 258bhp xDrive 30d or a 313bhp xDrive 35d, both fitted as standard with the superb eight-speed automatic box. The latter will sprint to 62mph in just 5.8 seconds, too. 

As you’d expect from a BMW, the X3 also feels agile and involving in corners. The steering is direct and well weighted, while there’s plenty of grip and body movement is superbly controlled. All versions come with BMW’s Drive Performance Control, which alters the car’s throttle response and steering weight to suit your mood and road conditions.

BMW has forged a strong reputation for building robust and reliable cars, so it’s no surprise the pre-facelift X3 finished an excellent 12th overall in our Driver Power 2014 satisfaction survey. 
And while the latest model has benefited from some visual and mechanical tweaks, the overall design is fundamentally unchanged, so you can expect a trouble-free ownership experience. However, if there are any issues, bear in mind that BMW’s dealer network was ranked in a disappointing 22nd place.

There will be few complaints about the X3’s safety credentials, with Euro NCAP awarding the SUV five stars in 2011. As you’d expect, there are plenty of airbags as standard, as well as stability control and tyre pressure monitoring, while options include a £550 surround-view camera, £250 speed limit warning and an £895 head-up display. Adaptive cruise control, lane keep assist and blind-spot monitoring are part of the £1,400 Driving Assistant Plus pack. 

The BMW X3 is a very practical car, especially compared to rivals such as the Range Rover Evoque. Its dimensions are longer and taller, with much more interior space as a result. In the rear, three adults will fit in relative comfort, although a tall transmission tunnel means you wouldn't want to stay in the middle seat for too long.

With the rear seats in place, boot size is a useful 550 litres, but a 1,600-litre load space when the seats are folded can't match the Land Rover Discovery Sport which has a 98-litre advantage over the X3.

Despite this, a useful 40:20:40 split rear seat arrangement is available as an option on the X3, meaning awkward items can be carried with relative ease. It's also a great choice for caravan owners, too. Higher-powered xDrive models offer a towing capacity of up to 2,400kg.

BMW has fitted the X3 with its EfficientDynamics fuel-saving technology, including stop-start and brake regeneration, so even the high-powered six-cylinder models are surprisingly efficient.
The top-spec 313bhp 3.0-litre xDrive promises fuel consumption of 47.1mpg and emits just 157g/km of CO2, so annual road tax bills won’t be too high.

Owners will pay the price elsewhere, though – this model sits in insurance group 43. That compares to group 26 for a rear-wheel-drive X3 sDrive 18d, which delivers 55.4mpg and 133g/km if you specify an automatic gearbox.

The X3 xDrive 20d (expected to account for around 80 per cent of UK sales) returns 54.3mpg and 138g/km when pared with an auto 'box -6.4mpg and 16g/km better than the 175bhp Audi Q5 2.0 TDI quattro SE. 

Service intervals are variable across the range, so the car will tell you when it needs some attention from a dealer. And while replacement parts come at the high price you expect from a premium manufacturer, BMW offers some competitive pre-paid servicing packages to take the sting out of ownership costs. 

Hyundai Santa Fe

The third generation Hyundai Santa Fe SUV is a spacious and upmarket family car that rivals models such as the Land Rover Discovery Sport, Honda CR-V and Mazda CX-5. What’s more, the option of five or seven-seat layouts gives it a practical advantage.

There’s one drivetrain offered across the Hyundai Santa Fe range, in the shape of a 194bhp 2.2 CRDi diesel mated to a four-wheel-drive transmission, so the only option you need to choose is whether to go for a manual or automatic gearbox.

Another factor worth taking into account is the pricing of the Hyundai Santa Fe. With a starting price nudging £28,000, it's edging close to premium SUV pricing. This is a problem for the Hyundai Santa Fe, as it still can't match the Germans for cabin quality or badge appeal.

On the plus side, the Santa Fe’s cabin is roomy, and Hyundai includes an excellent five-year warranty. There’s also a five-star safety rating from Euro NCAP for added peace of mind.
Overall, the Santa Fe is a solid all-round big family car. That's why it won the award for Auto Express' Best Large SUV of 2014 and still features on our best 4x4s to buy list.

Our choice: Santa Fe 2.2 CRDi Premium 7 Seat

Hyundai has made great strides in terms of design, and the Santa Fe was one of the first models to be given a sharp new look. The large chrome grille is the main talking point, while the headlights wrap around the front end. The nose is large and imposing with an Audi-esque grille, while there are plenty of SUV touches elsewhere.

The body looks sleek, and its hefty size makes it an SUV with presence. It's certainly better looking than its sister car, the Kia Sorento, and isn't as dull on the eye as the Honda CR-V.
All three trim-levels of the Hyundai Santa Fe come well-specced. Entry-level and mid-range Style and Premium models come with 18-inch alloys, while the Premium and range-topping Premium SE cars have 19-inch alloys and a touchscreen sat-nav system.

Inside, the Hyundai has the trappings of an upmarket model, with touchscreen sat-nav, plenty of leather trim and silver accents on the dash, but the overall finish can't quite match up to the quality of more upmarket rivals.  

While the Hyundai has four-wheel drive, the part-time system means it drives like a front-drive car in most circumstances, and you’ll only feel the dynamic benefits when grip is low.

The six-speed auto looks archaic alongside the eight and nine-speed autos in some rivals, but given that the 2.2 CRDi diesel delivers 194bhp and 436Nm of torque, the Hyundai proves you don’t need lots of gears to deliver good performance.

Spec it with the six-speed manual, and the Santa Fe will sprint from 0-60mph in a sprightly 9.8 seconds.

At low speeds, the suspension smooths out rough surfaces well, yet go faster and it thumps into big bumps, sending shudders through the cabin. Undulating roads will see the Hyundai pitching and wallowing like a boat, and the soft suspension results in lots of body roll in corners. 

It’s not helped by the steering, which is rather vague. The Santa Fe features Hyundai’s Flex Steer system, which allows the driver to vary the assistance, although in normal driving, the differences between the three settings are barely perceptible. Overall, the car is vice-free, but a little underwhelming.

There’s a good range of seat and wheel adjustment to help you get comfortable in the Santa Fe, but you’re aware of the car’s size. While you sit high, the view ahead is spoiled by the chunky A-pillars, which cause nasty blind spots. 

The Hyundai Santa Fe was awarded the maximum five-star rating in the Euro NCAP crash safety tests in 2012. It scored an impressive 96 per cent score for adult protection and as standard, it comes with seven airbags, a strengthened body shell and electronic stability control (ESP).

What's more, Hyundai includes a five-year unlimited mileage warranty meaning buyers can be assured of peace of mind. The interior feels well screwed together and all of the mechanicals were proven in the previous generation Santa Fe.

In our 2014 Driver Power customer satisfaction survey, the latest Hyundai Santa Fe didn't feature. In terms of manufacturers, Hyundai ranked 18th out of 33. 

Given its size, it shouldn't come as a surprise that the Hyundai Santa Fe is supremely practical.

There's 585-litres of boot space with the seats in place of the five-seat model, and when they are folded, this extends to 1,680-litres. If ferrying a brood of people is high on your agenda, a third row of seats is also available. It is, however, worth noting that these are difficult to access. Boot capacities with the seats up and folded are slightly reduced on the five-seat model, at 516-litres and 1,615-litres respectively. 

The 60:40 split-fold middle seats in the Hyundai Santa Fe slide back and forth for easier access. They can also be folded down by the simple pull of a handle. Leg and headroom is impressive, while large storage cubbies in the doors and centre console offer ample space for your odds and ends. The rearmost windows are quite small, though, so those sitting in the third row of seats might feel a little claustrophobic. 

If caravans are also your thing, the Hyundai Santa Fe is an unparalleled choice as a tow car. It can pull 750kg unbraked or 2,500kg braked. Buyers can even specify a special Trailer Stability Assist system that improves towing safety by limiting torque and braking individual wheels when necessary.

The Hyundai Santa isn't too bad when it comes to running costs. Despite its powerful 194bhp 2.2-litre CRDi engine, it emits either 155, 159 or 178g/km of CO2 depending on the drivetrain and/or trim level.

With the six-speed manual gearbox and front-wheel-drive, the Hyundai Santa Fe manages 47.9mpg and emits 155. When the six-speed manual gearbox is combined with four-wheel-drive, it emits 47.9mpg and the CO2 output rises slightly to 159g/km. In 4x4 guise with the automatic gearbox, it achieves 41.5mpg and emissions rise to 178g/km.

Experts predict that, thanks to its upmarket interior, attractive styling and seven-seat configuration, the residuals of the Hyundai Santa Fe should be quite strong.
As with all other cars in the Hyundai model line-up, the Santa Fe includes a fully transferrable, five-year unlimited-mileage warranty and it's probably one of the most affordable cars in its class to run on a daily basis.

Land Rover Discovery Sport

The Land Rover Discovery Sport is a luxurious compact SUV that’s designed to take on desirable models such as the BMW X3 and Audi Q5. Essentially a replacement for the ageing Freelander 2, the Discovery Sport is bigger and even more upmarket than its predecessor, plus it boasts a versatile seven-seat layout.

Externally, the Discovery Sport features a sleeker and more stylish look than the Freelander. In fact, with its rakish profile and slick detailing, the newcomer looks more closely related to the latest Range Rover models rather than the more humble Land Rover line-up. This theme continues inside, where you’ll discover classy design and plenty of top-notch materials.
 
Many of the Discovery Sport’s underpinnings are shared with Range Rover Evoque, but the adoption of an all-new multi-link rear suspension set-up has allowed Land Rover’s engineers to squeeze in the third row of seats. Also carried over from the Evoque are the tried and tested 2.2-litre diesel and the recently introduced nine-speed automatic gearbox, which is available as an option.

However, while this engine is durable, it lags behind the best in class for refinement and emissions – versions fitted with a six-speed manual gearbox emit 162g/km of CO2. A two-wheel drive eD4 model is due early next year, which should cost under £30,000 and promises to emit a more company car tax-friendly 119g/km.

On the road, the Discovery Sport feels composed and agile. The steering lacks feedback, but it’s fast and precise, helping you place the car with confidence. And while the low speed ride is a little firm, the Land Rover becomes more comfortable at speed. Even better, road and wind noise are well suppressed. The only weak link is the 2.2-litre diesel, which is gruff, particularly when extended. On the plus side, it delivers strong real world pace.

There are four trim levels to choose from – SE, SE Tech, HSE and HSE Luxury. All versions are well equipped, with heated seats, part leather trim, a DAB radio, Bluetooth connection and climate control featuring as standard.

Our choice: Discovery Sport SD4 SE Tech Auto.

Land Rover has its own distinct design language, and the new Discovery Sport ditches the squared-off lines of the Freelander in favour of bold curves inspired by the brand’s other models. In fact, if you put the larger Discovery and a Range Rover Evoque into a computer program to create a hybrid of the two, you’d probably get something similar to the Discovery Sport.

The rounded nose is pure Evoque, while the clamshell bonnet is a traditional Land Rover touch. The headlamps feature crosshair-style LED daytime running lights, and the tail-lamps get a similar treatment, while the black wheelarch trim is another Evoque design cue. There’s a mix of body-coloured and black window pillars, while the roof subtly curves back to a high-set rear end.
As in the Evoque, you can personalise the Discovery Sport with a contrast roof (£500) and different wheel designs, while the £1,500 Black Design Pack adds a black finish to the grille, roof, exterior trim and 20-inch wheels.

Climb inside, and the Discovery Sport is pure Land Rover. The climate controls, dash and switchgear are all taken from the Evoque, but that’s no bad thing, as it manages to feel like a premium product with a robust edge. Go for the auto, and you get a rotary gear selector that rises from the centre console, although unfortunately the driver’s footwell is awkwardly shaped, so you might struggle to find a comfortable position for your left foot.

Land Rover’s infotainment system is the real highlight inside. The new eight-inch high-resolution screen has a user-friendly interface, with clear labels and a responsive touchscreen, while 3D mapping and simple address entry mean the standard sat-nav is a breeze to use.

The Discovery Sport shares many of its underpinnings with the Range Rover Evoque. However, there have been some major changes, including the adoption of a new multi-link rear suspension set-up.
However, while the chassis has been reworked, the 2.2-litre diesel is carried over more or less unchanged from the old Freelander. With 187bhp and a muscular 420Nm of torque it packs plenty of firepower, but it simply can’t match the best for refinement.

It’s a little gruff at idle and sounds harsh when extended. Even so, Land Rover has worked hard to isolate the worst noise from the cabin, and at a cruise the engine note subsides to a faint background hum.

A six-speed manual gearbox is standard, but the optional £1,800 is well worth the extra outlay if can stretch to it. Not only is the transmission smooth and responsive, it allows you to make the most of the available real world performance by keeping the engine revs in the less intrusive mid-range. Outright acceleration is improved too, as the time for the claimed 0-60mph sprint drops from 9.8 seconds for the manual to a sprightly 8.4 seconds.

While the engine isn’t the last word in refinement, the rest Discovery Sport is well up to class standards. Most impressive is the lack of road noise. There’s virtually no tyre roar and only the biggest bumps transmit a muted thump into the cabin.

The Land Rover’s relaxing character is enhanced by the composed ride. There’s a firm edge to the suspension at low speed, but the new multi-link rear axle comes into its own the faster you go, and most bumps and potholes are effortlessly smoothed out. That said, it’s a shame that the Evoque’s excellent MagneRide adaptive dampers aren’t currently available, even as an option.

On the plus side, the Discovery Sport feels agile and alert through a series of corners. The steering is extremely sharp and direct, allowing the Land Rover to dive through bends with a car-like eagerness.
And while there’s not much in the way of feedback, the electrically assisted set-up is precise and faithful. Combined with the high-set driving position and excellent visibility, it allows you to place the Discovery with confidence.

On the road, the Discovery Sport feels quite large, and while the view ahead is great, the standard rear camera and parking sensors are essential when reversing. At least the light steering means it’s easy to manoeuvre.

Body movement is also well controlled, plus there’s plenty of grip, even on the standard fit all-weather tyres. Finally, the electronically controlled permanent four-wheel drive system delivers confidence-inspiring traction, even in the slipperiest conditions.

As with outgoing Freelander and current Evoque, the Discovery Sport benefits from the same simplified version of the firm’s clever Terrain Response system. Simply choose between Normal, Mud, Sand, Rocks and Snow modes, then let the car’s sophisticated traction control system do the rest.

And that’s not all, because you also get a variable hill descent control, an impressive wading depth of 600mm, plenty of ground clearance and excellent approach and departure angles. When the going gets tough, the Discovery Sport leaves its compact SUV rivals floundering.

While the Discovery Sport is all-new on the outside, under the skin it has plenty of parts from other models. The platform is the same as the Evoque’s, as is much of the switchgear. The SD4 diesel is the tried and tested Ford-derived unit from the Freelander, so it shouldn’t spring any surprises, either.
The only real question mark is over the stability of the new infotainment system – although from past experience, Land Rover keeps dealers informed of software updates to ensure everything works properly.

Unfortunately, the brand’s dealers don’t have a great reputation – they finished 28th out of 32 in our Driver Power 2014 survey, which is 15 places behind Hyundai. A major criticism for owners was their poor value for money, although that should be addressed by the Disco Sport’s £499 five-year servicing deal.

The most obvious upgrade over the old Freelander is the inclusion of what Land Rover calls a 5+2 seating layout. Thanks to the adoption of a compact multi-link rear suspension layout, engineers have managed to create space at the rear for a third row seats.

The two individual chairs can be pulled out of the floor of the 981- in one movement, while a sliding middle row allows for easy access and increased legroom. Even so, adults will only want to sit in the back for short journeys.

With the rear most seats stowed the boot boasts a healthy 981-litre capacity – although this figure is measured to the roofline rather than under the load cover. Fold the rear bench flat and the available space increases to a van-like 1,698-litres. There are also a number of handy hooks and a 12V power supply, plus the option of an adjustable loading rail system.

Elsewhere in the cabin there’s plenty of useful storage, numerous cupholders and the availability of up to seven USB sockets. The adoption of an electric handbrake frees up space on the transmission tunnel for a pair of lidded storage boxes, while there’s a neat trinket tray set into the dashboard ahead of the front seat passenger. It doesn’t take long to realise a lot of thought has gone into the Land Rover’s family-friendly layout. 

The Discovery Sport is a more upmarket machine than the Freelander, and that’s reflected in the price. Even an entry-level SE version will set you back £32,395, while the range-topping HSE Luxury model is a wallet-bashing £42,995. On the plus side, you do get a fair amount of kit for your money, with all versions getting heated seats, climate control, alloy wheels, Bluetooth connection and a DAB radio.

Less impressive are the Land Rover’s running costs, which are dealt an expensive blow by the continued use of the brand’s ageing SD4 diesel. Versions equipped with a manual gearbox emit a hefty 162g/km and promise 46.3mpg at the pumps, while auto versions claim and even less efficient 166g/km and 44.8mpg.

By comparison, a four-wheel drive BMW X3 20d features CO2 emissions of as little 131 g/km. A two-wheel drive eD4 version that emits 119g/km and promises to cost less than £30,000 arrives early in 2015, and will likely be the most popular choice for company car users.

There’s better news for private buyers, because our experts have calculated the Land Rover will hold onto to between 52 and 55 percent of its new value after three years.