100% electric car – Pulpaddict

Kia Soul EV review

We road test the latest versions of the quirky Kia Soul EV – the long range Explore and Urban commuter…

It’s fair to say that the Kia Soul has always been something of a left-field choice.

Originally launched in 2008, it’s now in its third generation. Over the years the Soul’s divisive looks have been softened and it’s now more cool than weird.

However, it remains difficult to categorise its boxy design because it has elements of a hatchback and crossover.

One thing is for sure, there’s bags of head and legroom in the front and back. And while the boot isn’t the biggest (315 litres), with the rear seats flipped down the load space expands to 1,339 litres.

An electric version of the Soul has been available in the UK since 2014. Back then, it had a modest 27kWh battery pack with a claimed range of 132 miles.

The latest model (launched in 2020) is only available as an EV (no petrol, diesel or hybrid variants). New for 2023, there are now two models – Urban or Explore.

The main difference between the two is that the former has a small 39.2kWh battery pack, while Explore boasts a 64kWh battery. Claimed ranges are 171 miles and 280 miles respectively.

We drove them both over a couple of days and those range figures are realistic. In fact, in the right conditions with a bit of restraint, it may even be possible to squeeze more miles out of a Soul.

Priced from £32,845, Urban provides an entry-level EV for Kia. It’s also significantly cheaper than Explore, which starts at £39,045.

As well as the new battery options, the Soul has also received the lightest of exterior makeovers. From what we could see, the bold new Kia badge is now integrated into the horizonal trim linking the slim LED headlights and there’s also a new Kia logo on the boot, while the tail-light clusters appear to have a darker tint.

Except for an infotainment system update, it’s much the same inside as before. In other words, it’s a fairly generic old school Kia interior with a ‘black plastic’ look and feel, paired with a ‘traditional’ central infotainment screen and driver’s digital instrument binnacle.

We say ‘traditional’ because the Soul’s newer stablemates (the Sportage, Niro and EV6), all benefit from futuristic dual panoramic curved displays.

That’s not to say that the Soul’s infotainment system is poor, because it’s certainly not. It’s clear and responsive, but just lacks the wow factor of its younger siblings.

However, like the rest of its interior, it is starting to look a bit dated.

For the record, the Urban gets a small 8.0-inch touchscreen and a 7.0-inch driver’s digital cluster, while the Explore is treated to a larger 10.25-inch touchscreen with sat nav.

Both the Urban and Explore models are generously equipped, with autonomous emergency braking (AEB), a reversing camera, lane-keep assist, LED headlights, a smart entry system and adaptive cruise control all standard. Explore adds goodies including black leather upholstery, heated front seats and heated steering wheel.

Under the bonnet the 39.2kWh battery pack is paired with a 134bhp electric motor, while the 64kWh version gets a 201bhp motor. Drive is through the front wheels on both models.

The latter is faster (0-62mph in 7.9 seconds, top speed of 104mph), compared to 9.9 sec/97mph for the Urban Soul.

On the road, there doesn’t seem to be much between the two in terms of acceleration because the less powerful Urban’s battery weighs 140kg less. In fact, on a loose or slippery surface, it’s possible to spin the Soul’s front wheels if you floor your right foot.

That said, there is a more noticeable difference when it comes to handling, because the lighter Urban feels slightly more agile.

Whichever version you choose, you’ll get a smooth, whisper-quiet EV experience, spiced up with a bit of instant torque.

For a relatively tall car, body roll is well controlled. And though the ride is on the firm side, it’s perfectly acceptable, while grip is good for a front-wheel drive car.

So, the Soul doesn’t deliver the most engaging drive, but it can have its fun moments.

There are four driving modes – Eco, Eco , Normal and Sport – and the latter is properly fast, but as ever, Normal will do just fine. Eco and Eco are heavy on regenerative braking, which recharges the battery by harvesting power otherwise wasted during deceleration, but tends to dull the further dulls the driving experience.

If you do stick with Normal, then use the paddles behind the steering wheel to adjust the level of brake regeneration, especially on downhill sections or when slowing down from speed for a junction.

Ultimately, the Soul EV is more about being affordable, a doddle to drive, well-equipped, comfortable and practical. Judged on that basis, it ticks all the right boxes.

Finally, the batteries on both versions can be charged from 10-80% in 47 minutes via a 100kW connection, while a 10-100% charge on a 7kW wallbox takes six hours – ideal for charging overnight at home or during the day at a workplace.

At the end of the day, if you like its looks, the Soul is very capable and an easy car to live with. Plus, it comes with peace of mind because like all Kia cars, it’s blessed with a generous seven-year warranty.

Verdict: The Kia Soul is a quirky family EV choice. Offering good value for money, it’s spacious, safe and well-equipped.

Kia UK

Meet the MG Cyberster EV sports car

Gareth Herincx

2 days ago
Auto News

The all-new, all-electric MG Cyberster has been announced at Auto Shanghai 2023.

The exciting two-seat roadster marks a much-anticipated return to sports car production for the now Chinese-owned MG marque.

“Our intention was to create a completely new roadster ready for a new generation of sports car drivers and which opens a bold and compelling new chapter for M,” said Carl Gotham, Advanced Design Director of the company’s Marylebone design studio in London.

“The focus for Cyberster was to create a design that was respectful of the brand’s illustrious past and to bring back that sporting bloodline, while also being absolutely clear that it should be modern and forward-facing like the MG of today, completely in-tune with the rapid transition to electric vehicles.”

The Cyberster’s styling pays homage to much-admired roadsters from MG’s rich heritage, with its distinctive long bonnet, low nose and curvaceous surfaces, while also introducing striking new features such as its distinctive scissor doors and Kammback rear design.

“This is the perfect time to introduce an MG that completely reconnects with our performance DNA and is designed to enthral the driver on every level,” said Guy Pigounakis, MG Motor UK’s Commercial Director.

“MG is all set for an electric, sporting future and it is the perfect way to start celebrating our 100th anniversary.”

The Cyberster is expected to arrive for sale in the UK and Europe in the summer of 2024.

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MG4 EV review

We road test the distinctive MG4 hatchback – not only is it a great value electric vehicle, but it delivers a surprisingly engaging drive…

You’ve got to hand it to MG Motor – a car maker that continues to defy the cynics with its blend of award-winning, reasonably-priced models that offer peace of mind thanks to a generous seven-year/80,000-mile warranty as standard.

The result is that the now Chinese-owned company is enjoying record-breaking sales and is the “UK’s fastest-growing mainstream car brand”.

Just to put that into perspective, MG’s 51,050 sales in 2022 were up nearly 67% year-on-year and some way ahead of established brands including Renault, Mazda, Honda, Citroen, Suzuki, Dacia and Fiat.

I’m already a fan of the MG ZS EV crossover and MG5 EV estate, but the new MG4 EV is something else, adding serious style and impressive driveability to the mix.

For me, the MG4 is a breath of fresh air in an automotive world dominated by high-riding SUVs. I prefer to sit lower in the cabin. I want to feel more involved and enjoy extra agility.

In the EV world, there aren’t many hatchbacks on offer. Currently, the MG4’s most obvious rivals include the Nissan Leaf, Volkswagen ID.3, the Cupra Born and the ORA Funky Cat.

You only have to look at the picture of the car (here in signature Volcano Orange) to see that it’s no ordinary hatchback.

Up front there’s a swooping nose, sculpted bonnet, angular LED headlights and aggressive air intakes. The profile is aerodynamic and crisp, while the rear features a complex two-part roof spoiler, a full-width LED taillight bar topped with unique, inset zig-zag lines.

Competitively priced from just £26,995, range will depend on the battery size chosen – so it’s up to 218 miles with the 51kWh, or a possible 281 miles if you opt for the 64kWh battery.

Both battery units power an electric motor, producing 168bhp with the smaller battery or 200bhp (larger one). As with most EVs, there’s a single-speed automatic gearbox, while drive is via the rear wheels.

The 51kW Standard Range battery version accelerates from 0-62mph in 7.7 seconds, while the 64kWh Long Range unit is slightly slower (7.9 seconds). So, whichever you choose, the MG4 is no slouch.

There are two trims levels (SE and Trophy), with the latter exclusive to the bigger battery.

All MG4 EVs are generously equipped with a 10.25-inch touchscreen (thankfully including physical short-cut buttons below) with Apple CarPlay and Android Auto connectivity, plus an additional 7.0-inch digital driver’s display as standard, along with climate control, rear parking sensors and 17-inch alloys.

Other goodies include keyless entry, automatic headlights, electrically adjustable heated door mirrors and a height and reach-adjustable steering wheel.

The MG4 is wider than you think with a long wheelbase, so there’s plenty of space for passengers, front and rear. And, despite the sporty roofline, there’s ample head and legroom in the back.

There’s also a decent luggage capacity of 363 litres, rising to 1,177 litres with the rear seats folded down.

Driving an MG4 couldn’t be easier. Once you’re inside, simply put your foot on the brake, select D for Drive via the rotary gear selector in the centre console, release the parking brake and you’re away.

On the road, the MG4 delivers just what you’d expect from an EV – and more. The ride is comfortable and refined. There’s a little road and wind noise, but it’s in no way excessive, while the engineers have done a great job of insulating you from lumps and bumps in the road.

The steering is light and there’s good forward visibility. However, the slim tailgate window makes backing into spaces slightly trickier, but there is a useful reversing camera and the top-of-the-range Trophy version I tested is blessed comes with a 360-degree camera.

The revelation with the MG4 is that it’s one of the few reasonably priced electric cars to treat owners to a genuinely dynamic drive (the MINI Electric is another example).

Hustle it through more challenging corners and it stays flat and planted, helped by a low centre of gravity from the batteries mounted far down in the chassis and 50:50 weight distribution.

It feels agile and lively, and it can even get playful in the wet or on looser surfaces, thanks to the rear-wheel drive set-up. Unlike many competitors, the brakes are well judged, inspiring confidence and adding to an overall smoothness.

The MG4 features three driving modes (Eco, Normal and Sport) plus four different levels of brake regeneration (Low, Medium, Strong and Adaptive). Normal/Medium worked best for me in everyday driving, though Sport/Low spice things up for overtaking and the odd blast.

If you can find a rapid 150kW connection, a 10-80% charge can take as little as 35 minutes and, if you have a wallbox, it will also charge overnight at home.

All in all, the MG4 is a fantastic EV. Sure, the infotainment touchscreen isn’t state of the art and it’s a tad slow to power up, while the steering wheel controls are fiddly. Additionally, rear visibility isn’t ideal and the boot could be bigger, but overall it’s a fab car at a great price.

Verdict: Affordable, distinctive, well equipped and practical, the MG4 delivers the kind of driving dynamics that’s streets ahead of many EVs twice the price. Add MG’s generous seven-year warranty, and it it’s a no-brainer if you’re ready to switch to 100% electric motoring.

MG Motor

Nissan Ariya review

We road test the distinctive Nissan Ariya mid-sized electric SUV…

It’s taken Nissan more than 10 years to follow-up the game-changing Leaf with a brand new EV model. So, is the Ariya as good as it looks?

Let’s start by going back to basics. The Ariya (we think it’s pronounced ‘Arr-Ee-Yah’) is a mid-sized five-door SUV, so its rivals include the Hyundai Ioniq 5, Kia EV6, Skoda Enyaq, Volkswagen ID.4 and Tesla Model Y.

First impressions count and two things stand out. Its futuristic looks are like nothing else on the road, while its plush interior is a real step-up for Nissan.

There’s a choice of two battery sizes- a standard 63kWh unit or the ‘extended range’ 87kWh, which Nissan claims can travel 250 miles and 329 miles respectively from a full charge.

Starting at £46,145, entry-level models use a single electric motor to power the front wheels, producing 214bhp (63kWh) and 239bhp (87kWh).

All-wheel drive versions (marketed as ‘e-4ORCE’) get the larger 87kWh battery and an extra electric motor, delivering a total of 302bhp. However, range takes a hit, resulting in a claimed 285 miles.

The front-wheel drive 63kWh is capable of a 0-62mph sprint in 7.5 seconds and a top speed of 100mph, while the all-wheel-drive 87kWh has a 5.7-second 0-62mph time and can go on to 124mph.

Standard equipment is generous and there are just two trim levels to choose from – Advance and Evolve.

Entry-level Advance is fitted with full LED lighting, a heated windscreen, climate control, electrically adjustable and heated front seats, adaptive cruise control, a navigation system, 360-degree cameras and both Apple CarPlay and Android Auto.

Evolve adds a panoramic sunroof, a video-based rear-view mirror, ventilated seats, heated rear seats and a Bose sound system, among other features.

The extensive list of safety and driver assistance aids standard on all grades includes Intelligent Driver Alertness, Lane Keep Assist, Traffic Jam Pilot, Blind Spot Intervention, Intelligent Cruise Control, Full Auto Park and a 360-degree Around View Monitor. Extra goodies on the Evolve spec include Pro-Pilot Park and a Head-up Display.

The Ariya can be charged at speeds of up to 130kW (slower than some rivals such as the Kia EV6 and Hyundai Ioniq 5), meaning you can top up from 10-80% in around 30 minutes, while an overnight charge from a 7.4kW wallbox will take 10 hours.

Our 63kWh Advance test car looked stunning in Akatsuki Copper with a pearl-black roof. Somewhere between a traditional and coupe-styled SUV, it’s no shrinking violet and is on the tall side.

Up front, the large closed-off grille is flanked by sharp LED daytime running lights and headlights, while the swooping roofline leads to a full-width LED light bar at the rear of the car.

Inside, it’s smart and minimalist. Stylish wood-grained trim spans the width of the dashboard and it has a premium feel.

Touch-sensitive controls with haptic feedback are hidden within the trim, illuminating when the car is switched on. More of these ‘buttons’ are conveniently placed on the sliding centre armrest, which can be moved via the press of a button to provide additional foot space in the front or the rear.

The Ariya’s infotainment system consists of two 12.3-inch screens, mounted side-by-side – a driver’s digital instrument cluster, plus a main infotainment interface complete with sat nav and Apple CarPlay and Android Auto functionality.

The cabin is spacious and light with plenty of room in the back for rear passengers to travel in comfort.

Single motor models get a decent 466-litre boot capacity (1,348 litres with the back seats down), reducing to 408 litres if all-wheel drive is chosen.

The overwhelming sensation on the road is of a relaxing driving experience. Not only is it comfortable and well insulted inside the cabin, it’s been well put together and the delivery of all that instant torque is smooth and quiet.

There are three driving modes (Eco, Sport and Normal), though we found the latter will do just fine. As you’d expect from Nissan, there’s also an e-pedal option, which winds up the regenerative braking and can bring the car to a halt simply by lifting off the accelerator.

It feels planted at high speed and on flowing country roads, but try to hustle in more challenging corners and its weight and height become more obvious. There’s a bit of body lean and 2.2 tonnes to slow down, which tends to blunt the driving engagement.

That said, grip levels are good, though as we found with our front-wheel drive test car, it is possible to spin the front wheels when setting off on loose surfaces and in the wet if you’re too heavy on the accelerator.

Otherwise, the steering feels nicely judged, and the commanding driving position offers good visibility (plus there’s a rear wiper, unlike some rivals!).

We haven’t tried the 87kWh all-wheel drive e-4ORCE model yet, but we suspect the increased grip, power and range (we’d estimate the real-world range in our 63kWh test car is closer to 200 miles) might be worth the extra expense.

Verdict: Safe, spacious and surprisingly classy, the Nissan Ariya family SUV boasts serious kerb appeal. Easy to drive and comfortable, it’s at its best cruising along stylishly and smoothly.

Nissan UK

Revealed: The soaring cost of rapid charging an electric car

Gareth Herincx

3 days ago
Auto News

The cost of rapid charging an electric car up has shot up by a staggering 50% in eight months, according to new data from RAC Charge Watch.

It now costs an average of 70.32p per kilowatt hour to rapid charge on a pay-as-you-go basis – up from 44.55p (58%) last May and from 63.29p (11%) last September.

The rises, driven by further increases in the wholesale cost of electricity, mean that drivers now pay £36 to charge a typical family-sized electric car with a 64kWh battery to its 80% rapid or ultra-rapid limit – enough to cover around 188 miles.

This is more than twice the cost of charging the same car at home, something which many EV drivers are unable to do, with the price of such a charge coming in at just £17.87 – despite the record high domestic energy prices.

The price of using the fastest ultra-rapid chargers, which have power outputs of over 100kW and can charge many cars in a matter of minutes, now stands at 74.79p per kilowatt hour, up from 50.97p in May 2022 (47%) and 63.94p in September.

Drivers relying on these chargers pay £38.29 today for an 80% charge, a huge £20.42 more than those fortunate enough to do all their charging at home.

In other words, drivers who use the rapid public charging network – typically because they need to recharge on a longer journey or are trying to charge up time-efficiently as they can’t do so at home or work – currently pay a huge premium over those using slower chargers.

Indeed, it can be more expensive for an EV driver to recharge quickly on a longer journey than it is for a petrol and diesel drivers to refuel.

Drivers using rapid chargers now pay 20p per mile for their electricity, only a penny less than those using less common ultra-rapid chargers who pay 21p per mile.

These costs are higher than the equivalent per-mile rate for a petrol car that achieves an economy of 40 miles to the gallon (17p per mile) and are on a par with a diesel car achieving the same economy (20p per mile).

“For drivers to switch to electric cars en masse, it’s vital that the numbers stack up. In time, the list price of new electric models will come down but charging quickly has also got to be as affordable as possible,” said RAC EV spokesperson Simon Williams.

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