Until now, if you fancied a seven-seater Seat, your choice was limited to the Alhambra MPV, but with the advent of a third SUV in the line-up in a very short period, the choice of seven-seaters has increased by 100%.

Welcome to the Tarraco, which, as the largest SUV in the Seat family, sits above the compact Ateca and small Arona, and is closely related to the Skoda Kodiaq and Volkswagen Tiguan Allspace. While outwardly similar, it feels sportier and firmer, sitting 20mm lower than its not-so-distant cousins. More on how it drives later.

While the roofline and sharp crease through the doors are similar to that of the Skoda Kodiaq, the overall design is far more purposeful than that of the Arona and Ateca. There is a more prominent, upright grille and full LED headlights that retain Seat’s triangular signature, but they are now set further into the body, giving a more focused appearance.

The Tarraco should also knock its group counterparts, as well as rivals from other brands, out of the park in terms of driver appeal, given Seat’s image and ethos.

With a large boot and a generous level of equipment, the Tarraco would appear to meet the demands of a growing family, something Seat felt it needed to do given the success of its two smaller SUVs. But the third row of seats that we tested on the launch, – while standard across the range – are best reserved for occasional use. Even as a short adult, I found it quite claustrophobic in the back and legroom was very limited. Alternatively, you can fold them out of the way entirely to free up a useful 700-litre boot.

In addition to its substantial appearance, the Tarraco is also substantially priced. The version we tried at the launch was close to £40,000. So what else do you get for your money other than two extra seats and a few funky design cues?

Under the surface, there is little to separate the Tarraco from the Kodiaq. There is a choice of a turbocharged 1.5-litre petrol (this wasn’t available to drive at the launch) and a 2.0-litre petrol, which will suit those who don’t expect to cover a very high annual mileage, as well as two 2.0-litre diesel engines. We compared the petrol and diesel engines, and found the 2.0-litre 190hp petrol was more responsive from the start line than the same-sized diesel with 190hp, which proved strangely laggy for the first few seconds from stationary until the turbo charger spooled up.

Like its Seat siblings, the Tarraco seems to shrink as you drive it. It feels a little sharper and more responsive from behind the wheel than the Skoda, thanks in part to that 20mm lower suspension, which results in a lower centre of gravity.

The smaller petrol model’s ride on 17in alloys might well be an improvement over the top Xcellence models’ offering of wheels up to 21in in diameter that, while looking great on the car, very much sacrificed ride comfort and resulted in rather unsympathetic treatment of
road bumps.

Inside, the Tarraco is pleasingly designed and seems well equipped. There are two main trim levels, SE and Xcellence, each enhanced by a comprehensive array of equipment packs. Even the most basic Tarraco is quite well equipped and the top models look very decent value against the ever-growing pack of contenders.

The dashboard has a more sophisticated look than previous Seat designs, with a free-standing 8in infotainment screen that looks nice and modern, and is easy to reach when you’re on the move, as well as quite easy to navigate around.

As a versatile family SUV, the Tarraco ticks most of the boxes, and if it is a large SUV you are after, it would certainly be a good choice.

However, distinctive looks and practicality aside, it is a late arrival, with many seven-seat alternatives available, including the Nissan X-Trail, Hyundai Santa Fe and, of course, the Skoda Kodiaq.

Seat Tarraco XCELLENCE First Edition Plus 2.0 TDI 4Drive 190hp DSG
P11D £39,505
On sale May
Fuel £7,067
Fuel consumption 43.5mpg
CO2 (BIK band) 147g/km (37%)
Boot space 700 litres
Engine size/power 1968cc/190hp

By Rachel Boagey 
First published in Business Car 

The XC40 took the European Car of the Year Award for 2018 despite competition from Alfa Romeo, BMW and Audi.

It was Volvo’s first outright win although the XC90 was runner up in 2016 and Volvo came 3rd in 2013 and 1983.

Its recent success reflects the shift from solid, spacious saloons and estates to more on-trend SUVs and crossovers.

The saloons and estates have become sleek and stylish but over half of all Volvos made are SUVs and they are the core product now.

The SUV boom shows no signs of slowing and with it has come an interesting spin off.

Pickups, always looked on as workhorses, are sneaking in on the side with plush double cab versions providing alternative family transport.

The last few years have seen a surge in new pickups with Volkswagen, Renault, Fiat and even Mercedes-Benz joining the usual suspects of Toyota Hilux, Mitsubishi L200, Ford Ranger and Nissan Navara.

Here we are taking a look at the Mercedes-Benz X-class . . . except that it is not all that it seems. Given Merc's strength in the commercial market it is a bit of a surprise that the German giant has joined forces with Nissan and taken the Navara as its starting point.

SUVs and crossovers now account for more than a third of new car sales across Europe.

Skoda saw the potential for a smaller SUV/crossover early. The 2009 Yeti was an immediate hit despite (maybe because of) its quirky, edgy, if practical angular profile.

The crossover market now is a very broad church with, at times, some pretty dubious bandying around of the term SUV.

Crossovers are basically ‘jacked-up’ front wheel drive five door hatchbacks with the kind of flexible interiors and seating which has hastened the decline of the MPV (Multi-Purpose Vehicle).
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​Volvo’s latest XC60 is a cautious evolution of ‘the formula’. Like its predecessor this is, basically, a more compact XC90. 

Longer, wider and lower (yet no heavier) than before, its cabin is roomier to the particular benefit of rear seat occupants.

​Standard of Interior fit and finish clearly aims to be up to ‘premium brand’ expectations.

The Japanese automotive industry has led the way on process and manufacturing but, in terms of chassis dynamics, mainstream product has often proved lacklustre.

Mazda models, under Ford control, improved but the real transformation came in 2012 with the ‘Skyactiv' programme – four years after Ford’s withdrawal.

That year’s CX-5 compact SUV/crossover was the first completely new SKYACTIV vehicle. The methodology tackled engine, transmission and vehicle construction technologies ‘holistically’

Mazda developed a system for building its core car range on one basic set of components (‘platform’ by now too simple a description).
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Another  day another new crossover, but as my postman said 'everyone is buying them.'

He got that right. In a year when car sales fell 2017 was a great year for the crossover-cum-SUV, call them what you will.

This was the only sector where sales increased although it is hardly surprising with new models being churned out like pizzas at a fast food counter. What is it that makes this style of car so popular? I can give you the answer in one word: height.
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A new car brand is a big event and some are bigger than others. This one is big because of its name.

The Citroën DS of 1955 was the most significant car of the 20th century changing the face of motoring with its futuristic design and cutting edge technology.
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Now that name is back as the stand alone luxury arm of the PSA group, that's Peugeot, Citroën, and now Vauxhall-Opel as well. DS models have been produced since 2011 sitting alongside Citroen but since 2014 the brand has been separated and has aimed at the premium sectors.

2018 is shaping up to be a big year for Mitsubishi.

​The partnership with Renault-Nissan is signed and sealed and the new Eclipse Cross SUV is hitting the showrooms signalling the first of a new generation of cars from the Japanese company, which reached its centenary last year.
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The alliance would seem to be the perfect marriage: Mitsubishi is big on all wheel drive - it built its first 4x4 in 1936 - and so is Nissan, and it has had huge success with the plug-in hybrid Outlander which dovetails nicely with Renault's expertise in electric cars.
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By mid-'70s BMW had sorted out its line-up. The ‘5’ of 1972 was the first ‘Series’ car.  The ‘3’ came in 1973, ‘6’ in 1976 and flagship 7 in 1977.

Marketing too raised its game - “The Ultimate Driving Machine” became one of the most enduring taglines in the history of advertising. The age of the “executive express” had arrived.

The world, of course, did not stand still.  For 2017’s new 5 Series BMW had a job on its hands in seeing off both the refined, sophisticated E-Class Mercedes and pin-sharp, dynamically accomplished XF Jaguar. Audi’s A6 (successor due in 2018) and Volvo’s S90 are also in the frame (both basically front-wheel drive with optional 4x4).