The 308 is a light car, though, with the 1.5 BlueHDi 130 Active model weighing in at just 1,204kg. A few years ago, this is the kind of figure we would have associated with a supermini, and shows the lightweight efficiencies of the new PSA Peugeot-Citroen EMP2 platform that the 308 uses.

The styling does make it hard to take full advantage of the car’s slightly more compact size, though: the back window is narrow and the C-pillars thick, and both compromise rear visibility.

Leg room, head room & passenger space

The Peugeot is rather disappointing for passengers in the rear, as a result of its short length and focus on maximising boot space. The rear doors are big enough, but there could be more space between the front and rear seats; climbing aboard can be a bit tricky. Foot space isn’t great, either, and the low-set rear bench only adds to the tight feel inside.

Getting out can be a struggle, too, particularly if you have bigger feet, and this is one of the few family cars in which adults in the rear may be asking those in the front to slide their seats forward. At least headroom isn’t bad – unless you choose the panoramic roof, that is. That’s worth noting if you’re looking at Active models and above, as it’s a temptingly priced £500 option.  

Boot

On paper, the 308 has a very spacious boot, offering 470 litres with the seats up and 1,185 litres once they’re folded. But this is a little misleading, as the shape of the boot doesn’t quite allow owners to make full use of the space. This isn’t the estate-rivalling luggage bay the figures suggest. 

The 308 does offer extra hidden space below the load area, which is handy, but it’s a pity this versatility hasn’t been extended to the interior. The glovebox is tiny and the armrest cubbyhole, normally a useful stowage space, is also cramped.

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Our opinion on the Honda HR-V

The Honda HR-V is a worthwhile option for buyers wanting a compact SUV that delivers great fuel economy and a useful amount of passenger space. It’s quite handsome, too, and an extensive list of standard safety kit and decent on-board tech further enhances its family car credentials. However, it’s more expensive than many of its closest rivals, and it has a relatively small boot for the class. Ultimately, it performs the basics well, but doesn’t do enough to outshine the best in a highly competitive section of the market.

About the Honda HR-V

The Honda HR-V is now in its third generation, although you might struggle to remember the last version of this Japanese crossover. Yes, the old model was smart enough, with useful practicality and generous standard kit, but it suffered from a level of anonymity that never really allowed it to become a big hit with buyers.

Honda has got the basics right with its latest HR-V: the exterior looks subtly stylish, while a peek inside reveals a simple and well-executed cabin design, with good build quality and a pleasing material fit and finish.

Elegance, Advance, Advance Style and Advance Style Plus make up the available trim levels, and buyers won’t have to spend any time wrangling over what power option to go for, because the HR-V is offered solely with a 1.5 i-MMD (Intelligent Multi-Mode Drive) full hybrid set-up. All models are front-wheel drive only, so there’s nothing to fret about there, either.

The mapping is a nice design that feels pretty similar to Google’s offering, and there’s an app store that lets you add Spotify, for instance, but this still isn’t enough to make up for the lack of Apple CarPlay or Android Auto connectivity here.

Also similar to a smartphone is the pull-down menu with about a dozen shortcut buttons, which you can customise. However, we didn’t particularly enjoy using the climate control functions within the screen; physical buttons would be preferable. 

Leapmotor says it will roll out over-the-air updates for life on the C10, and we hope that one item high up in its list is a fix for the night mode setting. On too many occasions, the screen switches to dark, then back to light, depending on external factors (going under a tree can upset it, for example). 

The 10.25-inch driver’s screen is configurable, but only for three different small readouts on one side, and the small font can make it hard to read things at a glance. The resolution of all screens is great, however.  

When it comes to family cars, it’s not solely about the amount of space on offer. We like to see the little touches that will make everyday life easier for you and your loved ones, such as the umbrella that Skoda hides in the driver’s door of the Enyaq and Elroq, or the rather aptly named ‘ingenious rear armrest’ with built-in smartphone and tablet holders that you get in the Renault Scenic. But aside from ‘silicone leather’ seat upholstery, which should be easier to clean, the Leapmotor C10 lacks clever, practical features.

Dimensions and size

The Leapmotor C10 measures 4,739mm long, with a wheelbase of 2,825mm, and it’s 1,900mm wide and 1,680mm high. That means it’s larger than the already sizable Skoda Enyaq, and is almost the same as the Tesla Model Y, yet it offers significantly less boot space than either, or even some small SUVs.

Seats & passenger space 

There’s a good amount of adjustment in the driver’s seat and the steering wheel, but for some reason, you cannot lower the front passenger seat. It’s not the biggest problem in the world, because your passenger simply gets a lofty view of the road ahead.

If you want to upgrade the sound system, you can select the Harman Kardon option for £820. There’s a Bowers & Wilkins Diamond Surround sound system, although this costs an eye-watering £4,220.

Practicality, comfort and boot space

Given that the BMW 5 Series has grown in nearly every external dimension, it’s no surprise to find its bigger inside. In fact, it now comfortably matches the Audi A6 and Mercedes E-Class for space, and edges ahead of the Jaguar XF.

Boot capacity has increased, too – although close class benchmarking means it offers no real advantage over its immediate rivals in this regard. Yet if buyers want more luggage space, then there’s always the 5 Series Touring estate version.

Access to the cabin is straightforward thanks to wide-opening doors, and once inside there’s bags of head and legroom for rear seat passengers. It’s a similar story up front, where the driver gets a wide range of seat and wheel adjustment.

Like all BMW models, the driver’s seat can be set low, placing you at the heart of the action. The standard seats also offer plenty of support, particularly over long distances. M Sport models get more heavily bolstered sports items, while if you want a heating function for both the front and rear seats you’ll have to tick the optional Comfort Plus Pack.

Legroom, headroom and passenger space

You’d expect an executive saloon to be roomy and comfortable – and the 5 Series doesn’t disappoint. By stretching the whole car by 36mm, BMW engineers have liberated extra legroom, particularly for those sitting in the back. There’s enough space for even tall passengers to stretch out in comfort, while the rear bench is wide enough for three adults – although the large transmission tunnel means those sitting in the middle don’t have much room for their feet. Up front, the amount of space is equally generous. There’s also a wide range of seat adjustment, particularly for the driver. 

Boot

BMW has boosted the carrying capacity of the 5 Series, but the 10-litre increase to 530 litres isn’t much to write home about. What’s more, it trails the 540-litre figures claimed by the Mercedes E-Class and Jaguar XF.

Go for the 530e or 545e plug-in hybrids however, and you’ll sacrifice 120 litres of space. That’s a fair chunk, although the Mercedes E 350e suffers to a larger extent, losing 140 litres over its conventionally-powered petrol and diesel siblings. 

Still, the load bay is reasonably well shaped in all versions, while the opening is wide. There is a pair of handy cubbies behind each wheel arch, plus some storage beneath the boot floor. The split/fold rear seat further aids versatility.

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