Mazda manages to compete, and be competitive, in the global mainstream without the advantage of massive corporate scale.  Toyota and Volkswagen vie for the top spot with 9-10 million car and SUV sales a year. Mazda sold 1.5+m last year predicting growth to 1.6+m this year.

So, if you don’t have the scale you have to be smart. The Mazda6, for example, seems entirely conventional – front-wheel drive; saloon or estate bodywork.  But, like the whole range, it is the result of a total re-think on how a vehicle is built from R&D to procurement, logistics, production process and engineering of the vehicle itself.

It’s been branded “SKYACTIV”. Engines are SKYACTIV-G (gasoline/petrol) or SKYACTIVE-D (Diesel).  And, here in the Autumn (initially in the new Mazda3), there is SKYACTIV-X.  Truly ground-breaking, it runs on petrol but combines both a spark ignition (petrol) and compression ignition (Diesel) combustion process.

Current Mazda6, which came to market towards the end of 2012, was around 100kg lighter than its predecessor. Combined with powertrain efficiencies there have been tangible improvements to both economy and emissions.  Mazda has resisted the trend to engine ‘downsizing’ (off-set by more intensive turbo or super-charging) for a “right size” approach – the car on test was a 2.2-litre, 4-cylinder, 150ps turbo Diesel.

Larger capacity 4-cyl Diesels produce heftier torque, pulling more strongly through the gears. Turbocharging as a result need not be so aggressive. The SKYACTIV engine programme also involved raising the compression ratios of petrol units while lowering those of Diesels.  The latter have become quieter and smoother.  Such a ‘virtuous circle’ is particularly noticeable with a manual gearbox.

Revised regularly since 2012 latest Mazda6 face-lift and up-grade came last year.  Refinement has improved aided by “vectoring control” which, sensing throttle, gearing and steering parameters, subtly smoothes out the inputs to maintain the car’s poise. It’s claimed to enhance overall comfort and counter fatigue.

Generally, the ride vs road-holding balance is nicely judged, steering direct and quite communicative.  Despite a ‘comfort bias’, dynamic aspects overall are commendably resolved. Might not be as sharp as Ford’s Mondeo or Vauxhall Insignia but compares well with VW’s Passat or Skoda Superb.

It could also stack up against Volvo’s V60 or Audi A4. In front-drive guise however - all above offer AWD as an option (Mazda does offer AWD elsewhere in Europe on the Diesel models).
Apart from specification improvements across the board (safety ‘electronics’, ‘tech’ items and more equipment) a new 194ps 2.5 petrol engine joined the 145/165ps 2.0 units. Top 2.2D moreover is now 184ps (up from 175), otherwise 150ps as before.

Although Superb and Insignia are roomier with greater load volumes, Mazda has in the Tourer produced nonetheless a spacious, substantial and comfortable upper mid-size estate which, in 2.2D 150ps form, combines both strong performance and a realistic 50mpg. A quality motor car with more than a touch of ‘premium’ about it.

Facts & Figures: Range £24,595-£32,895 all have SatNav; On test 150ps Sport Nav+ £29,895*; 130mph; 0-62mph 10.1secs; 62.8mpg (official) 48 on test (brim to brim), 48-50 TripComputer avge; CO2 119g/km; Road Tax G-£140 (*1st Yr £170 included); Ins Grp 26E; Max Braked Trailer 1,600kg.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales

Say hello to the first all-electric car from Audi, and, perhaps unsurprisingly, it is a large SUV. The E-Tron rivals other premium EVs such as the Jaguar I-Pace and the Tesla Model X, but does it bring something extra to the all-electric party?

Take away some of the glitzy bits and it is actually a fairly conventional family SUV to look at, with 20in wheels as standard and LED headlights, as well as a charging point on either side of the car, which is useful. Inside you are immediately welcomed by the high build quality we have come to expect from Audi - half a step up from Jaguar and with clear blue water to Tesla - although, strangely, the steering wheel buttons feel a bit cheap. 

The E-Tron has plenty of tech in the cabin to remind you that you are in a cutting edge vehicle, with touches including a 10.1in touchscreen in the middle providing you with haptic feedback, and a secondary 8.6in screen below it. There are loads of other features you can add to your E-Tron, but as usual with Audi you have to pay for most of them - even adaptive cruise control, which comes included on cars much cheaper than this - as well as the side cameras, which are unfortunately also an extra. More about those later. 

Current Insignia was General Motors’ last big European project before it sold Opel-Vauxhall to PSA (Peugeot Citroen) in 2017. ‘Grand Sport Tourer’ (hatch) and ‘Sports Tourer’ (estate) arrived that year and the ‘Country Tourer’ late last year.

Hatch and estate 4x4s are 8-speed auto 2.0T 260ps petrol or 2.0BiT 210ps Diesel.  But the Country Tourer 4x4 can be had with a 2.0TD Diesel 170 engine and manual 6-speed gearbox. Otherwise it’s the 2.0 Bi-Turbo 210 auto again.

Overall the Insignia’s (asking) prices* are keen. Hatch from £19,940, estate from £21,500 (smaller engines) topping off at £39,720 for the GSi 4x4 auto. Country Tourer seems good value for money: £28,470 for the 2.0TD 170 4x4 manual (£27,150 front wheel drive); 2.0 BiT 210 4x4 auto at £30,080.

Not too badly equipped either. SatNav of course (7” touchscreen) and the usual connectivity-infotainment assets together with ‘FlexRide’ drive-mode (Normal-Sport-Tour).  A front-mounted camera complements the park sensor function with auto-emergency braking and traffic sign recognition, etc.  This can be enhanced by extra cost drive-assist packs.  There’s also a heating pack (front seats, steering wheel, windscreen) at £660.  Power tailgate and towing pack cost £680 and £685.

Despite front and rear skid plates serious off-road work is beyond its remit.  Ground clearance is only slightly greater than the standard car (but does mean ‘grounding’ the front overhang on a car park pavement kerb is much less likely) and there’s no hill descent control or 50-50 front-rear drive lock.

The GKN-sourced 4x4 system however is sophisticated. Rather than merely have the rear axle kick in as slip-sensor induced, it includes ‘torque vectoring’ which allows the rear-mounted clutch set to vary the drive between each wheel benefitting not only off-tarmac response and but also on-road handling, cornering etc.

Regular Insignia’s ride/road-holding trade-off is nicely judged, body control good and steering direct. The Country Tourer is not quite as sharp and drive mode best set for ‘comfort’ except at full load/towing to add stiffness and ‘weight’ to the ‘dynamics’.

Based on GM’s E2 platform (Buick Regal and others) the Insignia is a spacious car in terms of passenger comfort and load-space. At 5 metres it’s not far short of Audi’s A6 or Volvo V90. Roomier than VW’s Passat or Ford Mondeo it yields marginally to Skoda’s Superb.  Audi A4 Allroad and Volvo V60 Cross Country its other rivals.

As with most cars in this category securing a high-spec vehicle at a (very) tight transaction price will mitigate the inevitable depreciation. That done this relaxed yet muscular yet aptly named 4x4 estate should please. An impressive motor car.

Facts & Figures: 2.0 BiT 210 4x4; 142mph; 0-60mph 7.7 secs; 32mpg brim-to-brim; Trip computer averages 34-39; New official 36.7; CO2 188g/km; Road Tax £140 (1st Yr £1,240 included*); Ins Grp 24E; Braked Trailer Wgt 2,200kg. (2.0TD 6-speed manual: 135mph; 62mph 9.3 secs; 43.5mpg official combined; Ins Grp 20.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales

We looked at the first X-Class models (220d and 250d) a year ago. Despite retaining the Navara’s ladder-frame chassis, powertrain and running gear with coil rather than leaf-sprung live rear axle, bodywork was clearly bespoke and double-cab only.

The whole front end had a distinct Mercedes look but that’s not all. Slightly broader than a Navara, track was wider too improving the stance of the vehicle. Clearly a higher performance derivative was coming.

The 220d (163ps) and 250d (190ps) Nissan engines can struggle when propelling this 2.3t vehicle under load and a 6-speed manual gearbox is only offered on the 220d. The 4x4 system is the usual selectable set-up: 4x2 (rear wheel drive) on road with 4x4 High/Low ratios once off it.

Huge power increase apart this is where the X350d starts to become a different animal.  The “4MATIC” 4x4 system is permanent (with a 40-60 front rear bias for a rear wheel drive feel) yet also offers a centre diff-locked off-road 4x4 high ratio and full low ratio range.  As with the 220/230, electronic hill-hold and hill-descent controls are included but a rear axle diff-lock is £495 and increased ground clearance £220.

Lack of a manual 6-speed option is a real pity but a proper mechanical handbrake at least has been retained.  Drive mode offers ‘Eco’, ‘Comfort’ and ‘Sport’. ‘Eco’ best kept for the urban crawl: throttle response is less than ‘linear’ with a deadening of the drivetrain. ‘Comfort’ fine most of the time whereas ‘Sport’, especially if manual over-ride engaged (steering column paddles), can make for pretty rapid progress.

The 3.0 V6 has its own ‘Power’ trim level and X-Class cabin interiors anyway a ‘cut above’ the rest.  Front seats are comfortable and power-adjusted (V6), dashboard and steering wheel have also received a ‘Mercedes makeover’. Might not be an S-Class but it’s a civilised place to be.

On-road the X350d is refined and quiet by pick-up standards, the ride firm but not uncomfortable and steering (rightly) weightier than that of a Crossover/SUV. As for the 4-cyl vehicles, handling generally is ‘pick-up ponderous’ but well-resolved for what is after all, a credible working vehicle.

The X-Class has been transformed by the 3.0-litre V6 turbo-diesel which, coupled with the breadth-and-depth competence of the 4MATIC 4x4 system, is clearly class leading – if at a price: £38,950 (Commercial Vehicle on the Road excluding VAT).

The two options mentioned and seven further items fitted to the test vehicle totalled an extra £6,500. They included a built-in SatNav system (if with enhanced features) and parking package with 360deg camera - should be standard at this list-price level.

The Competition

Only the VW Amarok with an all-V6 TDI range (3.0-litre; 204 or 258ps) comes close: £27,335-£40,595 (CVOTR). Cheapest has part-time 4x4 (4x2 rear-drive on road; 4x4 off-road) others are permanent 4x4 but H/R only (8-speed auto). Mitsubishi L200 (£19,865-£31,910 CVOTR) from £23,990 upwards has SuperSelect 4x4 which allows both 4x2 and 4x4 H/R on road as well as locked 4x4 High or Low off-road.

Facts & Figures
X350d: 127mph; 0-62mph 7.9 secs; 31.4mpg (official combined); 27-31 on test (brim to brim); CO2 236g/km; Road Tax £250; Payload 1t plus; Max Braked Trailer 3.5t.

By Huw Thomas
First published in Welsh Farmer, the newspaper of the Farmers' Union of Wales

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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