We begin a 40,000-mile shakedown of Honda's first electrified crossover to see if the powertrain scales up into the brand's bestselling vehicle.

Introduction

We invited a 2021 Honda CR-V to join our long-term fleet so we could spend some quality time (and 40,000 miles) with Honda's bestseller and the fifth-bestselling vehicle in the United States. We chose the hybrid because it's new to the lineup and because we liked the 212-hp fuel-sipping powertrain in the Accord. In the CR-V, the system boosts fuel economy and performance, making it the choice for buyers who want efficiency and power. Those customers will have to shell out for it, though, given the CR-V Hybrid sits at the top of the range. In addition to shaking down the powertrain and seeing if it can deliver the promised fuel economy, we're hoping this compact crossover—the brand's first with hybrid power to make it to the U.S.—will give us a glimpse at the future of Honda, which will soon phase out gas-only powertrains in Europe.

We ordered a top-of-the-line Touring model loaded with just about everything: leather seats (heated up front), navigation, wireless phone charging, Android Auto and Apple CarPlay integration, a nine-speaker audio system, a liftgate that opens when you wave your foot under the bumper, proximity key entry, remote start, the Honda Sensing suite of driver-assistance features, and more. Our $37,920 example has but one option: white paint for $395. Perhaps it's because all of southeast Michigan is currently covered in two feet of snow or because half the vehicles in the grocery-store parking lot are also painted in America's favorite automotive hue (and shaped like tall boxes), but the CR-V blends in a little too well with its surroundings. We wouldn't call the color choice regrettable but maybe a bit forgettable.

Inside, Honda's inoffensive design, easy-to-use 7.0-inch touchscreen, and highly adjustable center console should satisfy most shoppers in this class if not the nit-pickiest staffers on our masthead. Hybrid versions differ from regular CR-Vs in a few subtle ways. A unitless battery gauge replaces the tachometer in the digital instrument cluster and tells you vaguely how much juice you're using at any given moment. Honda also opted for a push-button transmission instead of the chunky gear lever used in the core model. Staff reaction to push-button shifters is mixed, but the setup at least makes for a tidy, unobtrusive center console. In the same way a light color creates the illusion that a room is larger than it is, the Ivory surfaces in our CR-V make the cabin appear adequately spacious, which, granted, it is, offering 103 cubic feet of passenger volume. Provided that light-beige leather can withstand the dye in our Levis, the simplicity of this interior all but ensures it will age well.

A couple of hybrid caveats to note: Choosing this powertrain nullifies the nonhybrid CR-V's 1500-pound tow rating, so technical editor David Beard will have to look elsewhere when he wants to tow his snowmobile. Which is just as well, considering the cargo hold probably wouldn't fit all of his gear. The gas-electric CR-V sacrifices six cubic feet of cargo space (and its spare tire) to the battery. The upside is that, compared with a regular all-wheel-drive CR-V, you gain 9 mpg in combined driving by the EPA's yardstick. That said, if you drive like we do, you can expect much worse results: We're currently averaging a mere 27 mpg.

The Honda's road manners are in line with the amiable-but-boring norm of the segment. Its smooth ride and secure handling are immediately apparent, but there's nothing here that'll make an enthusiast grin—unless of course you're reading its VIN, which by dumb luck contains a bit of bathroom humor. Floor the accelerator and the powertrain fills the cabin with 75 decibels of sound. That's quieter than the regular CR-V's 78-decibel moan at full throttle.

Due to COVID-19 restrictions, we haven't had as many butts in these seats as we'd like, but after soft-shoeing it through the break-in period, we sent the Honda to the test track. The hybrid's drive motor can contribute 232 pound-feet of torque from the get-go, which helps this ute reach 60 mph a tenth of a second quicker than the unelectrified model, but the latter catches up by 70 mph and pips the hybrid at the quarter-mile, 15.9 seconds to 16.1. Our long-termer also lagged behind the regular CR-V in braking (170 feet versus 165) and roadholding (0.80 g versus 0.85). Given both cars wear identical Continental CrossContact LX Sport tires, we suspect the hybrid's extra 190 pounds are primarily to blame. Fortunately, in the real world, this CR-V seems more athletic than the gas-only version, and its quicker 5-to-60-mph time bears that out. As we put more miles on the odometer, we hope to see some of these numbers improve—particularly the observed fuel economy.

Months in Fleet: 2 months Current Mileage: 5131 miles
Average Fuel Economy: 27 mpg
Fuel Tank Size: 14.0 gal Observed Fuel Range: 370 miles
Service: $0 Normal Wear: $0 Repair: $0
Damage and Destruction: $0

caranddriver.com

Peugeot is one of the oldest active car brands, which since 1850 has been adorned with a coat of arms decorated with a lava head. Now the French brand has introduced the eleventh evolution of its logo.

After a complete redesign of its vehicles over the past 10 years, Peugoet has also redesigned its logo. The new modern and elegant coat of arms was created by Peugeot Design Lab, the global design studio of this brand.

In early 2021, with the launch of the range that will introduce the new Peugoet 308 with new websites and the establishment of the Stellantis groups with Fiat-Chrysler, the stars have aligned.

During the year of business, Peugoet has experienced all the revolutions: industrial, technological, political, social, digital and, now, the environmental revolution - energy transition and carbon dioxide-free mobility in the brand's central strategy for a sustainable future.

In the last 10 years, the entire range has undergone a reversal. And this is what has been achieved: "International Van of the Year" with Peugeot e-Expert 2021 and Partner 2019 and three "Cars of the Year" (Peugeot 308, chosen in 2014, Peugeot 3008, chosen in 2017 and Peugeot 208, selected 2020). And above all, an electrified range for both passenger and light commercial vehicles.

The new logo represents what Peugeot meant yesterday, what it means today and what it will mean tomorrow.

It is synonymous with prestige, self-confidence, longevity and lineage. With it and its new visual identities, Peugeot joins history and hypermodernity. With this coat of arms, the Peugeot brand sets out to conquer new countries, accelerate international growth, perform French style and knowledge, as well as French elegance.

Volkswagen Commercial Vehicles has also officially confirmed that it will also offer an autonomous version of the future electric model ID. Buzz.

The German manufacturer has not announced many details so far, and among other things, it was announced that this vehicle will appear in 2025 and that it will have the technology developed by Argo AI.

A drawing of the vehicle was also published, which reveals LIDAR sensors on the roof, front bumper and sides.

The car will primarily be used to transport passengers in urban areas, while more details are yet to come.

As for the standard ID. Buzz model, its promotion is expected during 2022.

The mild-hybrid Skoda Octavia e-TEC offers a cheaper way to electrification

Verdict
The Octavia e-TEC is a fine first effort at mild-hybrid propulsion from Skoda. It drives smoothly, while the ride, refinement and practicality make a strong supporting case to the impressive efficiency on offer given the price. In SE Tech trim the Octavia Estate e-TEC is a versatile and affordable choice for those looking to explore what electrification can offer.

If you’re dead against diesel and still find the price of a plug-in hybrid hard to swallow, then mild-hybrid tech can be a more affordable way into an impressively efficient model – and the Skoda Octavia 1.0 TSI e-TEC proves this fact resolutely.

The e-TEC tag highlights that the Octavia, tested here in Estate form, is powered by a 1.0-litre three-cylinder turbocharged petrol engine with a belt-driven starter-generator as part of the car’s 48-volt electrical system.

It charges a small 0.6kWh lithium-ion battery when slowing down or lifting off the throttle, allowing engine-off coasting, which it’s surprisingly keen to do. It can also provide a boost of torque (up to 50Nm) to help performance when pulling away.

You simply don’t notice it working though, such is the system’s impressive calibration. Given that this is Skoda’s first mild-hybrid model, it’s a great effort. Total output is 108bhp and 200Nm of torque, enough for a 0-62mph time of 10.6 seconds. But that’s not important. It never feels quick, but it also never feels slow or particularly underpowered, despite the Estate’s weight.

Performance is adequate because the combustion engine’s torque is delivered low down, helped by the turbo’s variable-vane geometry, plus the small electric boost.

Refinement is excellent because the three-cylinder unit is so quiet under light loads when cruising that you rarely notice the engine cutting out. The needle on the digital rev counter falling to zero is the main hint.

Touch the throttle and the petrol engine fires back up quickly and smoothly (a benefit of the mild-hybrid technology and its starter-generator system), while the DSG dual-clutch gearbox handles changes with similar finesse, even if it is a little jerkier at low speed, losing some drivability compared with the best automatics.

The beauty of this set-up is claimed efficiency of 54.3mpg and CO2 emissions as low as 118g/km, yet in fleet-focused SE Technology trim the newcomer costs from just £24,505 – that’s £7,680 less than an Octavia Estate iV plug-in hybrid in the same specification.

You get the same level of equipment, but due to the need to package the iV’s bigger battery there’s 150 litres more room in the e-TEC’s boot (its battery is located under the front passenger seat), at a total of 640 litres. This has long been an Octavia Estate strong point, and it’s no different here, with a simply cavernous load bay that opens out to 1,700 litres, while a pair of levers in the boot means you can flip the seat backs down at the touch of a button.

SE Technology is a solid blend of kit and cost, with LED headlights, Skoda’s Front Assist system with collision warning and autonomous braking, a 10-inch touchscreen infotainment set-up with sat-nav, Android Auto and wireless Apple CarPlay, a 10.25-inch digital dash panel, all-round parking sensors, dual-zone climate control, and 16-inch alloy wheels all fitted as standard.

Those rims help deliver a nice level of comfort and the Estate rides with composure but plenty of compliance. Combined with the quiet powertrain, it’s a very refined car.

It’s a bit bland and boring inside, despite the new fourth-generation Octavia’s smarter cabin design, while the lack of personality isn’t helped by our car’s metallic grey paint, but then this is a pragmatic choice and it fulfils that brief completely.

Remember that while it’s more affordable, despite the ‘hybrid’ tag associated with the e-TEC name, as a mild-hybrid it can’t run solely on electric power; its battery isn’t big enough for that and the belt starter-generator isn’t strong enough to support it. It means that if you’re after a heavily electrified model to lower your running costs (especially if you mostly travel short distances that could be covered on electricity alone) then the Octavia iV will be a better choice, with fuel efficiency claims of up to 282.5mpg and CO2 emissions as low as 23g/km.

As with any PHEV, take these figures with a pinch of salt, because if you don’t plug in at every opportunity when the battery is depleted, you’ll be carrying around that extra weight but not reaping the benefit.

If as a result your circumstances still don’t work with a plug-in though, this mild-hybrid model is yet another great Skoda.

autoexpress.co.uk

When it comes to driving, even the most experienced among us sometimes relax, lose concentration and do things that should by no means be done while driving. Talking on a cell phone, enjoying food while driving, or looking for a CD in the glove compartment can cost you the best time to repair a bent sheet metal, but the consequences can be much worse. But still, today we will not talk about it, today we will return to the basics of driving that many of us have forgotten, and by returning to those basics we have come to five ways by which each of us can become a better driver.

1. Always think in a way that everyone around you is incompetent idiots

Okay, maybe they’re not, maybe they’re basically quite good drivers, but regardless, until you’re convinced otherwise, think of them as careless idiots who have no idea about driving. This will help you to always be vigilant, drive in a more defensive style and anticipate some of the situations that could happen in the next moments. Even when passing a crossroads at a green light, always watch out for a potential “kamikaze” that could go through a red light, as well as sudden lane changes when driving on the highway. Strange as it may sound, this is perhaps the best advice on how to become a better driver.

2. Open your eyes

Be aware of the surroundings, cyclists, other vehicles around you or children playing along the road at all times. It is not only important to follow what is happening in front of you, but also the vehicles coming from your side or from behind. Don’t focus only on the vehicle in front of you, because traffic also takes place in front of it, and by observing the situations happening in front of you, you can prepare in advance for certain dangers. In addition, it is important to always follow the signs and warnings, which can sometimes be difficult for inexperienced drivers to comply with, but with time and a sufficient number of kilometers "in the legs", these things will become the most natural thing.

3. Always keep sufficient distance between vehicles

If you notice a potential danger in front of you, stop in time, which will leave you more time and space to stop safely, but also give the vehicles behind you enough time and space to stop safely. While driving, it is important to maintain a sufficient distance between your vehicle and the vehicle in front at all times, and it is important to keep in mind that as road conditions worsen, the safety distance between vehicles should be increased.

4. Exercise in "controlled" conditions

The worst thing is that driving schools do not prepare us for many situations that could befall us on the road, but that does not mean that you cannot prepare for some of them yourself. The snow-covered parking lot is an ideal place to learn slippery driving techniques and ways to regain control of an out-of-control vehicle. In addition, such learning is also quite fun, but watch out for curbs, light poles and cars whose owners have come to have fun in a slightly different way. Another option is to attend a safe driving school, but you will have to set aside a certain amount of money for that.

5. Never drive tired

If you ever notice that you are starting to get tired, we recommend that you immediately step aside and rest, because it is always better to be late than to get off the road somewhere. The problem is that tired drivers find it difficult to concentrate on driving, they follow the environment less, and the reaction times themselves are significantly extended. An additional problem is that many in these situations are even more in a hurry to reach their desired destination, so the consequences of flying out are often very severe.

"The Land Rover Defender has returned with an incredible repertoire of talents, including a strong range of plug-in hybrid, petrol and diesel engines"

This is the all-new Land Rover Defender, the long-awaited, much-hyped replacement for Britain's most famous SUV. It returns some four years after production of its predecessor stopped, and manages to be both similar and yet significantly different.

Its design clearly pays tribute to the original ‘Landie’, albeit in original new ways, and Land Rover still claims it's the best off-roader you can walk into a showroom and buy. However, its advanced technology, improved performance, luxury and safety kit mean the Defender has been parachuted into the 21st Century.

We'll let you decide whether its design is a success, but it certainly looks appropriately chunky, and details like its front and rear lights are impressively intricate. There are plenty of personalisation options too. It may be that you love the basic Defender with steel wheels, but hate the range-topper with gargantuan alloys, or vice versa. Similarly you may prefer the looks of the three-door Defender 90 or longer five-door 110, and there’s an even lengthier 130 also in the pipeline.

Inside, the Defender has a rugged, industrial aesthetic, characterised by exposed bolt heads, metal surfaces and an exposed magnesium crossmember that forms part of the car’s structure. It's also unique thanks to an optional jump seat between the front occupants that can make the 90 or 110 a six-seater. A third row of seats is also available for the 110.

Passengers are treated to the latest in-car entertainment and connectivity, with Land Rover's Pivi Pro system using two modems to ensure it can be wirelessly updated, even while being used for media, navigation or traffic updates.

At launch, a pair of four-cylinder 2.0-litre diesel engines with 197 or 237bhp were available, badged D200 and D240 respectively. These have now been replaced by a pair of 3.0-litre six-cylinder engines with mild-hybrid electrical assistance. In base D200 trim, this engine produces 197bhp, which increases to 247bhp in mid-range D250 spec and 296bhp in the range-topping D300 version.

The entry-level P300 petrol is unchanged with a 2.0-litre four-cylinder engine producing 296bhp. For those wanting more power, a 394bhp 3.0-litre straight-six petrol P400 mild hybrid is also available in the top X trim, but a starting price of £81,000 means it probably won't be a common sight on UK roads.

A P400e plug-in hybrid was introduced as part of the 2021 revisions and is the first PHEV powertrain in the history of the Defender. This model combines a 2.0-litre four-cylinder petrol engine, an electric motor and a battery pack, and is the most powerful Defender available, producing 398bhp.

The PHEV version is the fastest Defender until Jaguar’s Special Vehicle Operations division creates a high-performance V8 model, which is expected later this year. The entry-level diesel costs from £45,000 and every version has an eight-speed automatic gearbox, low-range gears and four-wheel drive.

The D240 diesel is capable of getting the Defender from 0-60mph in a respectable 8.6 seconds, but it's the way the Land Rover feels to drive that's most surprising. The steering is direct and responsive, tucking the nose into corners with little hesitation and while there's some body roll, this suits the Defender's character. This is a Defender that's sporty and enjoyable to drive along a twisty road, thanks to the chameleon-like nature of its adaptive air suspension.

Off road, the same setup can extend, providing enough articulation to see the Defender crawl over almost any obstacle and wade through almost a metre of water. It's almost unstoppable off-road, and surprisingly comfortable while tackling the very roughest terrain. It can also tow up to 3,500kg and carry an unbelievable 300kg on its roof.

The Defender has always been innovative, and the latest version is one of the most intelligent cars we've ever tested. It may be rather uneconomical - at least until the plug-in arrives - but it makes up for this with impressive on and off-road manners, and an incredibly well considered design for demanding buyers, their passengers and all their gear.

Land Rover Defender SUV - MPG, running costs & CO2

Defender buyers will be able to choose between diesel, petrol and mild-hybrid power, depending on what suits their needs and driving habits the best. Sadly, none provide especially low running costs.

Land Rover clearly prioritised performance, versatility and rugged looks over fuel-efficiency - just as they did with the original. Even the most economical version of the new Defender just manages to tip over 30mpg, while (WLTP) CO2 figures north of 230g/km mean company-car drivers will face a hefty Benefit-in-Kind bill.

Unlike the original Landie, which had the same commercial status as a van or pickup, the new standard versions of the Defender 90 and 110 are classed as private vehicles, with the van-like 90 and 110 Hard Top the only versions to be classed as commercial vehicles. A plug-in hybrid is now available, and we expect a range-topping V8 model to arrive in due course - details of the latter have yet to be confirmed.

The Defender was launched with two diesel 'Ingenium' 2.0-litre turbo engines badged D200 and D240, returning up to 32.2mpg in the 90 and 31.7mpg in the Defender 110. CO2 emissions span from 230-253g/km (WLTP).

These have been replaced for 2021, with a new 3.0-litre straight-six diesel engine boasting mild-hybrid tech. The D200 version of this engine can manage around 32mpg, a figure which is closely matched by the more powerful D250 and D300 models. All three engines emit 231-233g/km of CO2.

The 2.0-litre turbo petrol P300 can manage around 24mpg with emissions of over 260g/km, the same ballpark figures as the 3.0-litre P400 mild hybrid. Thanks to its 19.2kWh battery pack, the P400e plug-in hybrid can manage up to 27 miles on electricity alone, giving it official figures of 85.3mpg and CO2 emissions of 74g/km. This should make it the cheapest Defender to run by some margin and the only one that should be on company-car shopping lists. It also just qualifies for free entry into the London Congestion Charge zone, sneaking under the current threshold by 1g/km.

The battery can be charged at home using a 7.2kW wallbox, taking it from 0-80% in two hours. It will also be possible to use a 50kW rapid-charger (using the supplied cable), for an 80% charge in 30 minutes.

Insurance groups
Insurance groups for pricey, complex SUVs tend to be a bit higher than for normal cars. That's certainly the case here, because even the entry-level D200 sits in group 31 out of 50, while the D240 First Edition sits in group 38. That's the same rating as the P300 petrol receives in SE trim, while the P400 X is in group 44.

Warranty
Land Rover provides a three-year/unlimited-mileage warranty with its new models, which matches BMW and Mercedes. It's not as generous as some brands, though; the Kia Sorento comes with a seven-year warranty as standard.

Servicing
Land Rover offers servicing plans that can help spread the cost of maintenance, so they're worth exploring with the dealership. It's also worth noting that diesel engines require AdBlue top-ups every so often.

 Land Rover Defender SUV - Engines, drive & performance

The Land Rover Defender has a wider range of talents than almost any other vehicle on sale

It might be one of the most loved models of all time, but one thing the Defender was never famous for was its everyday performance. Enough low-down grunt to get up steep bank and tow a trailer, yes, but not straight-line speed away from the lights.

With a more advanced powertrain, the new Defender has a far broader set of talents. Its advanced adaptive four-wheel drive and air suspension (on top trims) ensures it's still capable of traversing the world's most inhospitable terrain, but it can also tear from 0-62mph in as little as six seconds.

Just as impressive as its on-paper statistics, there's the fact it's simply fun to drive as well. Many have questioned whether the new Defender would tread on the toes of the Discovery, but from behind the wheel it instantly has a character of its own. Its steering is more alert and faster to react, while the Defender's air suspension is firmer and there's more feedback flowing back through your fingertips and the seat as you drive.

Attack a British road, and the Defender is instantly enjoyable and feels surprisingly sporty, digging its front tyres into the road. It's remarkably composed too; the fact the body leans slightly through faster corners and the nose lifts under acceleration only seems to add to its character.

Yet, the same suspension can transform to scale ruts, wade through deep water and absorb torturous bumps. Every Defender is fitted with an eight-speed automatic gearbox that also has low-range ratios designed for off-road driving and towing. At Eastnor Castle's off-road experience centre, sections have been opened up for the first time in a decade to test the Defender's extreme capabilities. A set of tortuous undulating water-filled pits is a particular challenge, and just when you think the Defender is about to get stuck, its Terrain Response 2 software modulates power to the wheels to find just enough traction to drag it out the other side.

Designed around Land Rover's new D7x platform that's incredibly stiff - and has been subjected to years of rigorous testing during its development - the Defender has approach and departure angles of 38 and 40 degrees respectively, along with a 900mm wading depth. It can tackle 45-degree side slopes and inclines, and its Terrain Response 2 system can be used to adjust the chassis and differentials manually or simply be left in Auto, where it recognises the surface you're driving on.

The Defender launched with two versions of the 2.0-litre 'Ingenium' diesel engine, badged D200 and D240, with the same 430Nm of torque but 197 and 237bhp respectively. Both get an automatic gearbox and permanent four-wheel drive as standard, and cover the 0-60mph dash in 9.9 seconds and 8.7 seconds.

Early impressions are that it's the best use of the engine yet, and we especially like how Land Rover has altered its sound. This has been done by augmenting engine noise using the car's audio system, with the resulting background noise more like a rumble than a high-pitched diesel growl. A sensitive throttle pedal means the D240 engine also feels impressively responsive.

Land Rover is already replacing them with larger 3.0-litre straight-six diesel engines equipped with mild-hybrid hardware. These are badged D200 (with 197bhp), D250 serving up 247bhp and D300 with 296bhp. Acceleration from 0-62mph takes 10.2, 8.3 and 6.7 seconds respectively.

Petrol engines
Unlike the previous iteration of Defender, buyers can choose between two petrol engines, badged P300 and P400. The smaller 2.0-litre turbo gets 296bhp, propelling the car from 0-60mph in 7.6 seconds, while the 3.0-litre straight-six P400 has 395bhp and gets to 60mph in six seconds.

The P400 is also fitted with 48-volt mild-hybrid electrical assistance, designed to harvest the energy normally wasted under deceleration and store it in a small lithium-ion battery. This can be used to bolster the engine's torque under acceleration and provide stop and start more of the time when waiting in traffic.

It's the most fun version to drive, for now, with a tuneful sound from its six-cylinder petrol and impressive acceleration. Interestingly, there are no steering wheel-mounted paddles for the automatic gearbox, as engineers don't feel they fit the Defender ethos, but you can nudge the gearstick to shift manually. The engine and steeringing again feel surprisingly willing for a big, heavy SUV.

Plug-in hybrid engines
The Defender P400e plug-in hybrid uses a 2.0-litre petrol engine, electric motor and a 19.2kWh lithium-ion battery. With a combined 398bhp, it's the fastest Defender available until an anticipated performance model arrives with a V8 engine, getting from 0-62mph in 5.6 seconds. Unfortunately, the P400e is limited to the Defender 110 model. Air suspension and 20-inch alloy wheels come as standard.

 Land Rover Defender SUV - Interior & comfort

Former Defender owners won't recognise the level of luxury and comfort on offer

The Defender's interior is like nothing else on the market today, combining retro nods to the original like exposed screw heads and bare metallic surfaces, along with the debut of new technology for the entire Land Rover brand.

As you'd hope, there are also innovations, such as a system that uses real-time camera feeds to offer a view of the obstacles immediately ahead without the nose of the car getting in the way. ClearSight can also be used to provide an uninterrupted rear-view mirror, even if the Defender is loaded with passengers and luggage or the rear window is caked in mud.

Fans of industrial design will adore touches like the powder-coated aluminium surfaces and magnesium bulkhead, the latter being a functional part of the Defender's body structure. It's undeniably tough-looking, and its extreme off-road capabilities are reinforced by the quantity and sturdiness of grab handles for passengers to cling onto. The flat, horizontal shapes are clearly a nod to its predecessors, as is the jutting centre console with a stubby gearlever and oversized switchgear.

But it's not completely retro; there's a modern aesthetic not unlike the design of the latest Apple Mac Pro. The 10-inch Pivo Pro infotainment system is all new, using dual-eSIM modems that can receive over-the-air software updates and provide media and navigation without interruptions. An auxiliary battery also means it can work in the background even when the Defender is parked up, and resume more quickly. It also supports a mobile app that can be used to interact with the Defender and set the climate control remotely.

Equipment
Land Rover certainly hasn't held back when it comes to offering a wealth of trim levels and customisation options to customers. Even the trim levels are somewhat overwhelming, with Defender, S, SE, HSE, First Edition and X all offered, along with a myriad of options that even extend to what sort of roof you'd prefer.

The standard 110 model comes fitted with rather appealing 18-inch gloss white steel wheels, LED headlights, heated front seats, the 10-inch Pivi Pro system, surround cameras, cruise control and air suspension. S adds 19-inch alloy wheels, leather upholstery and digital instruments, while SE upgrades the headlights with a 'signature' look for the daytime running lights, along with keyless entry, 20-inch wheels and ISOFIX for the front passenger seat. It also adds some key features like a 10-speaker stereo, electric steering column and ClearSight rear-view mirror.

HSE increases the luxury further with a folding fabric roof (Defender 90 only, with a sliding panoramic roof for the 110), Matrix LED headlights, extended leather interior and a heated steering wheel. The range-topping X gets a black roof and bonnet, black exterior trim, orange brake calipers, front skid plate and tinted rear lights. It also has more off-road hardware, but you wouldn't know it inside thanks to Walnut veneer, heated rear seats and a 14-speaker stereo. It's also only available with the most powerful D300 and P400 engines.

Options
It's hard to know where to start with the Defender's options, but rest assured its packs and accessories cover every eventuality, from a tow bar to a ramp that makes it easier for your dog to clamber into the boot.

A good kicking off point is the curated equipment packs called Explorer, Adventure, Country and Urban. Explorer adds the famous snorkel air intake, a roof rack, waterproof side-mounted gear carriers, a matte black front badge and items like mud flaps and a cover for the spare wheel.

The Adventure pack includes an on-board pressure washer (with a 6.5-litre tank) designed for rinsing off boots and outdoor sports gear, scuff plates, mud flaps, and an integrated air compressor. There’s a similar roster of add-ons in the Country pack. In contrast, the Urban pack adds metal pedals to the interior, while rear bumper scuff plates, a spare wheel cover and front skid plate protect the exterior.

 Land Rover Defender SUV - Practicality & boot space

Configured wisely, the Land Rover Defender offers serious load-lugging abilities

Like the rest of the Defender's attributes, the practicality on offer is also highly flexible and customisable. The biggest decision facing buyers will be whether to go for the five-door 110 model, or the three-door 90. An even larger Defender 130 with eight seats is also expected to arrive later on.

Land Rover Defender interior space & storage

Choose the three-door 90 and the Defender can still carry up to six people. That's thanks to a unique jump seat between the front seats, made possible by the dashboard-mounted gearlever. It's big enough for kids, and when the optional middle seat isn't in use, folding it forwards transforms it into a large central armrest and cubby. The biggest sticking point is the lack of rear doors because anyone getting in the back has to climb rather high to negotiate the front seats.

The 110 is also offered in a 5+2 layout, which is Land Rover speak for adding two smaller seats in the boot. These are best suited to kids but adults may also be able to travel for shorter hops in a pinch.

There are also handy features like USB or 12-volt power sockets for charging portable devices, a backpack that secures to the rear seat and 'click and go' system for middle-row passengers to attach tablets, bags, laptops and jackets. Then there are innovations like the side mounted 'Gear Carriers' that are 24-litre lockable and waterproof containers that mount on the Defender's rear window pillars in a similar fashion to motorcycle saddle bags.

The five-seat Defender 110 has 1,075 litres of cargo space behind the seats, expanding to a massive 2,300 litres when the seats are folded down. A rubberised floor is designed to shrug off spills and be brushed or wiped clean. The Defender 90 is notably less spacious, with a shallow 397-litre boot that's smaller than a Honda Civic's.

It's worth noting that the Defender has a traditional side-hinged tailgate, not a hatchback like most of the SUVs currently on sale. This can be fairly heavy (it also carries a full-size spare wheel) and will require some room behind the vehicle to open fully. However, it does open on the correct side for UK roads, with the opening towards the kerb, and is a characterful nod towards its predecessor.

Towing
Defenders have long been used for towing, and the latest version is seriously capable. It can pull a 3,500kg braked trailer, and the Defender itself has a maximum payload of 900kg. It can also accept a static load on its roof of up to 300kg.

carbayer.co.uk

The well-known vehicle of the American company Jeep "Cherokee", which has been produced for almost 50 years, could soon change its name, since the leader of the American Indian tribe of the same name estimated that the time had come for companies and sports teams in the USA to stop using their name.

Cherokee leader Chuck Hoskins said that he does not tolerate the use of the name "Cherokee", he said that last night he was the spokesman of the tribe for AFP.

Hoskins expressed his position through a video conference on January 29 to the parent company of Jeep, the group Stelantis.

"I think the time has come in this country for companies and sports teams to withdraw the names, images and mascots of American Indians with their products, T-shirts and teams," the Cherokee leader said in a statement published Jan. 14 in the American car magazine Car and Driver. “.

He said that he was sure that it was well-intentioned, but that he no longer does them the honor of seeing his name on a car.

The Jeep company introduced the model of the off-road vehicle "Cherokee" in 1974, after which several models followed.

"The best way to honor us is to learn more about our government, our role in this country, our history, culture, language and to have a constructive dialogue with the tribes recognized by the federal government and their culture," Chuck Hoskins said. .

Under pressure, the American football team and the basketball team from Washington recently changed their name to the American Indians, the Redskins, that is, the Indians.