Style over substance? First report
Does funky new SUV have the outstanding attributes to make it truly stand out?
WHY WE’RE RUNNING IT
To discover if Vauxhall’s revamped compact crossover can excite in a congested class
In a world swarming with compact SUVS, the previous-generation Vauxhall Mokka didn’t do much to stand out from the crowd. Rival crossovers drove better, looked better and were more practical, and that competition has only intensified of late with the launch of cars such as the brilliant Ford Puma and well-rounded Mk2 Nissan Juke.
Nevertheless, the Mokka sold well, and Vauxhall’s head honchos will be hoping the dramatically reinvented second-generation car will build on its success. They’re hardly playing it safe, though: few cars are so far removed from their predecessors.
The Mk2 Mokka, its maker’s second new SUV since being bought by the PSA Group (now Stellantis) in 2017, moves across to the Ev-capable CMP platform used by the Citröen C4, DS 3 Crossback, Peugeot 2008 and Vauxhall’s own Corsa.
We’re running it in pure-petrol specification, with a 128bhp turbocharged 1.2-litre engine mated to an eight-speed automatic gearbox. But if you’re so inclined, there’s also a 99bhp petrol option or a 1.5-litre diesel to choose from, as well as a sixspeed manual. There’s the all-electric Mokka-e, too, running the same 134bhp front-mounted motor and 50kwh battery as the Corsa-e, which we ran for a few months last year.
We’re driving the sporty-looking SRI Nav Premium range-topper, which injects a hint of hot hatch pizzazz into the looks (while leaving the innards untouched) with bespoke 18in alloy wheels, red contrasting trim accents, blacked-out badges and a contrasting black roof.
This spec starts from £27,775 and promises an acceptable 0-62mph time of 9.2sec, with an official combined fuel economy of 47.1mpg.
The squat, angular design is heavily inspired by the Vauxhall GT X concept car that was revealed back in 2018 as a harbinger of greater design freedom for future Vauxhall models. It gets the brand’s new Vizor front end, incorporating the Vauxhall badge and front headlights, striking L-shaped LED daytime-running lights and ‘Mokka’ spelled out stylishly across the rear, all of which is aimed at separating the car from its rivals in this saturated segment.
An injection of kerb appeal will also no doubt cultivate custom among younger buyers, who largely steered clear of the old Mokka, but whether the implied dynamism is matched by an engaging driving experience is another matter, and something we will seek to determine.
Certainly, the nods of approval
❝ I’m keen to see if the Mokka can behave like its styling says it can ❞
from neighbours and passers-by suggest that it has some presence, even accounting for the high-street shock factor of brand-new metal.
The cabin is no less agreeably appointed, either: Apple Carplay, Android Auto, heated front seats and adaptive cruise control are all standard, while SRI Nav Premium brings a 10.0in touchscreen over the standard 7.0in one, sat-nav, digital gauges, keyless entry, parking sensors, an electronic handbrake and a reversing camera. A plethora of safety systems, including lanekeeping assistance, adaptive cruise control, stop-start tech and blindspot monitoring is also included.
Vauxhall interiors have faced criticism in recent years (decades, really) for their relative blandness, but here in the top-rung Mokka, at least, comfortable seats, a leather steering wheel, shiny red trim and carbonfibre-effect plastics show that the brand’s new-found passion for daring design goes deeper than the surface.
Vauxhall’s infotainment offering is clear and responsive, too, although only time will tell if it can compete with the impressively rounded systems in its Volkswagen T-cross rival and 2008 sibling.
The Mokka will need to pick up some utility marks, at least, because you will find better load-lugging ability elsewhere. Our car’s boot capacity comes in at 350 litres even with its adjustable boot floor, compared with the Renault Captur’s 404 litres and the 2008’s 434 litres.
Out on the road, the dynamic effects of a 120kg weight loss, 125mm length reduction and slightly extended wheelbase are almost immediately evident. I’ve driven the Mokka on a mixture of Berkshire B-roads and some faster A-roads, with a bit of motorway cruising in between, and so far the ride seems well balanced at higher speeds – although, naturally, larger bumps and potholes are felt in the cabin.
As with many compact crossovers, the Mokka isn’t the strongest cornering at speed in its default driving mode. I’ve yet to fully explore Sport mode but am keen to see what the Mokka can do when you ask it to behave like its styling says it can. And while I’ve also yet to properly test the manual shift paddles, the automatic transmission sets off well, and the surprisingly satisfactory 169lb ft punch off the line is made all the more enjoyable by a pleasingly grumbly twin-exit exhaust.