Best Motability cars 2025
High-quality cars on the Motability Scheme from rated and reviewed dealers
Last updated April 10, 2025 by
Neil Briscoe
Best Motability cars of 2025
The Motability scheme is designed to help those with reduced mobility — such as wheelchair users and others with issues with movement — get into a car that suits their lifestyle and allows them to keep mobile, for a lower cost. The scheme also covers those who act as drivers for those with reduced mobility, and there are literally thousands of cars — almost every car on sale, really — available through Motability.
In fact, Motability now accounts for one in five of every new car sold in the UK, which should give you some idea of the sheer size of its operations. The people who benefit from Motability don’t buy the car — they lease it, and the UK Government pays Motability directly for that service. When the cars come back at the end of their lease, Motability sells them on, and all the money is ploughed back into investing in services for disabled people — there’s no profit sent to shareholders.
There’s sometimes a stigma around Motability cars - that they all need to be highly-accessible vehicles, or that disabled people don’t deserve posh badges or the top trim levels. But nearly every kind of vehicle is available through Motability, and you can often supplement the amount the government will subsidise if you want to get into a bigger or a posher vehicle. On the flip side, you will usually have to do this if you need a wheelchair-accessible vehicle, too, as the cost of modifications can be high.
If you don’t necessarily need a highly accessible vehicle then you can get all sorts on the Motability scheme. Sports cars and supercars are mostly out, but you can grab yourself a posh saloon, a high-end electric car or just a nice small car for daily running about depending on your needs.
You can, however, also end up with a pretty terrible car if you’re not careful - so read on to see what we recommend from the Motability scheme.
Carwow intensively tests every new car on sale, whether they’re right for Motability customers or not, so that we can give our expert recommendations. We drive cars on the road and on the test track, and we look at the individual strengths of each model — from whether it’s easy to get in and out of the back seats to how big the boot is. Have a look here to find out more about how we carry out our rigorous tests.
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What’s not so good
Best for: value
If you want to know how good the Jogger is, just look at its highly coveted 9/10 score. We don’t give those out too often, and this is a budget-friendly brand. It represents fantastic value for money, but on top of that it’s also comfortable, hugely practical, and surprisingly nice inside for a car at this price point. Handily, there’s a hybrid-engined version which not only saves on fuel, but also offers a standard automatic gearbox. The biggest benefit — literally — is in the boot, where not only are there two roomy seats for a sixth or seventh passenger, those seats come out (it’s a bit of a fiddly job to be fair) and open up a huge 700 litre space, which should be big enough for anyone’s needs. Fancy a bit of camping? The Jogger can do that too — there’s an optional Sleep Pack, which clips into the boot and opens out into a 1.9-metre futon-style bed which is surprisingly comfy.
Which is not to say that the Jogger is perfect. The driving position could be better, and the front seat doesn’t support the backs of your legs sufficiently on a long journey. The six-speed manual gearbox has an awkward gear knob, which is too chunky, and there’s not quite as much legroom in the middle row of seats as you’d like. Obviously, this being a Dacia, there’s also plenty of cheap, hard, scratchy plastic but you can kind of forgive that.
To drive, the Jogger is fine, but no more. It’s soft and comfortable enough over bumps (the long wheelbase helps) but the basic 1.0-litre engine needs to be revved hard to stir up enough performance. The Jogger actually corners quite nicely, but it’s not a car for enthusiasts. In many ways, it’s a typical Dacia — actually quite cheap and sometimes a bit crude, but you won’t mind because it hasn’t cost very much in the first place.
If you want to know how good the Jogger is, just look at its highly coveted 9/10 score. We don’t give those out too often, and this is a budget-friendly brand. It represents fantastic value for money, but on top of that it’s also comfortable, hugely practical, and surprisingly nice inside for a car at this price point. Handily, there’s a hybrid-engined version which not only saves on fuel, but also offers a standard automatic gearbox. The biggest benefit — literally — is in the boot, where not only are there two roomy seats for a sixth or seventh passenger, those seats come out (it’s a bit of a fiddly job to be fair) and open up a huge 700 litre space, which should be big enough for anyone’s needs. Fancy a bit of camping? The Jogger can do that too — there’s an optional Sleep Pack, which clips into the boot and opens out into a 1.9-metre futon-style bed which is surprisingly comfy.
Which is not to say that the Jogger is perfect. The driving position could be better, and the front seat doesn’t support the backs of your legs sufficiently on a long journey. The six-speed manual gearbox has an awkward gear knob, which is too chunky, and there’s not quite as much legroom in the middle row of seats as you’d like. Obviously, this being a Dacia, there’s also plenty of cheap, hard, scratchy plastic but you can kind of forgive that.
To drive, the Jogger is fine, but no more. It’s soft and comfortable enough over bumps (the long wheelbase helps) but the basic 1.0-litre engine needs to be revved hard to stir up enough performance. The Jogger actually corners quite nicely, but it’s not a car for enthusiasts. In many ways, it’s a typical Dacia — actually quite cheap and sometimes a bit crude, but you won’t mind because it hasn’t cost very much in the first place.
2025
Smart Spender Award
Highly Commended
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Best for: hybrid power
The latest Clio does what the Clio has always done — it provides frugal hatchback motoring with a dash of style. The recent update has given it a nose-job that makes it look fresh again, and the cabin has had a light going-over so that it now feels a bit better put together although there are still some wobbly bits of trim in the smart-looking cabin. High-spec models come with a big, upright touchscreen which sadly doesn’t get the Google software used by bigger Renault models, but which is pretty impressive to use all the same. It helps too that Renault retains proper physical controls for air conditioning and heating.
Space in the rear seats isn’t great, and you’ll find knee room is quite tight if there’s a tall driver in the front, but the 391 litre boot is pretty big — in fact, the Clio has more boot space than the larger VW Golf hatchback. There is a high loading sill, though, over which anything heavy has to be hefted.
Basic versions of the Clio come with a 1.0-litre three-cylinder turbo petrol engine, which to be honest is all the car really needs. It’s a peppy 90hp engine, sounds nice when you rev it, and it can provide impressive fuel economy too.
However, if you’re a regular in-town driver, you might prefer the 145hp 1.6 hybrid Clio, which gets an automatic gearbox (an insanely complicated one with four speeds and two electric motors) which is smoother and easier to drive in traffic, and which can nudge the edges of 60mpg if you’re careful.
When it comes to driving, the Volkswagen Polo is a more refined car overall, and the Clio does suffer a bit from a too-hard ride over bumps, but it is quite good fun from behind the wheel, with sharper steering than you’d expect and a generally engaging attitude to corners.
The latest Clio does what the Clio has always done — it provides frugal hatchback motoring with a dash of style. The recent update has given it a nose-job that makes it look fresh again, and the cabin has had a light going-over so that it now feels a bit better put together although there are still some wobbly bits of trim in the smart-looking cabin. High-spec models come with a big, upright touchscreen which sadly doesn’t get the Google software used by bigger Renault models, but which is pretty impressive to use all the same. It helps too that Renault retains proper physical controls for air conditioning and heating.
Space in the rear seats isn’t great, and you’ll find knee room is quite tight if there’s a tall driver in the front, but the 391 litre boot is pretty big — in fact, the Clio has more boot space than the larger VW Golf hatchback. There is a high loading sill, though, over which anything heavy has to be hefted.
Basic versions of the Clio come with a 1.0-litre three-cylinder turbo petrol engine, which to be honest is all the car really needs. It’s a peppy 90hp engine, sounds nice when you rev it, and it can provide impressive fuel economy too.
However, if you’re a regular in-town driver, you might prefer the 145hp 1.6 hybrid Clio, which gets an automatic gearbox (an insanely complicated one with four speeds and two electric motors) which is smoother and easier to drive in traffic, and which can nudge the edges of 60mpg if you’re careful.
When it comes to driving, the Volkswagen Polo is a more refined car overall, and the Clio does suffer a bit from a too-hard ride over bumps, but it is quite good fun from behind the wheel, with sharper steering than you’d expect and a generally engaging attitude to corners.
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What's good
What’s not so good
Best for: interior quality
Small city cars don’t need to look bland; the Peugeot 208 is ample proof of that. It might be Peugeot’s cheapest model, but there’s certainly been no skimping on the design front, and even though it’s actually quite an old design now it still looks fresh and modern.
The interior is just as striking, although the small hexagonal steering wheel that sits in your lap and the high-set instrument panel, won’t appeal to everyone. The front seats are comfortable though, and overall quality levels are high. Space in the back isn’t brilliant, though — taller passengers will have their knees rammed tightly up against the backs of the front seats, but the boot is a decent size, even if it’s less than you get in the Renault Clio.
The base engine is a lively 1.2-litre petrol with 100hp and a manual gearbox. It’s a sweet engine, with plenty of poke, but mind the ‘wet belt’ cambelt setup when it comes to future reliability. If you want an automatic gearbox, you need to go for the new hybrid version, which comes in either 100hp or 136hp forms, and which can easily top 60mpg. If you want to go all-electric, just remember that the 208 comes with two different battery sizes — one with a range of only 224 miles (and much less in real world conditions) and one with a range of 250 miles (which will actually do around 220 miles in real world driving). It’s also worth remembering, for Motability customers, that public electric charging points are not always wheelchair-friendly.
The 208 is good fun to drive — it helps if you go for the lightest 1.2 petrol and the smallest possible wheels though, as bigger optional alloys put too many lumps into the ride quality. The small steering wheel makes it feel sharper than it really is, but the Renault Clio is actually a little more fun to drive.
Small city cars don’t need to look bland; the Peugeot 208 is ample proof of that. It might be Peugeot’s cheapest model, but there’s certainly been no skimping on the design front, and even though it’s actually quite an old design now it still looks fresh and modern.
The interior is just as striking, although the small hexagonal steering wheel that sits in your lap and the high-set instrument panel, won’t appeal to everyone. The front seats are comfortable though, and overall quality levels are high. Space in the back isn’t brilliant, though — taller passengers will have their knees rammed tightly up against the backs of the front seats, but the boot is a decent size, even if it’s less than you get in the Renault Clio.
The base engine is a lively 1.2-litre petrol with 100hp and a manual gearbox. It’s a sweet engine, with plenty of poke, but mind the ‘wet belt’ cambelt setup when it comes to future reliability. If you want an automatic gearbox, you need to go for the new hybrid version, which comes in either 100hp or 136hp forms, and which can easily top 60mpg. If you want to go all-electric, just remember that the 208 comes with two different battery sizes — one with a range of only 224 miles (and much less in real world conditions) and one with a range of 250 miles (which will actually do around 220 miles in real world driving). It’s also worth remembering, for Motability customers, that public electric charging points are not always wheelchair-friendly.
The 208 is good fun to drive — it helps if you go for the lightest 1.2 petrol and the smallest possible wheels though, as bigger optional alloys put too many lumps into the ride quality. The small steering wheel makes it feel sharper than it really is, but the Renault Clio is actually a little more fun to drive.
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Best for: striking looks
The Peugeot 208 might be on the small side for you, so if you want a stylish little crossover with the same snazzy interior style, but more space, the Peugeot 2008 is just the thing. Under the skin, the two cars are the same so you can choose from the same 1.2-litre petrol and hybrid engines, or a fully-electric version. As with the smaller car, the style is really quite striking, and the bold LED daytime running lights really make the front end of the 2008 very distinctive.
Inside, there’s a lot of carry-over from the 208, which means you get the same small steering wheel and high instruments, but there’s certainly more space in the front for taller drivers, even if those with big feet will find the area around the pedals too tight. Space in the back is decent, and certainly better than that of the 208, but if you want superior rear seat space in a small SUV, consider the Skoda Kamiq.
The 2008 has low running costs, thanks to the economy of those petrol and hybrid engine choices, and if you’re happy to run an EV — and remember that charging points aren’t always wheelchair accessible — then the 250 mile range (200 in the real world) of the E-2008 should be enough for some, and it certainly works well as a compact electric city car.
The Peugeot 208 might be on the small side for you, so if you want a stylish little crossover with the same snazzy interior style, but more space, the Peugeot 2008 is just the thing. Under the skin, the two cars are the same so you can choose from the same 1.2-litre petrol and hybrid engines, or a fully-electric version. As with the smaller car, the style is really quite striking, and the bold LED daytime running lights really make the front end of the 2008 very distinctive.
Inside, there’s a lot of carry-over from the 208, which means you get the same small steering wheel and high instruments, but there’s certainly more space in the front for taller drivers, even if those with big feet will find the area around the pedals too tight. Space in the back is decent, and certainly better than that of the 208, but if you want superior rear seat space in a small SUV, consider the Skoda Kamiq.
The 2008 has low running costs, thanks to the economy of those petrol and hybrid engine choices, and if you’re happy to run an EV — and remember that charging points aren’t always wheelchair accessible — then the 250 mile range (200 in the real world) of the E-2008 should be enough for some, and it certainly works well as a compact electric city car.
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Best for: family-friendly practicality
This practical little crossover may not have the most stylish looks or offer the most engaging driving experience, but it majors on practicality, comfort and cabin space.
In terms of styling, it’s slipped behind the current Skoda standard, as newer models such as the electric Enyaq and Elroq look considerably more modern, but while it’s not the most exciting car to look at, the Kamiq still manages to look smart, and the Monte Carlo edition actually looks kinda sporty.
Inside, it’s much the same story. While the likes of the Enyaq, Elroq, and the big Superb are vying with premium-brand cars for their cabin quality and design, the Kamiq is starting to look a little old fashioned, but on the upside that means that things like the touchscreen are easier to use than they can be in more modern cars, and overall quality is excellent. So too is space, and the Kamiq has a massive boot by the standards of the class.
The pick of the engine lineup is the smooth 1.5-litre TSI turbo petrol, but it’s a shame that Skoda doesn’t offer any hybrid nor fully electric versions of the Kamiq, which does limit its appeal a little bit. It’s a nice car to drive — smooth and steady — but lacking in anything you might call excitement.
This practical little crossover may not have the most stylish looks or offer the most engaging driving experience, but it majors on practicality, comfort and cabin space.
In terms of styling, it’s slipped behind the current Skoda standard, as newer models such as the electric Enyaq and Elroq look considerably more modern, but while it’s not the most exciting car to look at, the Kamiq still manages to look smart, and the Monte Carlo edition actually looks kinda sporty.
Inside, it’s much the same story. While the likes of the Enyaq, Elroq, and the big Superb are vying with premium-brand cars for their cabin quality and design, the Kamiq is starting to look a little old fashioned, but on the upside that means that things like the touchscreen are easier to use than they can be in more modern cars, and overall quality is excellent. So too is space, and the Kamiq has a massive boot by the standards of the class.
The pick of the engine lineup is the smooth 1.5-litre TSI turbo petrol, but it’s a shame that Skoda doesn’t offer any hybrid nor fully electric versions of the Kamiq, which does limit its appeal a little bit. It’s a nice car to drive — smooth and steady — but lacking in anything you might call excitement.
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Best for: interior tech
The latest Kia Sportage takes all the boring family car practicalities, like a spacious cabin and easy driving experience, and wraps them up in a smart and stylish exterior that’s genuinely striking to look at. There’s also plenty of tech on-board and smooth hybrid and plug-in hybrid powertrain options offer low running costs.
You could say exactly the same about the Hyundai Tucson, which is basically the same car under the skin, but we prefer the Kia’s character and the way it drives, which is just a little sharper than the norm for a mid-size SUV such as this.
The big sweeping digital dashboard might look a bit intimidating if you’re not used to touchscreens in a car, but Kia has made the whole thing easier to use, thanks to a handy shortcut bar that switches between climate control and infotainment functions. Space in the cabin is excellent, as is comfort, and the whole thing is nicely put-together too. The boot is a good size, but just remember that you’ll have to make do with slightly less luggage space if you go for the plug-in hybrid.
That plug-in hybrid is a great choice if most of your mileage is short hops, with the occasional longer trip. For longer-haul drivers, the hybrid version, which doesn’t plug in, is a better choice, but both models can get a bit thirsty on the motorway.
The latest Kia Sportage takes all the boring family car practicalities, like a spacious cabin and easy driving experience, and wraps them up in a smart and stylish exterior that’s genuinely striking to look at. There’s also plenty of tech on-board and smooth hybrid and plug-in hybrid powertrain options offer low running costs.
You could say exactly the same about the Hyundai Tucson, which is basically the same car under the skin, but we prefer the Kia’s character and the way it drives, which is just a little sharper than the norm for a mid-size SUV such as this.
The big sweeping digital dashboard might look a bit intimidating if you’re not used to touchscreens in a car, but Kia has made the whole thing easier to use, thanks to a handy shortcut bar that switches between climate control and infotainment functions. Space in the cabin is excellent, as is comfort, and the whole thing is nicely put-together too. The boot is a good size, but just remember that you’ll have to make do with slightly less luggage space if you go for the plug-in hybrid.
That plug-in hybrid is a great choice if most of your mileage is short hops, with the occasional longer trip. For longer-haul drivers, the hybrid version, which doesn’t plug in, is a better choice, but both models can get a bit thirsty on the motorway.
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Best for: flying under the radar
The Qashqai scores highly as a Motability car, not least because it has thoughtful touches like doors that are designed to open especially wide so that it’s easier to get in and out of both the front and back seats, and a large and useful boot.
There was never anything wrong with the inside, aside from some slightly cheap-looking graphics on the digital instrument displays and on the main touchscreen. Speaking of which, the infotainment system is too fiddly, with some functions labelled under confusing menus, but then the Qashqai is hardly alone in that respect. The front seat allows you to sit up high, so the view out is good, which helps with slipping through spaces in town.
The e-Power hybrid version is very frugal around town, but less so on the motorway — although Nissan is going to update the system later this year, with an eye on improved long-range economy. For the moment, the standard 1.3 petrol turbo model, with its mild hybrid system, is probably a better choice if you spend all your life on the motorway.
The Qashqai scores highly as a Motability car, not least because it has thoughtful touches like doors that are designed to open especially wide so that it’s easier to get in and out of both the front and back seats, and a large and useful boot.
There was never anything wrong with the inside, aside from some slightly cheap-looking graphics on the digital instrument displays and on the main touchscreen. Speaking of which, the infotainment system is too fiddly, with some functions labelled under confusing menus, but then the Qashqai is hardly alone in that respect. The front seat allows you to sit up high, so the view out is good, which helps with slipping through spaces in town.
The e-Power hybrid version is very frugal around town, but less so on the motorway — although Nissan is going to update the system later this year, with an eye on improved long-range economy. For the moment, the standard 1.3 petrol turbo model, with its mild hybrid system, is probably a better choice if you spend all your life on the motorway.
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Best for: big-car practicality in a small package
It’s hard to go wrong with a Honda, and the Jazz is a perfect example of that. It’s not the company’s most exciting car ever, but it majors on cabin space, quality, and fuel economy and those are surely far more important considerations for most people.
On the outside, the Jazz looks pretty… quiet. It’s certainly not a car for those who like to shout about what they’ve bought, but the upside of the dull outside is that the cabin is hugely spacious. In fact the Jazz is closer to being a small MPV than it is a conventional hatchback. The boot, at just over 300 litres, is actually surprisingly small, but that’s made up for by the space in the back seats — and those are Honda’s ‘Magic Seats’ which can lie flat, or flip upright like a cinema seat to create a tall loadspace in the back.
There’s only one engine choice for the Jazz, a 1.5-litre hybrid with 122hp, which despite having a CVT gearbox is really quite slick, quiet, and certainly economical — 60mpg is actually an easy target.
The Jazz’s only real failing is that it’s not much fun to drive, having been set up for comfort rather than handling, and it’s too easily affected by mid-corner bumps, which isn’t great on a British B-road. It’s best kept in town, where the small size and great visibility really help, and where the hybrid system can do its best work.
It’s hard to go wrong with a Honda, and the Jazz is a perfect example of that. It’s not the company’s most exciting car ever, but it majors on cabin space, quality, and fuel economy and those are surely far more important considerations for most people.
On the outside, the Jazz looks pretty… quiet. It’s certainly not a car for those who like to shout about what they’ve bought, but the upside of the dull outside is that the cabin is hugely spacious. In fact the Jazz is closer to being a small MPV than it is a conventional hatchback. The boot, at just over 300 litres, is actually surprisingly small, but that’s made up for by the space in the back seats — and those are Honda’s ‘Magic Seats’ which can lie flat, or flip upright like a cinema seat to create a tall loadspace in the back.
There’s only one engine choice for the Jazz, a 1.5-litre hybrid with 122hp, which despite having a CVT gearbox is really quite slick, quiet, and certainly economical — 60mpg is actually an easy target.
The Jazz’s only real failing is that it’s not much fun to drive, having been set up for comfort rather than handling, and it’s too easily affected by mid-corner bumps, which isn’t great on a British B-road. It’s best kept in town, where the small size and great visibility really help, and where the hybrid system can do its best work.
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Best for: efficiency
The Yaris offers a decent level of equipment and is, perhaps surprisingly, enjoyable to drive, while the hybrid engine keeps running costs low.
While in styling terms the Yaris sticks pretty closely to the template of its predecessors, one of the things you really notice from the outside is just how small it is. The Yaris is noticeably shorter than most of its competitors, and while that is good for in-town driving, it’s less good for interior and boot space.
Inside, it’s as well-made as you’d expect a Toyota to be, but some of the materials look a bit cheap-o, which is a shame. The touchscreen infotainment system is reasonably easy to use, but still too fiddly in places. Then again, aren’t they all?
The Yaris does make up for that a bit in its efficiency, though. The 1.5 hybrid engine is very economical and it’s not difficult to get close to 60mpg with it, although that will drop off a bit if you’re doing lots of motorway miles.
The Yaris offers a decent level of equipment and is, perhaps surprisingly, enjoyable to drive, while the hybrid engine keeps running costs low.
While in styling terms the Yaris sticks pretty closely to the template of its predecessors, one of the things you really notice from the outside is just how small it is. The Yaris is noticeably shorter than most of its competitors, and while that is good for in-town driving, it’s less good for interior and boot space.
Inside, it’s as well-made as you’d expect a Toyota to be, but some of the materials look a bit cheap-o, which is a shame. The touchscreen infotainment system is reasonably easy to use, but still too fiddly in places. Then again, aren’t they all?
The Yaris does make up for that a bit in its efficiency, though. The 1.5 hybrid engine is very economical and it’s not difficult to get close to 60mpg with it, although that will drop off a bit if you’re doing lots of motorway miles.
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Best for: spaciousness
There is no easier way to get the most practical car of them all than to actually buy a van, and the Citroen Berlingo has long since been one of the best van-based cars you can buy.
Clearly, from the outside, it’s still a van, but Citroen offers enough in the way of interesting colours and exterior trim that you won’t end up looking like the stickers have fallen off a builder’s van. Besides, what makes the Berlingo great is not the outside, it’s the inside.
OK, so you’ll have to put up with really cheap and nasty plastics everywhere, but the whole cabin is built to be both rugged and spacious. There is a touchscreen infotainment system — an appallingly fiddly one to use — but the best bits are the space on offer, the storage areas, and the fact that there are three individual rear seats in the back, which gives you maximum flexibility.
The sliding side doors are great in a car park, and there’s an optional long-wheelbase seven-seat version too. The boot is absolutely massive too, up to 800 litres for the long-wheelbase version
There is an all-electric version, which is good for town driving, but it has a very short real-world range, so you’re probably still better off with the 1.2 petrol turbo or the diesel (yes, you can still buy a diesel!) model.
None are all that good to drive, but the Berlingo does lope along in a kind of pleasantly relaxing fashion.
There is no easier way to get the most practical car of them all than to actually buy a van, and the Citroen Berlingo has long since been one of the best van-based cars you can buy.
Clearly, from the outside, it’s still a van, but Citroen offers enough in the way of interesting colours and exterior trim that you won’t end up looking like the stickers have fallen off a builder’s van. Besides, what makes the Berlingo great is not the outside, it’s the inside.
OK, so you’ll have to put up with really cheap and nasty plastics everywhere, but the whole cabin is built to be both rugged and spacious. There is a touchscreen infotainment system — an appallingly fiddly one to use — but the best bits are the space on offer, the storage areas, and the fact that there are three individual rear seats in the back, which gives you maximum flexibility.
The sliding side doors are great in a car park, and there’s an optional long-wheelbase seven-seat version too. The boot is absolutely massive too, up to 800 litres for the long-wheelbase version
There is an all-electric version, which is good for town driving, but it has a very short real-world range, so you’re probably still better off with the 1.2 petrol turbo or the diesel (yes, you can still buy a diesel!) model.
None are all that good to drive, but the Berlingo does lope along in a kind of pleasantly relaxing fashion.
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