100% electric – Pulpaddict

Abarth 500e review

Is the Abarth 500e a proper electric pocket rocket? We get behind the wheel to find out…

If you’ve ever driven or heard one of the Abarth-tuned Fiat 500s over the years, you’ll know that they are cars that bombard the senses.

Not only do they look suitably sporty, they drive like go-karts and the aggressive exhaust note is like no other small car on the road.

Offered as a hatch or convertible (more like a cabio), the Abarth 500e is the brand’s first fully electric car.

Priced from £34,195 and based on the Fiat 500e city car, the Abarth version certainly looks the part.

Up front there’s a deeper front bumper, there are bigger side skirts and wider wheel arches down the side, while a large roof spoiler and meaty bumpers adorn the rear.

Thanks to a wider track and lower sports suspension, the Abarth 500e’s stance is more athletic too.

Then to top it off, there’s a choice of five colours, each with cool names – Antidote White, Venom Black, Adrenaline Red, Acid Green and Poison Blue (the latter two are especially vibrant), plus a smattering of scorpion badging.

Inside there’s a new flat-bottomed three-spoke steering wheel wrapped in Alcantara, plus sports seats. You also get the same (much improved) 10.25-inch touchscreen from the flagship 500e as standard (featuring Apple CarPlay and Android Auto), plus a 7.0-inch digital driver’s display.

I tested the top-of-the-range Turismo model in both hatch and soft-top body styles. The driving position is (thankfully) lower than the Fiat 500e, while the body-hugging seats are comfortable and supportive.

Underneath the Abarth’s pumped-up bodywork you’ll find the same 42.2kWh battery that powers the standard Fiat 500e, though it is now paired with a more powerful 152bhp electric motor driving the front wheels.

However, the first surprise is that it’s swift rather than blisteringly fast off the line, unlike some other EVs. With a 0-62mph time of 7.0 seconds, it’s only a fraction quicker than a petrol Abarth 595, though instant torque makes it feel faster because it’s also a second faster from 25-37mph.

The downside of this power boost is that the Abarth’s takes a hit compared to the Fiat 500e, which on paper can manage up to 199 miles on a full charge.

For the record, the hatch has a 164-mile range, while the cabrio is up to 157 miles. In other words, the Abarth 500e is very much in urban territory, along with other EV rivals including the MINI Electric, Honda e and Mazda MX-30.

Just like the Fiat 500e, the Abarth can charge at up to 85kW, meaning you can top up 80% in 35 minutes, or in other words, you can add around 25 miles of range in five minutes.

Don’t get me wrong, I like the Fiat 500e, but for me its weakest point is that it’s not quite as agile as it looks when pushed, so how does the Abarth stack up on the road?

Well, it certainly goes a long way to sort that issue. For instance, there’s sharper steering, which makes the car turn in more keenly.

The ride is on the firm side, but don’t worry, it’s not anywhere near as bad as Abarth 595/695s of old that used to crash over potholes.

For the most part, the Abarth 500e feels composed, there’s plenty of grip, and body lean is kept in check on more challenging roads.

The brakes are effective, if slightly aggressive at times (unusually for reasonably-priced EV, it has discs all round). Go for it on faster, twisty roads and you’ll have the confidence to push on.

You can also choose from three drive modes – Turismo, Scorpion Street and Scorpion Track. The first is more comfort-orientated, limiting power and delivering more regenerative braking via one-pedal driving around town. Scorpion Street keeps the regen but adds full power, while Track is all about performance.

Personally, I found the regenerative braking a tad too fierce. What’s more, the settings only change with the drive mode, so there are no paddles behind the steering wheel to adjust the regen, which always work better.

Overall, the Abarth 500e is settled and predictable, but I’d stop short of calling it thrilling.

For now, my benchmark urban hot hatch remains the road-going go-kart that is the MINI Electric.

However, there’s one area where the Abarth 500e beats its rivals hands down. Its party piece is a sound generator which reproduces the exhaust note of a petrol-powered Abarth.

More than 6,000 hours was spent analysing and creating the perfect sound, and the end result certainly adds to the fun aesthetic of the car.

Unfortunately, the novelty wears off on longer runs and it’s more relaxing to switch off the drone (which sounds like an engine stuck in third gear) and enjoy the refinement that only an EV can offer.

Irritatingly, you can only disengage it via the fiddly digital driver’s display – and the car has to be stationary. Apparently, Abarth is already looking into ways to make the process easier.

From a practicality point of view, the Abarth 500e is a mixed bag. Fantastic though the front seats are, they are bulkier than the Fiat’s and eat further into the already tight rear space. All but the smallest children would struggle to sit in the back.

Luggage capacity is limited too. There’s just 185 litres with the rear seats up, or 550 litres with them folded down. And on a personal note, I found I couldn’t rest my left foot comfortably.

There’s virtually no difference between the hatch and convertible on the road, despite the latter being a tad heavier (25kg).

The slick electric hood mechanism can be opened and closed on the move, and apart from a slight loss of cabin refinement, it’s much the same as the hatchback.

Verdict: The Abarth 500e is an entertaining EV debut from Fiat’s sporty sister brand. There’s definitely still space for a hotter version, but for now this swift urban runabout offers a fun blend of good looks, driver engagement and everyday comfort.

Abarth Cars UK

F1 legend Mika Häkkinen designs luxury electric superbike

Two-time Formula champion Mika Häkkinen has teamed up with Verge Motorcycles to launch a limited edition model limited to just 100 bikes.

“I know from experience what it takes to develop a vehicle that embodies speed, precision and elegance,” said Mika.

“I wanted to design the bike right down to the smallest detail rather than just picking the colour. Each bike is numbered and features an exclusive signature.”

Perfected down to the last detail, the model represents the most powerful and advanced electric superbike on the market with a range of 217 miles and a fast-charging time of just 35 minutes.

In addition, it features an integrated rim motor inside the rear wheel, which is a patented and internationally awarded innovation developed by Verge.

The bike is made of the highest quality materials on the market, making the final product truly unique. For example, it has carbon fibre fairings and a unique ceramic surface treatment that protects against scratches.

Full black shock absorbers and details combined with dark grey and silver surface elements complete the powerful and elegant look.

The bike is available for purchase via the Verge Motorcycles online store in Germany, France, Italy, Spain, Finland, Estonia and Monaco. It can also be purchased from the new Verge Motorcycles flagship store in Monaco. The retail price of the bike before tax is 80,000 euros (£70,000).

The partnership started at the beginning of the year, when Mika (also one of the investors in Verge Motorcycles) was appointed to the company’s Advisory Board.

“We are extremely proud to have F1 legend Mika Häkkinen design the signature model,” said says Tuomo Lehtimäki, CEO of Verge Motorcycles.

“He is one of the greatest drivers of all time, and breaking boundaries and enjoying the thrill of speed is something that we very much share in common.”

Hyundai Ioniq 6 review

We road test the sensational new Hyundai Ioniq 6 – a boldly-styled EV marketed as a ‘streamliner’…

Hyundai is absolutely smashing it out of the park at the moment. Hot on the heels of the latest i10 city car, Tucson Hybrid SUV and crowd-pleasing Ioniq 5, comes the Ioniq 6.

Inspired by aerodynamic style icons of the 20^th Century, this slippery four-door saloon may have divisive looks, but believe me, it is one of the best electric cars on the market.

I’m not alone either, because it was crowned overall World Car of the Year 2023, plus it won the World Electric Vehicle and World Car Design of the Year categories.

Slightly longer than the Tesla Model 3, its other rivals include the Polestar 2 and BMW i4.

Currently only available with a large 77.4kWh battery, the Ioniq 6 has a driving range of up to 338 miles (rear-wheel drive) or 322 miles (all-wheel drive).

The single motor RWD develops 226bhp and 258lb ft of torque and is capable of 0-62mph in 7.4 seconds, while the twin-motor AWD delivers 320bhp and 446lb ft, resulting in a faster 0-62mph time of 5.1 seconds.

Featuring an 800V charging system providing 350kW compatibility, it can be used at the fastest chargers currently available.

So, expect the Ioniq 6 to charge to 80% in around 20 minutes when connected to a 350kW ultra-rapid connection. And if you have a home wallbox, you’ll be able to charge overnight, while a boost to 80% via a 50kW public charger will take one hour 13 minutes.

Sharing its underpinnings with the award-winning (more angular) Hyundai Ioniq 5 crossover, the 6 has an ultra-low drag coefficient of 0.21, which boosts performance and optimises efficiency.

Priced from £47,040, there’s a choice of two generously-equipped trim levels (Premium and Ultimate).

The Ioniq 6 is futuristic inside too, with dual 12.3-inch screens – a driver’s digital instrument panel and a central infotainment display.

Thankfully it’s not totally minimalist either. For instance, there are small touch-sensitive buttons for the climate controls in a separate panel beneath the touchscreen. These are a tad fiddly, but much better than having to swipe through menus on a touchscreen.

Overall, the quality of the interior is a step up from the Ioniq 5, while the seats are comfortable and there are plenty of soft-touch surfaces.

There’s also ample space inside front and rear, though taller rear passengers (6ft and over) might struggle for headroom, thanks to that sweeping roofline. The 401-litre boot capacity is very useful too, and you can flip the back seats to transport longer objects.

A special mention for the Ioniq 6’s distinctive ‘Parametric Pixels’. There are 700 in all and you can find then in the headlights, rear lights, front sensors, air damper trim, centre console indicator and third brake light. In fact, the rear wing light signature when braking is something else.

I got behind the wheel of a Premium spec model with all-wheel drive. Naturally, the seating position is lower than a crossover, though personally I would prefer it lower still.

Right from the off, the whole cabin experience is smooth and refined. Not only does the Ioniq 6 float over most potholes – it’s whisper quiet too.

It was lashing down with rain for much of my test time, but the car never felt anything other than planted, with abundant grip and effortless power.

It’s surprisingly agile when you push it on more challenging roads with well controlled body lean, while the steering is nicely weighted.

At its best cruising along, there are three drive modes – Eco, Normal and Sport. As ever, Normal is the best compromise between performance and economy. And if you want extra regenerative braking, then flick one of the steering-wheel-mounted paddles.

Hard to tell without spending more time with the car, but the claimed range seemed realistic based on mixed driving.

As you’d expect with a modern EV, the Hyundai Ioniq 6 was awarded a maximum five stars when it was crash-tested by Euro NCAP.

It’s also fitted with Highway Driving Assist 2 (HDA 2), which is Level 2 autonomous driving. The system helps to maintain a set distance and speed from the vehicle ahead when driving on faster roads and motorways and helps to centre the vehicle in the lane while driving. It can even overtake the vehicle in front.

Verdict: If you want to stand out from the crowd with a retro-mod, low slung EV saloon, then the Hyundai Ioniq 6 is the car for you. Safe, spacious, sophisticated and serene, it delivers a long range and is quite simply, one of the most impressive electric vehicles on the road.

Hyundai UK

DS 3 E-Tense review

Our first drive in the 100% electric version of the stylish five-door DS 3 compact SUV

Originally launched as the DS 3 Crossback in 2019, this chic crossover was initially available with a choice of petrol and diesel engines (a 100% electric variant following a year later).

Fast forward to 2023 and not only has the car dropped its “Crossback” monicker and received a facelift and other updates, but it’s now a straight choice between petrol or electric power.

We’ve never driven the EV version (marketed as the DS 3 E-Tense), so here’s how it shapes up. But first, a bit of background.

DS Automobiles split from Citroen to become an innovative premium brand way back in 2014. Since then, the two brands have become part of the huge Stellantis Group, which also includes Peugeot, Jeep, Alfa Romeo and Fiat.

DS’s competition department, DS Performance, has competed in Formula E since 2015, clinching the first team/drivers’ double world title in 2019.

DS Automobiles is now one of the premium arms of Stellantis with a fast-expanding range, and the new DS 3 E-Tense battles it out in a competitive compact SUV EV segment, though it’s arguably the most upmarket offering.

Not only is it up against its Stellantis cousins – the Peugeot e-2008, Vauxhall Mokka and upcoming Jeep Avenger – but also the MG ZS EV, Hyundai Kona Electric and Kia Soul EV.

On a technical level, the big change for 2023 is a larger 54kWh battery (up from 50kWh) and more power. As a result, the small electric SUV now offers a range of up to 250 miles (previously 212 miles).

Visually the DS 3 E-Tense’s subtle facelift delivers extra kerb appeal and improves aerodynamic efficiency.

The redesigned front end features new LED headlights and daytime running lights, plus a slightly larger diamond grille and new spoiler.

“DS Automobiles” is written across the boot, while the profile is as distinctive as ever with its shark’s fin rear window design and flush door handles. There are also new wheel designs and a total of seven body colours with contrasting roofs.

Inside, the most significant change is the updated infotainment system, which is easier to use than the previous version and it’s also more responsive.

There’s a 7.0-inch digital driver’s instrument display and 10.3-inch touchscreen with Apple CarPlay and Android Auto smartphone connectivity.

Elsewhere, the materials used have an upmarket feel. The watchstrap leather seats look especially cool and are very comfortable, but some of the quirky functionality does take some getting used to.

For instance, the switches to open the windows flank either side of the gear selector, while touch-sensitive short-cut buttons for the touchscreen, plus other essentials such as audio volume and heated seats, are all dotted around the central air vents.

For the record, there are four trim levels available – Performance Line, Performance Line , Rivoli and Opera.

The DS Safety Pack is also fitted as standard, and this includes autonomous emergency braking (AEB), lane-keep assist and speed limit recognition – all helping to give the DS 3 a maximum five-star safety rating from Euro NCAP.

Space up front is good, but it’s less than impressive behind where there’s only just room for adults and visibility is compromised, especially for small children, thanks to the fins on the rear doors, high waistline and thick B pillars.

The boot is 350 litres, or 1,050 litres, with the rear seats folded. Not class-leading, but enough for the shopping or a modest amount of luggage.

With light steering and a ride that’s set up for comfort, the DS 3 E-Tense drives well.

Naturally, there’s plenty of torque, but it’s not gut-wrenching like some other EVs.

The single electric motor that drives the front wheels produces 154bhp and 192lb ft of torque, taking nine seconds to hit 62mph (maximum speed 93mph).

The smooth power delivery results in a refined cabin ambience that fits the car’s classy character well.

You can have fun in the DS 3 E-Tense because it’s nimble and responsive, but you will experience body lean in faster, more challenging corners, so best not to get carried away.

Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your foot from a standing start.

Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your right foot from a standing start.

There are three drive modes – Eco, Normal and Sport. As ever, Normal is just fine because Eco dulls the driving experience, and though Sport livens things up a little, it does sap the battery range.

We’d estimate real-world driving range is probably closer to 200 than 250, which certainly makes it a practical proposition for most drivers.

The DS 3 can take up to 100 kW DC charging, which enables a 0-80% replenishing of its battery in 30 minutes. Plug it at home via a 11 kW AC wallbox and a 0-100% charge will take five hours, 45 minutes.

Perhaps the biggest challenge for the DS 3 E-Tense is its price. Starting at £37,200 and rising to £41,700, it’s a relatively expensive small EV.

Verdict: If you’re looking for a 100% electric compact SUV and you appreciate quality and style, then consider the DS 3 E-Tense. It’s not without a few frustrations and compromises, but it’s easy and fun to drive – and crucially – stands out from the crowd.

DS Automobiles

Citroen e-C4 X review

We road test the stylish new four-door version of the pure electric Citroen e-C4…

The “affordable” end of the EV market is becoming extremely competitive – and Citroen is up for the fight.

Starting with the bargain basement Ami city runabout, through to the e-C4 hatchback, and up to the e-Berlingo and e-SpaceTourer people carriers, there’s plenty of choice from the French manufacturer in the sub-£40,000 category.

The latest model is the new e-C4 X, which isn’t just a saloon version of the e-C4. Sure, there’s some déjà vu initially because it looks identical from the front.

However, it’s new from the rear doors back, and unlike its sibling, it’s only available as an EV (no petrol or diesel engines).

And rather than just stick the boot in (remember the Vauxhall Belmont, Ford Orion and Volkswagen Jetta?), Citroen has given the e-C4 X a sleek derriere that’s much sexier than the hatchback.

The marketing blurb claims it “combines the elegant silhouette of a fastback with the modern look of an SUV”. I wouldn’t go that far, but it certainly has added kerb appeal.

The Citroen e-C4 X is around 240mm longer than the e-C4 cargo space is larger too (up from 380 litres to 510 litres). There’s also a decent amount of room for passengers in the rear seats, and if you need more load space, the rear seats can be folded flat to create an area of 1,360 litres.

Other than that, the e-C4 and e-C4 X are very similar, in terms of spec and driving experience.

Both are only available with a 50kWh battery mated to a 134bhp electric motor with drive via the front wheels. In theory this provides a range of up to 222 miles and delivers a 0-62mph time of 9.5 seconds.

You get 100kW DC rapid charging, meaning a 10-80% top-up can be completed in 30 minutes when connected to a compatible public rapid charger. Or to put it another way, hook it up to a 100kW charger and it will add 59 miles of range in 10 minutes.

Naturally, it will also fully charge overnight at home using a wallbox, and regenerative braking will recover energy otherwise wasted when slowing down or coasting.

There are three trim level available – Sense, Sense Plus and Shine.

Starting at £31,995, Sense kicks off the e-C4 X line-up. Offering the best value for money, it comes as standard with LED exterior lights, 18-inch alloy wheels, a 10-inch touchscreen with Apple CarPlay and Android Auto connectivity, plus a 5.0-inch digital driver’s cluster, dual-zone climate control and rear parking sensors, plus safety essentials such as autonomous emergency braking (AEB) and lane-keep assist.

Next up is the mid-spec Shine (£33,995) which adds built-in sat nav, a head-up display, heated steering wheel, adaptive cruise control, blind spot monitoring and a reversing camera.

Finally, range-topping Shine Plus (£34,495) gets Alcantara and leather effect upholstery, heated front seats and Safety Pack Plus with Highway Driver Assist (semi-autonomous driving capability).

Inside, the e-C4 X is comfortable, thanks to Citroen’s famed Advanced Comfort padded seats. Elsewhere, apart from the odd hard surface, the cabin is a pleasant place to be with a logical layout.

Thankfully, up front it hasn’t gone completely minimalist and still retains some buttons and dials for essentials. The infotainment touchscreen is much improved, but it still isn’t the slickest system out there.

I also wasn’t keen on the old school head-up display which projects info onto a plastic panel above the dashboard. It works well enough, but it was right in my line of vision.

Oh, and a special mention for a clever storage solution above the glovebox which allows your front-seat passenger to view a tablet device via a retractable holder fully integrated into the dashboard.

On the road, the Citroen e-C4 X is much the same as its hatchback sibling. In other words, it won’t put a smile on your face, but it delivers a smooth ride (though “magic carpet” is pushing it) and impressive cabin refinement.

It doesn’t offer gut-wrenchingly fast acceleration like some EVs, but it’s eager enough for everyday driving.

There are three drive modes (Eco, Normal and Sport), but frankly Normal hits the spot. Eco is fine for pottering around town, while Sport adds a little zip. However, push it on more challenging corners and there’s a fair amount of body roll, so the e-C4 is best enjoyed at a more leisurely pace.

Elsewhere, light steering and a relatively high driving position add to the easy on-the-road experience. It would just be nice if the brakes were a little more progressive.

Real-world range is likely to be closer to 200 miles, but if you can live with that then the e-C4 X is a welcome addition to the affordable EV scene.

I suspect it may prove to be popular with taxi drivers too, because that boot can consume a serious amount of luggage. However, families might prefer the wider hatchback opening of the e-C4.

Rivals include the MG4 EV, Peugeot e-2008, Kia Niro EV, Ora Funky Cat and Renault Megane E-Tech.

Verdict: Sensible, smooth, safe, comfortable and practical, the all-electric Citroen e-C4 X’s distinctive design delivers a fastback-style rear end with the boot of a large saloon.

Citroen UK