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Expect the usual round of off-road upgrades: a raised suspension for added ground clearance, chunkier all-terrain tires, and, as hinted in the teaser, some new copper-colored exterior accents to pair with the generous spread of plastic body cladding. by John Halas ). Full-width LED taillights and oversized roof rails round out the design.
Functions are split across toggles, haptic buttons, steering wheel controls, and the screen, which isn’t necessarily a problem – but the spread isn’t intuitive. It’s one of the more spacious boots in the segment, and 1467L of cargo room is available with the rear seats folded down.
Buzz Cargo is expected to join the category in late 2024 or early 2025, but it is expected to cost close to, or in excess of, $100,000. cubic metres of cargo volume respectively. It’s a clever feature that we hope to see spread to Ford passenger cars, not just vans.
The boot is huge, with a claimed 854-litre capacity spread across the roomy main cargo area, an under-floor area big enough for a carry-on suitcase, and large compartments on each side for smaller items – plus another 117L under the bonnet. While it aids handling, the suspension can be firm over potholed city streets.
Rear passengers are also able to spread out, as the middle seat is only suitable for very small children due to a high transmission tunnel. More cargo room is accessible via the 60/40 folding rear bench, although that doesn’t make it any less difficult to fit objects through the boot opening.
The cargo zone features rubber floor lining, six tie-down hooks, and LED lighting for those who have to work in the wee hours or in darker loading zones. Now, let’s talk about the usability of the cargo zone. Fourth, you can’t option it with a driver’s-side sliding door, despite there being provisions for such in the cargo area.
There are more leather-like materials spread around the cabin – including some on the sides of the centre console, where your knees rest – and the bezels around the screens aren’t as obvious as they were before. The only major components carried over from the petrol Omoda 5 are the seats. The changes pay off in the real world.
While basically it’s a cargo area spreading the width of the truck, set behind the rear seats and in front of the truck bed, it’s fitting for numerous purposes. The hood opens either by pressing the button beneath the front lip, revealing a decent amount of cargo space in the “frunk”. Want to close the hood?
Service intervals are spread every 12 months or 15,000km, whichever comes first. On a winding road there is still a fair amount of body roll, despite the sportier suspension over city bumps, but the Swift feels light on its feet and keen to turn into bends. Should I buy a Suzuki Swift?
Cargo volume is quoted at 477 litres “to rear package tray” with all seats up, expanding to 1726 litres “to ceiling with underfloor storage space” with the rear seats folded. Remote levers to drop the rear seats feature in the cargo area. Bottle holders in the doors round out the notable practicality features.
The bi-LED headlights of the updated model throw a good spread of low-beam light, though I did think the high beam was a little weak, especially for scouting further ahead for wildlife on rural roads. You’ll need to account for the weight of accessories, passengers, and cargo in that figure if you plan to fully exploit it, of course.
That number, of course, is spread across the 90 three-door, the 110 five-door, and the most recent arrival, the extended Defender 130 Across all grades the powertrain offering has changed over the few years since its introduction, with adjustments to the combustion model lines a constant consideration for consumers.
The boot is huge, with a claimed 854-litre capacity spread across the roomy main cargo area, an under-floor area big enough for a carry-on suitcase, and large compartments on each side for smaller items – plus another 117L under the bonnet. The second row folds away in 60:40-split fashion freeing up cargo space.
They’re comfortable and supportive, with plenty of room to spread out given the ample space available to rear passengers. There’s room to store the cargo blind under the boot floor, and shopping bags can be hung from hooks built into the walls. Interior materials aren’t necessarily any better or worse, just different.
In order to give it the widest appeal possible, the CX-30 comes in a broad spread of 10 different variants, with a choice of two engines, plus front- or all-wheel drive. There’s no hidden under-floor storage and no bag hooks, but there are tie-down points to secure cargo. Under the boot floor is a space-saver spare wheel.
With a wide spread of variants and almost limitless choices for optional extras and genuine accessories, owners will be able to customise their vehicle to suit their exact needs. I kept bumping my toes on it as I wanted to stretch out more. The suspension can also wallow bit over high-speed bumps, and there’s plenty of body roll.
There’s some gloss black trim, like seemingly every car in 2024, but it’s used sparingly with metallic trim spread more extensively on the centre console and to accent the dash. It doesn’t clomp over bumps, but there’s just a bit too much bob and float – particularly for something with an F Sport badge.
There’s no power outlet at the back either, and a cargo lid hard or tonneau style is an optional extra. Along with efficiency improvements, the hybrid offers a power bump over non-hybrid variants sold in the USA.
Third-row seats get dual cupholders on each side, and air vents in at each side, although these are in prime position to be damaged by cargo with the third row folded. With all rows of seats in place, the CX-80 offers 258 litres of cargo space, just enough to pile a complement of school bags or a row of grocery bags. The next steps.
One omission: there is no power tailgate, so shorter owners may have difficulty shutting the cargo area. Over 90,000km – spread out over up to six years for the South Korean twins, and three years for the Ford – maintenance costs amount to $2205 for the Tourneo, $2854 for the Staria and $3696 for the Carnival.
The omission of a middle seat also affords each rear passenger the ability to spread out and get comfortable. With all four seats in use, the boot offers a claimed 280L of cargo capacity not terrible by any means. Even with the rear seats in their forwardmost position, there’s ample room for children and adults alike.
When closing, the doors stop dead if they detect an impact – you’ll feel the bump, but won’t be left mangled or crushed. Because it lives in a dedicated compartment above the boot, you don’t need to make sure there’s a cargo barrier in place, and boot space isn’t impacted by the roof position.
Indeed, MG will launch a new-generation HS this year which should see a significant bump in sales for the model range. There’s some faux carbon-fibre trim spread sparingly around the cabin, but it too is of a higher quality than you might see across other makes and models – some costing plenty more than the Tiggo 7 Pro, too.
Other important functions (climate control, drive modes and audio controls) are spread across physical buttons and dials on the centre stack another example of the Q5’s user-friendly nature. Particularly nasty bumps and potholes occasionally make themselves known in the cabin, but ride comfort is never a point of concern.
With cargo space, versatility and plenty of luxury features, today's pick-up trucks have become great, tax-efficient alternatives. Those who do need to transport heavier cargo might also be pleased to find out that its carrying capacity exceeds that of most of its competitors. It’s a lot more interesting than you might think.
It’s all intended to give passengers in the second row as much space as possible, which may be a strength for families that want the room to spread out. Additionally, there’s a light on the left-hand side and a selection of cargo hooks. It’s not unbearable, but we’d stop short of calling it plush.
If I had one complaint about the second row seating arrangement, it’s a lack of toe room that makes it tricky to properly spread out. The second row of the V-Class doesn’t offer much from a storage perspective, either, with skinny door bins and a pair of cargo nets. And amenities are hard to come by.
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