Latest news with #MatthewMacConnell
Forbes
21-05-2025
- Automotive
- Forbes
Living With 2025 The Range Rover Velar—How good is it really?
2025 Range Rover Velar Jaguar Land Rover UK Before babbling about Range Rover Velar life, here's a fact regarding its name. Velar comes from the Latin word 'velere', which means to veil or cover. Land Rover used this name in the sixties to hide the identity of 26 concept vehicles before applying it to a production car in 2017—the Range Rover Velar. I get stoked whenever Land Rover sends a car to Scotland. It doesn't happen often, odd considering Scotland has so many muddy fields just waiting to be destroyed, but a Varesine Blue Range Rover Velar D300 was soon sitting on my driveway. And, God, it looked good. It might just be a five-door SUV, but look at its stance, its detailing and its lines. I could've sat in a garden chair and admired it for hours, but that would've likely concerned my neighbours, who already question why I have a different car each week. Inside, it looked even better. My loaner had Shadow Grey Ash veneer and black leather seats. Everything was soft to touch except the scratchy instrument binnacle. Everything's minimalistic, and that's a catch-22. You see, controlling in-car technology from an 11.4-inch touchscreen is a bit like removing your home's light switches and linking every room to a separate smartphone app. A daft decision that's all a bit much; I don't want to faff around with my phone to turn on the kitchen light. The same applies here. Range Rover Velar Matthew MacConnell There are few physical buttons in the Velar's cabin, and the touchscreen, although fast and crisp, can be quite confusing with all its submenus. Fortunately, Land Rover's Pivi Pro infotainment system is good and changing the cabin temperature via the voice assistant is easy. But I miss the pre-2023 Velar's rotary dials. If you veer off the road into a field trying to enable the window demist, you'll be fine; the Velar boasts a five-star EuroNCAP rating and is more than capable off-road. Land Rover fitted this press car with optional 21-inch alloys, wrapped in Michelin Latitude rubber, which meant a smooth ride, despite the alloy size. Engaging Eco hardened the ride slightly, and I found it to have little impact on efficiency. Other modes included Snow, Gravel, Grass, Sand and Mud Ruts, and these combined with the Velar's trick air suspension, mean you'll struggle to get stuck in the rough. The Dynamic SE gets an additional Dynamic setting. This makes cornering less wafty by adding heavier steering, tightening the suspension and increasing gearbox and throttle response. I used it once before switching back to Comfort. Range Rover Velar interior Matthew MacConnell Dynamic releases all 700Nm and 296 bhp, meaning 0-to-62mph takes 6.2 seconds, while 30-70mph arrives in 5.2 seconds. It's no vomit-comet, but it's the perfect engine for this car. Anything more powerful is overkill, really. My week consists of going to and from dog parks via motorways and B-roads after working hours. Therefore, I was delighted when Land Rover agreed that both furry babies, Freya the Siberian Husky and Chloe the Shepkita, could ride in the boot. The press team even offered to send up a Land Rover dog kit next time, which includes a dog ramp, a dog washer, rubber mats and a water bowl. Both dogs are fairly large, but both struggled to climb into the Velar's boot, even with the clever Access suspension lowering mode enabled. So this meant lifting them in. However, there's ample space back there, and there's a net for holding water bowls and treats. Lifting the boot floor reveals a deep cubby. The car needed a clean inside and out afterwards, and this is where I discovered a slight issue. The Velar's seats wipe easily, as do the front and rear carpets, but hoovering the boot floor was easier said than done, despite the dogs lying on a large blanket. Range Rover Velar boot Matthew MacConnell Because of the material, like many other cars, the small white hairs intertwine among the fabric, meaning I spent around 30 minutes pulling each tiny husky hair out. This might not bother you, but I didn't want the next journalist to think a yeti had been onboard. So, if you run a dog-moving business or own pooches, it's worth opting for Land Rover's rubber mats. After a week, I handed over the keys with some closing thoughts. The efficiency screen showed a 37.7 mpg average, with most runs returning around 35 mpg. Impressive figures, considering the Velar D300 weighs 2,710kg (gross). With options, the car cost a mighty £72,665 ($97,411). That's a lot, and I didn't even use all its configured options like the £440 Wi-Fi plan, £105 Terrain Response 2 system, heated rear seats or configurable steering or chassis dynamics settings. Out of the box, the Range Rover Velar D300 is well-equipped, and if you don't often climb rocks or traverse the Sahara, you won't need any fancy optional terrain tech. Therefore, a new Velar could be sat on your driveway for £66,905. Buy one and you'll never tire of turning round for one last look before walking through the front door.
Forbes
15-05-2025
- Automotive
- Forbes
Test-Driving The 2025 Ford Transit Custom PHEV—Power To The Masses
2025 Ford Transit Custom PHEV Matthew MacConnell The Ford Transit Custom PHEV is the blue oval's entry into efficient hauling. Remember the 2007 Ford Transit SportVan? It featured heaps of sporty trimmings like go-faster stripes, twin exhausts, lowered suspension, and 18-inch alloys, things usually reserved for Ford's ST range. It was for those still connected to their youth and yearning approval from fellow construction site colleagues; underneath its athletic bodywork was the usual 129 bhp 2.2-litre diesel engine. Ford has since evolved its sporty Transit by giving it a meatier plug-in hybrid powertrain to match its looks—that's more like it! If racing stripes and rear spoilers aren't your thing, you can opt for the non-sport guise and still get the 228 bhp powerplant. Like the all-electric E-Transit Custom, the PHEV drives the front wheels via a single-setting continuously variable transmission, meaning it drives like an automatic. It has eight driving modes: Normal, Eco, Tow/Haul, Slippery and Sport. These settings can be found in most Ford's nowadays, but the PHEV can tow a 2.3t trailer. Being a hybrid, it gets three more modes: EV Auto, EV Now and EV Later. EV Auto is all you'll need for real-world driving. Here, the van will choose between electric and petrol power depending on the environment. EV Now engages the electric motor only, and EV Later preserves battery range. Ford Transit PHEV Matthew MacConnell During my week with the Ford Transit Custom PHEV, I ran the 11.8kWh battery flat, because let's be honest, van drivers might not have time to charge it as they skip from job to job. With the battery charged, the van returned 173 mpg. Battery drained, and using only the 2.5-litre engine, it returned 37 mpg. It's the quickest van I've driven; cracking 0-to-62mph in 8.3 seconds and 30-70mph in 8.6 seconds. There's heaps of power and torque for overtakes, although it can be fitted with a 70 mph governor. A handy feature if it's a company vehicle. Up front, you'll find three reasonably sized seats, and because it's technically an automatic, there's no gearbox tunnel, meaning cabin entry from each side is easy. Likewise, it has heaps of storage from large door bins to cupholders and in-built dashboard cubbies. But there's no overhead storage for clipboards or books. The steering wheel is littered with buttons to control the radio, cruise control and various digital dashboard settings, but the vehicle's settings are changed via the 13-inch touchscreen. Ford Transit PHEV interior Matthew MacConnell The Sync 4 touchscreen is quick enough and includes Android Auto and Apple CarPlay. Below the touchscreen are five physical buttons, which control the driving modes, parking sensors, window demister, radio volume and reversing camera display. There are also two USB ports and a 12v socket. At motorway/highway speeds, it remains relatively hush; my sound meter recorded 70dB at 70mph. An E-Transit is quieter, but that's to be expected. Ford Transit PHEV load area Matthew MacConnell My loaner was the 320 L2 H1, which means it can take a 1,361kg gross payload and has a load capacity of 6.80 m3. Opening the 90 through to 180-degree rear doors reveals a 3,002mm loadspace length, which came in handy during various junkyard runs. There are a few tie-down loops in the load bay to secure loads, and a full-height steel bulkhead protects the cabin from loose items. It's quiet, smooth, powerful, efficient, and it's easy to lose smaller items in its vast loading area (ask me how I know), but it comes at a cost. The base vehicle costs £44,384, but my loaner tipped the scales at £49,749 because of a few extras like the stunning Digital Blue Aqua paintwork, a B&O sound system, 19-inch alloys and a digital rear-view mirror. A diesel equivalent will return circa 40mpg; most of my journeys were short motorway runs with occasional backroad and town driving. Therefore the Ford Transit Custom PHEV would make more sense if your journeys were shorter.
Forbes
08-05-2025
- Automotive
- Forbes
5 Things You Should Know About The Kia EV3
Kia EV3 Matthew MacConnell 'Best EV Crossover', 'Car of the Year', and 'Best Small Electric SUV' are all awards the Kia EV3 has secured from various publications. I found the EV3 spacious and attractive while boasting a decent range when I reviewed it last year. But before you scramble for your credit card, here are five things you should know. My EV3 'Air' press loaner was a prime example of how you don't need to spend big to get great efficiency. I drove this car over 150 miles in one week, and it returned a 3.6mi/kWh average in 'Eco' mode. On longer journeys, this stretched to 4.0mi/kWh. The entry-level 'Air' features a relatively small 58.3kWh battery, which showed around 270 miles when fully charged, although this was closer to 200 miles in real-world running. Buyers can also opt for the 81.4kWh option if the above isn't enough. This gives an official 372-mile range, but I'd anticipate between 250- to 312 miles, in reality. It's like the Tardis from Doctor Who. The EV3's exterior design reminds me of a Martian buggy because of its sharp edges and fancy LED lighting. Two six-footers won't struggle for space up front thanks to the Kia EV3's roomy front seats. Likewise, there's enough room between the seats to avoid those awkward shoulder rubs. Kia EV3 interior Kia U.K. The Mini Aceman and Volvo EX30 are more spacious in the rear, but again, two six-footers will fit. There's lots of knee and head room and all models come with integrated USB-C ports in the front seatbacks. It doesn't have clever sliding rear seats, but these do fold 60/40 to extend the cargo area. Pop the trunk, and you'll find a 460-liter area. This matches the Hyundai Kona Electric and offers more than the Mini Aceman. It also has a handy 25-liter 'frunk', which is just enough to stow the charging cable. Beep, bop, bing and bong. It'll do this constantly. You can turn this off via a setting buried in the EV3's touchscreen, but it'll reactivate once you restart the car. These ADAS systems are EU mandated, so it's not Kia's fault, and may be something U.S. models will lack. There are cheaper electric city cars available, but the entry-level Kia EV3 costs £33,005 ($44,024). This gets you a 58.3kWh Sunset Orange car with 17-inch alloy wheels, a 12.3-inch touchscreen, heated front seats and steering wheel, a reverse camera, and heaps of driving assists. The larger battery costs an extra £3000 ($4000). Kia EV3 Kia U.K. The mid-level GT-Line trim costs £39,405 ($52,556) and adds 19-inch alloys, GT-Line styling, flush door handles, driver lumbar support, LED headlights and a wireless phone charger. Those needing a heat pump will need to spend £43,905 ($58,558) for the range-topping GT-Line S. Like the non-heat pump guise, this gets heated rear seats, a 360-degree camera, ventilated front seats, a power tailgate, memory seats, a sunroof and a heads-up display. Every EV3 is comfortable over ruts and potholes, but the 'Air' edges ahead with its 17-inch alloys. It's incredibly refined even at low speeds, something some manufacturers can't master. Kia EV3 boot Kia U.K Once on the highway, my sound device recorded 66dB at 70mph. An impressive result that puts the Kia EV3 on par with the Volkswagen Tayron PHEV. MORE FROM FORBES Follow me on Instagram.
Forbes
06-05-2025
- Automotive
- Forbes
Test-Driving The 2025 Ford Ranger Platinum
Ford Ranger Platinum Ford Media U.K. The Ford Ranger Raptor is big, beautifully obnoxious, comfortable, quick and carries many logs. But it's a heart over head pick-up choice, and reality will soon seep through as you become a fuel station regular. But if you can live without the beautifully obnoxious part, the Ford Ranger Platinum offers similar shove, and returns higher fuel economy without sacrificing off-road ability or creature comforts. Ford was clearly influenced by the bigger F-150 when designing the Ranger Platinum. Its C-shaped running lights, squared-off stance, massive chrome grille and Ranger tailgate stamp is very 'America'. And that's not a bad thing. The Ford Ranger Platinum is the most luxurious guise of its pick-up trucks, something that's more notable when sat inside. It gets cross-stitched leather seats as standard; the fronts are 10-way adjustable and are heated and cooled. It also has a leather steering wheel, wood grain trim, a 360-degree camera and an eight-speaker Band and Olufsen sound system. Ford Ranger Platinum Matthew MacConnell A large 12-inch touchscreen using Ford's SYNC 4 infotainment system is integrated into the dashboard and includes Apple CarPlay and Android Auto. The touchscreen is responsive and clear. Six nifty auxiliary switches, like those found in the Raptor, are positioned in an overhead console between the two front seats and allow owners to install additional accessories like lights and winches. Like all Ford Ranger pick-ups, the Platinum excels over tough terrain. It has six drive modes, Normal, Eco, Slippery, Mud Ruts, Tow Haul and Sand, which can be selected via a mode switch in the centre console. Depending on the mode selected, it will automatically engage two or four-wheel drive, but this can also be overridden by the rotating dial in the middle. I tested the Platinum during the changeover from Winter to Spring, a rather wet period in Scotland. This meant keeping the car in 'Slippery' for most of the week as I found 'Normal' (2WD) to be tail-happy under acceleration, despite the car having large 255/65 mud and snow Goodyear Wrangler rubber. Ford Ranger Platinum Ford UK The Ranger Platinum is powered by a sweet 3.0-litre V6 diesel engine, the only option available here; it produces 237 bhp and 600 Nm (442 lb ft). 0-to-62 mph arrives in 8.7 seconds, meaning it's just .7 seconds slower than a Raptor. It's a wonderful engine mated to an equally excellent 10-speed automatic gearbox. Over a 173-mile mixed run, the Platinum returned 27.5mpg and showed circa 500 miles with a full tank of fuel, while engaging 'Eco' never made a difference. Large tyres and a powerful diesel engine aside, it's all hush for a pick-up truck. My sound tester recorded 64dB at 70mph, that's only 2dB off a Rolls-Royce Cullinan II. Ford Ranger Platinum Load Area Like most Ford Rangers, the tailboard drops flat when released and opens onto a cargo bay with many tie-down points and a 400W 12v/240v power socket. It has a payload capacity of 1055kg; its front axle is rated for 1490kg and the rear has a 1959kg total plated mass. Ford Ranger Platinum load area Matthew MacConnell It'll tow up to 3.5 tonnes for a braked trailer and 750kg for an unbraked trailer. To make things safer, it features an anti-sway function to help keep the trailer straight, integrated trailer brake control and an Auto Hitch function to allow for easier coupling. Note that opting for the £1,800 (excl. VAT) power roller shutter eats into the Ranger's load area slightly. Ford Ranger Platinum Verdict It's handsome, is quicker than many modern family cars, can tow up to 3,500kg, and comfortably transports five occupants including the driver, but it's expensive. Prices start at £49,280 although my press loaner tipped the scales at £52,380. If you're not fussed about the added luxuries or telling your mates you have the range-topper, I'd recommend the Wildtrak. This version of the Ford Ranger balances performance with economy when equipped with the 2.0-litre 202bhp diesel engine. MORE FROM FORBES Forbes Test-Riding The Volt Connect Hybrid Electric Bike By Matthew MacConnell Forbes Aston Martin Reveals Its Most Powerful And Fastest SUV By Matthew MacConnell Forbes Ferrari 296 Speciale: Faster, Meaner And Lighter By Matthew MacConnell Follow me on Instagram.
Forbes
21-04-2025
- Automotive
- Forbes
Test-Driving The 2025 KGM Actyon
2025 KGM Actyon KGM 'Is that the new Range Rover?'—a question often received regarding the large white SUV on my driveway—'No, it's a KGM'. Eyebrows raised and depending on the individual, the conversation would sail or sink. If the latter, a swift follow-up with 'Ever heard of SsangYong?' worked well. The early Actyon was an unsightly SUV with drunk-camel-like handling and no direct rival: a useless gift from SsangYong to South Korea, parts of Europe and Kazakhstan. The Actyon was discontinued in 2010; the UK never received it, but a fresher attractive guise featuring all-new DNA has since landed on British shores. SsangYong collapsed in 2022, and South Korean KG Group threw it a lifeline, which resulted in the KG Mobility (KGM) rebrand. Following in the footsteps of the Torres, the first car to sport KGM badging, the Actyon would serve as a credible Kia Sportage alternative. It's like a sleeker coupé guise of the already distinctive but scarce Torres, meaning it turns many heads. KGM's fitted the Actyon with futuristic cues like front and rear LED lighting. Follow the rakish roofline to the rear, and you'll find sportier elements like a gloss black diffuser, complemented by 20-inch diamond-cut alloy wheels. It looks posher and sportier than the £38,649 price tag suggests. The KGM Actyon measures 4740mm long, 1910mm wide and 1680mm tall. Inside, it uses two integrated 12.3-inch displays positioned atop faux wooden veneer, which spans the dashboard. Red and black leather seats mix with red-piped Alcantara door cards and fake carbon fibre. The KGM Actyon's stylish interior Matthew MacConnell KGM's littered the square steering wheel with buttons, although the voice control function refused to work in my loaner. It's not that it couldn't understand me, but it didn't work at all. There's also a handy 'favourites' button. This was set up to access the climate menu in my press car, although I reprogrammed it to change the car's drive modes. Finally, there's the large 'auto hold' handbrake button. You won't use this much. I certainly never. Although the touchscreen's graphics are crisp, like the Torres and Torres EVX, it responds glacially to finger dabs. I resorted to my smartphone for maps because the sat-nav wouldn't let me enter an address, even after a seven-minute warm-up. When it's ready, it's easy to use; KGM's even integrated a useful slide-down menu, which allows you to disable the annoying speed warning bleep. KGM Actyon rear passenger space Matthew MacConnell Six-footers have plenty of head and legroom, and there are front and rear USB-C charging ports. The front headrests are sculpted so you can hang jackets over them, although I initially thought this was a tablet holder. But not so. The boot's large at 668 litres, and the electronic tailgate can be opened from inside the boot—an ideal feature for campers. The turbocharged 1.5-litre makes 160 bhp and 280 Nm, resulting in decent in-gear performance, although you'll think twice about stomping the gas pedal when glancing at the mpg readout. With a full tank (roughly 320 miles), I covered 80 miles via motorways, back roads and towns throughout my week with the KGM Actyon. Upon collection, it showed a 28.9mpg average, while most runs returned 29mpg. KGM Actyon's engine Matthew MacConnell While its SUV aesthetics nod to a four-wheel drive system, the Actyon is two-wheel drive. There's plenty of grip for on-road driving but look elsewhere if you require a mud skipper. The Actyon is a good motorway cruiser. Comfortable seats sit high, giving a commanding road view, while large door mirrors provide ample visibility. Likewise, my sound meter recorded 68dB at 70mph, putting it on par with a dishwasher. I adore the KGM Actyon's aesthetics. It sticks out in the growing merging SUV market. It's also packed with tech to boot like dual-zone climate control, rear passenger blinds and rear heated seats, adaptive cruise control, a 360-degree camera system, Apple CarPlay and Android Auto, heated and cooled front seats, and a heated steering wheel. KGM Actyon's rear Matthew MacConnell But I still can't gel with KGM's slow touchscreen. And while the six-speed automatic gearbox shifts somewhat smoothly, the engine feels too responsive when attempting to drive off gently, causing it to lurch forward. Similarly, it's not the most efficient of powerplants. It has lots of room, but so does a Kia Sportage. KGM's on the tracks with the Actyon. It's cheap, spacious, stylish and packed with tech, but Kia shouldn't be worried just yet.
