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Irish Examiner
10-05-2025
- Automotive
- Irish Examiner
What car is best for towing in Ireland? A 2025 guide to petrol, diesel and electric options
Towing is something that thousands of Irish motorists need to do each year. Whether it be for a caravan, a boat or something between the two, towing with your car can unlock a whole new range of adventures and pursuits. Likewise, for businesses, towing can sometimes make a difference. Here, we're going to check out some of the very best tow cars available today. Skoda Superb Estate Skoda Superb Estate. Skoda's Superb Estate has been a longtime tow car favourite and the latest model looks to continue this. Inside, you'll find a smart and well-appointed cabin with lots of equipment regardless of which specification you opt for. Skoda's handy 'Smart Dials' allow quick and easy changes of settings such as fan speed and audio volume, too. But importantly, it's got the right skills when it comes to towing, too. It has an outright towing capacity of 2,000kg when equipped with a 2.0-litre diesel engine, while that engine means that the Superb never feels out of puff. Kia Sorento Kia Sorento. Similar to the Superb Estate, Kia's Sorento has routinely proven to be a big-hitter tow car. The comfortable seven-seater offers a lot of space inside, while Kia's seven-year warranty is a great addition for those who want some added peace of mind. Its maximum tow weight of 2,500kg is impressive, while the 2.2-litre diesel engine provides enough performance to easily climb steeper inclines. Volvo V90 Volvo V90. There was a lot of outcry when Volvo first decided that it would no longer sell its popular estate cars in Ireland, but that decision was quickly reversed to bring both the smaller V60 and this car – the V90 – back to dealerships. The V90 is a popular option among those who need to tow, while its spacious boot means it's got plenty of space to offer too. Opt for the current T6 and you'll get a maximum towing capacity of 2,500kg, while high-res cameras can help out when parking. Nissan X-Trail Nissan X-Trail. The X-Trail could be seen as the adventure-ready sister to the popular Qashqai, with this five- or seven-seater's versatility and spaciousness being key plus-points. It's also available with Nissan's clever e4orce all-wheel-drive technology, which will come in particularly useful when you need to start towing. It's got a respectable maximum tow weight of 1,800kg, too, which means it should be able to handle most towing jobs. Kia EV9 Kia EV9. You may not think that an electric car would be able to handle the demands of towing, but the EV9 goes against this. It's the largest EV that Kia currently makes and, courtesy of a dual motor setup, it's an electric vehicle with a lot of performance to offer. It has a maximum tow weight of 2,500kg, so it'll be suitable for all types of tasks. While the 561km headline range is impressive, you'll likely get significantly lower than this when towing – so it's worth bearing in mind. Volkswagen ID.7 GTX Volkswagen ID.7. Another electric tow car option is the Volkswagen ID.7. It's one of the brand's latest EVs and brings with it a well-finished interior with lots of the latest technology. When you're not towing, the ID.7 also offers a refined driving experience with minimal wind and road noise. Opt for the dual-motor GTX version and you'll get a maximum towing capacity of 1,200kg, too, which is ideal for smaller caravans and boats. It's more than the 1,000kg capacity you'll get from the non-GTX version, too. Volkswagen Touareg The Touareg was Volkswagen's first premium SUV and from the very start, it's a car which has proven its ability to tow. Famously, back in 2006, a V10 diesel-powered Touareg was used to tow a Boeing 747 simply to showcase the car's towing abilities. But even if you want to tow something a little more ordinary, the latest Touareg is more than up to the challenge. It's got a maximum towing capacity of 3,500kg. Read More Essential electric vehicle tips for Irish road trips and motorway driving
Forbes
22-03-2025
- Automotive
- Forbes
Volkswagen Gathers Investor Support, But EV Performance Needs Work
Volkswagen electric ID Buzz. Volkswagen's profit-making prospects are on the mend and there's a grudging positivity among investors who have lived through a few false dawns over the years. Moody's Ratings has been doing its more conservative sums since VW announced its results for 2024 earlier in March and it's a mixed verdict. Moody's downgraded a long-term issue, affirmed a short-term one and changed the outlook to stable from negative. VW expects its operating profit margin to increase to between 5.5% and 6.5% in 2025 compared with 5.9% in 2024. Sales will rise by up to 5%. In 2024, VW sales revenue rose 0.7% as global sales fell 2.3%. VW's 2024 operating profit fell 15% to €19.1 billion ($20.9 billion) on sales of €324 billion ($354 billion). Moody's said VW's operating performance will remain under pressure through most of 2026 because of - HSBC Global Research rates VW preference and ordinary shares as 'buys'. 'With the hard decisions largely behind VW, the challenge now is execution and initial results look encouraging. VW is not a quick fix scenario; it is a complicated colossus, but we see the prospect of gradual improvement as compelling,' HSBC said in a report headed 'Small steps forward'. Late last year VW announced a cost-cutting plan and attempted to streamline its politicized corporate structure. It had sought to close three German factories, but late last year union leaders declared a 'Christmas miracle' because there were no immediate factory closures, layoffs or wage cuts. Volkswagen did announce more than 35,000 job cuts and a capacity reduction of more than 700,000 vehicles. VW agreed to keep 10 German factories running and retain job security until 2030 and planned to make €15 billion ($15.6 billion) in efficiency gains. Investment bank UBS couldn't bring itself to recommend buying VW shares, upgrading its advice to 'neutral' from 'sell'. UBS said in a report it wasn't bullish on VW yet because business in China was still worrisome, it doubted VW's ability to make profits from its new small EVs, the ID.2 coming next year and the ID.1 in 2037. It described the EV-centric U.S. strategy as the wrong product at the wrong time. Investment researcher Bernstein, described VW's position for investors as 'Still in 'show-me' territory'. Volkswagen ID.7 electric sedan. (Photo by) 'What remains unresolved to our mind is VW's ability to execute its strategy and to rein in what still appears to be profligate levels of R&D and CAPEX,' Bernstein said. 'This spending does not seem to have accelerated the launch cadence of critically needed vehicles, whether they be affordable BEVs for VW brand (ID.2, ID.1) or a 2nd generation ICE version of the Porsche Macan built on existing Audi underpinnings (2028 launch?),' the report said. Newly provided guidance for VW brand cars illustrates just how far its targets have slipped. VW brand should achieve a 5.5% operating margin in 2027 and 6.5% in 2029 after 2.9% in 2024. Just under two years ago the 6.5% margin was set for 2026. Investment researcher Jefferies was more positive, in its report headlined 'On the Mend'. It rates VW a 'buy'. 'We continue to see most indicators moving in the right direction and a convincing picture of top line preservation and previously unheard-of adjustments in cost and capacity. By protecting share and nurturing technical alliances to rein in capital spending, we think VW Group is building a sustainable global position in the industry transition,' the report said, with its 'buy' recommendation. Berenberg Bank retained its 'buy' recommendation, saying it was impressed by cost reduction and inefficiency programs. New product momentum was impressive with about 30 new ones across all brands (VW, Audi, Skoda, SEAT/Cupra, Porsche) this year. The EU's relaxation of CO2 emissions rules will save a lot of money too. The EU has decided to ease the rules for CO2 emissions in 2025 by extending them for two extra years. VW was seen as the principal beneficiary of this concession with analysts expecting a €1.5 billion ($1.6 billion) hit to earnings before the EU Commission's decision. ID.4, the first electric Volkswagen SUV. Moody's reflected the general worry about VW's attempt to ramp up its EV offerings. 'The transition to electric vehicles has been slower and more costly than expected, constraining Volkswagen's profitability, as electric vehicles relative profitability is still lower compared to combustion vehicles,' Moody's said.
Yahoo
06-03-2025
- Automotive
- Yahoo
Physical buttons could make a comeback thanks to a new safety regulation
Over the past decade, automakers have increasingly replaced physical buttons and dials with sleek, minimalist touchscreens. From adjusting the climate control to activating windshield wipers, drivers of modern vehicles often have to navigate digital menus instead of simply pressing a button. While this trend has been driven by cost savings and aesthetics, safety regulators and consumers alike are pushing back. A growing body of research suggests that touchscreens increase driver distraction, leading to higher accident risks. In response, the European New Car Assessment Program (Euro NCAP) is introducing new safety rating criteria in 2026 that will require physical controls for key driving functions to achieve a coveted five-star rating. This move underscores a broader shift in the industry, as automakers are being forced to reconsider the balance between high-tech features and practical in January 2026, automakers seeking the highest safety rating from Euro NCAP must include physical controls for five critical functions: turn signals, hazard warning lights, horn, windshield wipers, and the emergency call (eCall) system. The changes come amid growing concerns that over-reliance on touchscreens forces drivers to take their eyes off the road for extended periods. According to Matthew Avery, director of strategic development at Euro NCAP, 'The overuse of touchscreens is an industry-wide problem,' and addressing it is essential for safer driving. Euro NCAP's decision could set a precedent for safety organizations in other regions, potentially influencing regulations beyond initially introduced touchscreens as a way to modernize dashboards, simplify interfaces, and reduce manufacturing costs. Physical buttons and dials require complex wiring and additional materials, whereas a software-based interface can be updated remotely. Some of the biggest names in the industry, including Tesla, Mercedes, and Volkswagen, have gone all-in on touchscreens, eliminating traditional controls in favor of digital alternatives. Tesla, for instance, has famously removed stalks for turn signals in some of its models, requiring drivers to use touch-sensitive buttons on the steering wheel. The Volkswagen ID.7 forces drivers to control air vents through a screen-based climate control menu. Volvo's EX30 buries mirror adjustments and the rear window defroster within a sub-menu. While these design choices might streamline manufacturing and enhance visual appeal, they come at the cost of usability. Many drivers find it frustrating — and even dangerous — to perform basic functions through a screen, especially while moving. Another key motivation behind the touchscreen revolution has been the rise of over-the-air (OTA) software updates. With digital interfaces, manufacturers can roll out new features and fix issues remotely, reducing the need for physical recalls. However, this approach often prioritizes software flexibility over user experience, leading to interfaces that are difficult to navigate while touchscreen-centric designs have proliferated, complaints from consumers, safety advocates, and industry experts have surged. Edmund King, president of the UK's Automobile Association (AA), recently tested the latest Tesla Model 3 and described the experience as 'daunting,' particularly due to the lack of any dashboard dials behind the steering wheel. He noted that 'car controls need to be intuitive for all drivers so they can concentrate on the road ahead rather than the screen to the side.' Research supports these concerns. A report by the European Road Safety Observatory found that drivers engage in distracting activities for about half of all driving time, with infotainment systems being one of the primary culprits. Unlike traditional physical controls, which can be operated by feel, touchscreens require drivers to look at them, diverting their attention from the road. The backlash has also extended to repairability, as some touchscreen systems are costly to replace if they malfunction, creating an additional burden for car the new Euro NCAP safety standards are not legally binding, they hold significant weight. A five-star safety rating is a major selling point, and manufacturers strive to meet these benchmarks to reassure customers and regulators alike. Automakers that fail to comply risk losing their competitive edge in safety-conscious markets. Some manufacturers have already started to shift their approach. Mazda, for example, has resisted the trend of eliminating physical controls, maintaining traditional buttons and dials for key functions. Toyota has also expressed skepticism about fully touchscreen-based interiors, opting for a mix of digital and physical interfaces. Other carmakers may soon follow suit as they adapt to the upcoming regulations. Additionally, some automakers are looking at voice controls as a compromise. Advanced voice-activated systems could allow drivers to interact with vehicle functions without taking their hands off the wheel or their eyes off the road. However, voice controls are not foolproof and may struggle with background noise, different accents, or complex commands. Some drivers also find them unreliable or unintuitive, meaning they are unlikely to be a complete replacement for physical pushback against touchscreens marks a pivotal moment in automotive design. While digital interfaces are unlikely to disappear entirely, manufacturers will need to strike a better balance between aesthetics, cost efficiency, and driver safety. The upcoming Euro NCAP rules will likely accelerate this shift, encouraging carmakers to reintroduce physical controls where they are most needed. For consumers, this is a welcome development. Cars should be designed for intuitive, safe operation — not just for a sleek, futuristic look. In the coming years, we may see automakers experimenting with hybrid approaches, integrating physical buttons for essential functions while maintaining digital interfaces for infotainment and navigation. Some brands may even use haptic feedback or contextual controls that dynamically adjust based on driving conditions. As safety standards evolve, drivers may once again find themselves using familiar knobs and buttons instead of fumbling through endless digital menus. And in the end, that could save lives. Love reading Autoblog? 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Yahoo
29-01-2025
- Automotive
- Yahoo
VW ID.7 EV Sedan Canceled for Good, At Least for Americans
The indefinitely-delayed-for-the-U.S. Volkswagen ID.7 sedan has just transitioned into the officially-canceled-for-the-U.S. ID.7 sedan. News of the swept-back electric car's axed plans to come to America was initially broke by The Car Guide, and a VW spokesperson then confirmed it to Road & Track. 'Due to the ongoing challenging EV climate, Volkswagen has decided to no longer offer the ID.7 to the North American market,' VW's statement reads. The ID.7 was originally slated to go on sale in the U.S. at some point in 2024, but VW announced an indefinite delay in May of last year. There was no targeted on-sale date provided last year, which makes its complete cancellation less surprising now. Volkswagen cites the tough market for EVs in its statement, but goes on to suggest it's not shrinking away from electric cars entirely. 'Despite this, electric vehicles continue to be a core part of Volkswagen's long-term product strategy, and new electric models will continue to be introduced for this market. We are encouraged by the enthusiastic reception of the ID. Buzz that was introduced late last year, and the strong ID.4 sales in January to date,' the statement concludes. The ID.7 would've bolstered VW's sedan lineup in the U.S. — a lineip that currently only consists of the Jetta and Jetta GLI, with the liftback Arteon having exited stage left a couple of years ago and the Passat just shortly before it. If you want a big VW, the only choice is an SUV or the electric ID. Buzz nowadays. It's too bad we'll never experience the big electric sedan here — doubly so for its GTX performance variant available in Europe, and triply so because there's even a wagon version called the ID.7 Tourer on sale across the Atlantic. Sadly, the ID.7 is slated to be another Volkswagen product that'll never see the light of day in North America. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
