AUTO – Pulpaddict

Ford Puma Gen-E review

First chance to get behind the wheel of the new Ford Puma Gen-E – the electric version of the UK’s best-selling car of 2023 and 2024

How time flies. Five years ago, I attended the press launch of the original (petrol) Ford Puma in sunny Spain.

I remember it well. Not only was the sporty compact SUV impressive, but it was the last major new car event before the first lockdown.

It’s a mark of the success of the Ford Puma that it’s now become one of the most familiar cars on the road.

A worthy successor to its big-selling ancestors sporting the “Blue Oval”, such as the Fiesta and Focus, the Puma is still topping sales in the UK, despite the shift towards hybrids and EVs.

Sure, the Puma is available as a mild hybrid petrol (EcoBoost in Ford speak), but it’s never been able to compete with zero emissions newcomers such as the Kia EV3, Jeep Avenger, Peugeot 2008, MINI Aceman, Alfa Romeo Junior and Volvo EX30 – until now.

Apart from its bluff nose (no need for a radiator/grille in an EV), white badging on the boot lid and a bigger tailgate spoiler, the Puma Gen-E looks just like the regular car, though if you look really hard down below, the battery pack is visible below the sill.

And it’s this 43kWh lithium-ion battery that’s the heart of the Puma Gen-E.

Integrated into the car’s modified platform, it’s good for an official range of up to 233 miles – or up to a claimed 325 miles of city range.

Paired with a 165bhp electric motor that drives the front wheels, it manages 0-62mph in 8.0 seconds, tops out at 99mph and develops 214lb ft of torque.

A 10-80% recharge time of just 23 minutes is quoted, with a peak rate of 100kW.

Ford has worked wonders inside, where despite its new innards, the designers have actually managed to increase the Gen-E’s luggage capacity from the petrol Puma’s 456 litres to 566 litres, which includes a 43-litre ‘frunk’ under the bonnet (ideal for storing charging cables).

The caveat there is that 145 litres of that space is made up of the ‘GigaBox’ in the boot, which is underfloor storage that would have housed a spare wheel back in the day.

Interestingly, the regular Puma gets a slightly smaller ‘MegaBox’, because the exhaust pipe nibbles into the underside space.

Whether you get a GigaBox or MegaBox, it is very useful, and even includes a plug, so you can stick items such as muddy wellies in there and then hose it down.

For the record, the maximum load capacity with the rear seats flipped down is 1,283 litres.

Up front, there’s a 12.8-inch digital driver’s display and a 12.0-inch centre touchscreen with Alexa built in, plus Apple CarPlay and Android Auto connectivity.

The driver’s display is relatively big and there’s a fair amount of information on it such as speed, range, traffic sign recognition and a charging/brake regen meter.

Annoyingly, even with the huge, slightly oblong steering wheel, some of the screen is obscured.

The gear selector is now on a column stalk, so space is freed up in the centre console (the handbrake has also gone), resulting in more space between the seats too.

The Ford Puma Gen-E is well put together, though there are a few too many hard surfaces on the dashboard and lower down for my liking.

Overall, it’s possible to transport four adults in the Puma (five at a push). However, rear passenger space is cosy. I could just squeeze in behind someone of the same height (5’11”), but it would be uncomfortable on a long journey. Also, taller rear seat passengers might struggle if you opt for the full-length sunroof which takes up some of the headroom.

Standard-fit safety and driver assistance systems include AEB (autonomous emergency braking), a Rear View Camera, Cruise Control with Intelligent Speed Limiter, Lane Keeping Aid and Lane Departure Warning.

On the road, the Puma Gen-E is smooth and refined – or at least it was on the lovely roads in and around Barcelona in Spain, where the international launch event was staged.

If whisper-quiet electric motion isn’t enough for you, then you can switch on the digital propulsion sound. You’ll either like it or loathe it. For me, the novelty soon wore off.

The Puma Gen-E’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – controlled.

It’s nimble and agile too, helped by a kerb weight of 1,560kg, which is modest for an electric car. And even though it’s about 300kg heavier than its petrol sibling, it still drives like the Puma adored by so many.

The reality is that many may prefer the electric version, because it’s simplicity itself to drive. Just push the Start button, engage Drive, press the accelerator and you’re off with no gears to worry about. In fact, if you choose one-pedal mode, it will even bring the car to a standstill when you lift off the accelerator.

For me, one of the great things about the EV version of the Puma is the driving position. You don’t feel perched like some small EVs, so it is possible to hunker down and feel more involved with the car. This is despite the Puma Gen-E being about the same height as a Jeep Avenger or Volvo EX30.

With instant torque, impressive grip and little body lean in more challenging corners, the Puma Gen-E delivers an engaging drive. Add the strong yet progressive brakes, and it generates confidence, encouraging you to push on.

It will be interesting to drive it on UK roads, where I suspect some may find the suspension on the stiff side at lower speeds on rough roads, but for now, the Puma’s zero emissions transition has been a success.

Four driving modes are offered – Normal, Eco, Sport and Slippery – which tweak the steering and throttle response. Have a play, but as ever, Eco dulls the driving experience, Normal offers the best blend of performance and efficiency, and Sport dials up the fun.

I didn’t get to try Slippery mode, but it’s meant to optimise the car’s performance in less than ideal conditions, such as snow, ice, and wet surfaces.

The Ford Puma Gen-E is not perfect though, and the range of 233 miles is likely to shrink to below 200 miles in real-world driving, though it could creep above if it’s mainly driven in a low-speed urban environment.

Bear in mind that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is that a range of less than 200 miles probably won’t trouble most motorists, especially if they have a home charger.

Ford claims it’s the most energy-efficient powertrain, and judging by the limited data I collected on my test drives, there’s some truth in that assertion.

At worst I achieved around 2.5 miles per kilowatt-hour, but at best I managed 4.4miles/kWh, rising to 5.1 miles/kWh on one run – the most impressive energy efficiency I’ve managed in any EV.

The new Ford Puma Gen-E is available in two different specs (Select and Premium) and there are six colours to choose from: Frozen White, Electric Yellow, Agate Black, Solar Silver, Fantastic Red and Digital Aqua Blue.

Crucially, it’s priced from below £30,000 (£29,995) and Ford is also offering its Power Promise in a bid to take the stress out of EV buying and owning.

The scheme includes a free home charger with installation included, up to 10,000 miles of free charging credit and a five-year service plan.

Ultimately, the Puma Gen-E is a little late to the electric compact SUV party and it’s up against stiff competition from rivals that have been designed from the ground up as EVs – many with bigger battery options and longer range.

That said, Ford has created an electrified Puma that loses none of the appeal of the petrol-powered original, yet delivers huge potential savings and is kinder to the planet.

Verdict: The Ford Puma Gen-E is an ideal entry-level electric car that’s likely to be a particularly big hit with the legions of Puma and Fiesta owners out there looking to make the big switch to zero emissions motoring. Easy to drive, just as practical inside and out, and arguably more engaging to drive, the electric Puma should definitely be on your EV shortlist.

Ford UK

Alfa Romeo Junior Veloce review: Behold, a proper EV hot hatch

We test the performance version of the Alfa Romeo Junior Elettrica – on track and UK roads for the first time…

At the end of last year, I spent an entertaining week with the entry-level Alfa Romeo Junior – the first electric car from the iconic Italian brand.

I concluded: “If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.”

Recently, I was invited to get behind the wheel of the range-topping Junior Veloce for the first time in the UK.

Just to recap, the Alfa Romeo Junior line-up is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce. If you prefer petrol, there’s also a mild hybrid (Ibrida).

All three EV models are front-wheel drive and use a 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the Veloce is uprated to 278bhp.

Significantly, the Veloce also has a lower ride height, wider track, stiffer anti-roll bars, bigger brakes, a quicker steering rack, uprated tyres and a mechanical Torsen D limited-slip differential.

The location for my introduction to the Veloce was Bedford Autodrome – owned by former Formula One driver Jonathan Palmer’s MotorSport Vision organisation.

There I got to drive the Veloce on the North Circuit’s long straight and challenging corners, plus a small handling course featuring two identical mirror-image layouts with straights, hairpins and doughnut circles, followed by a road route.

First impressions are great. Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is elegant and compact, managing to look both delicate and aggressive.

The Veloce enhances the sportiness of the standard Junior Elettrica with 20-inch diamond cut alloy wheels, contrasting black roof, tinted rear windows, red brake calipers and a sports styling kit.

Inside, there’s a leather steering wheel, sports pedals and kick plates, plus a supportive, six-way electrically operated driver’s seat with massage function.

There’s also a diamond black Scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo.

And just like the regular Junior, the cabin is very driver-centric, with a large central 10.25-inch infotainment screen angled towards you.

Crucially, and unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

And this pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

I selected Dynamic for the track sessions, then experienced all three on the road route.

The Veloce’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – totally controlled, with just a touch of torque steer.

For the record, it has a swift 0-62mph time of 5.9 seconds, a top speed of 124mph and 254 lb-ft (345 Nm) of torque.

The other important statistic is the Veloce’s kerb weight of 1,560 kg, which is light for an EV, and helps with the handling, which is nimble, yet planted.

I’m no track pro, but thanks to some excellent coaching, my lap times improved considerably as I worked on braking points and racing lines, pushing the Veloce to its limit.

The grippy Michelin Pilot Sport EV tyres deliver ample grip and the Veloce holds the road well. I could feel the differential working as I accelerated out of corners, with controlled body lean, yet without a hint of understeer.

I haven’t driven a go-kart like electric MINI Cooper on track, but I suspect the Alfa is smoother and more fun because of the well-judged chassis compliance.

Overall, the car itself feels remarkably assured – even on the edge – and the steering is quick and direct.

Ultimately, driving a good electric car on track is relatively straightforward because there’s instant torque and no gear changes, but when an EV is set up as well as the Junior Veloce, it’s even more fun and, frankly, flattering.

No car is perfect, and the Alfa is no exception. Though the brakes are effective, there’s a fair amount of pedal travel before they kick in big time. So, while the braking system is a step up from most other EVs, it could be better, and this is turn would inspire more confidence.

My only other quibble is the simulated sound, which helps create a sense of speed and power, but is no substitute for a combustion engine – or the audio delights of the clever Hyundai Ioniq 5 N.

The Alfa Romeo Junior Veloce is also entertaining on the road, whether you’re cruising along in Normal drive mode (for the best blend of performance and efficiency) or pushing on in Dynamic (fine for fun, shorter bursts with maximum power on tap). Advanced Efficiency mode dulls the engagement factor and is best left for motorway runs.

The other thing to say about the DNA drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Elsewhere, the Veloce is much the same as the basic Junior Elettrica and Junior Elettrica Speciale.

Visibility is decent at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

The biggest compromise with the Veloce is when it comes to price and range. Capable though it is, £42,295 is on the steep side. I suspect the sweet spot is just below £40k.

Also, Alfa Romeo claims the Junior Elettrica and Junior Elettrica Speciale can manage up to 255 miles on a full charge, but this drops to 207 miles for the Veloce.

In other words, in real-world driving, the entry-level Junior should have a range north of 200 miles, and the Veloce closer to 170 miles.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency. And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 20-80% charge time of less than 30 minutes at speeds up to 100kW DC.

Verdict: The Alfa Romeo Junior Veloce is a revelation. Stylish, sporty looks combined with superb handling and a great driving position have produced an engaging EV that feels much like an old-school hot hatch.

Alfa Romeo UK

Hyundai Santa Fe review

We get behind the wheel of the acclaimed Hyundai Santa Fe – a large seven-seat SUV with serious kerb appeal…

It’s no wonder the fifth-generation Hyundai Santa Fe has already won so many trophies, including the Large Crossover of the Year category title at the prestigious UK Car of the Year Awards.

Boldly-styled, comfortable and remarkably practical, it’s even likely to tempt buyers away from large family SUVs offered by premium brands including Land Rover, Audi and BMW.

Starting at £47,200 and offered as a petrol/electric hybrid or a plug-in hybrid, it’s available with a six or seven-seat layout, and other established rivals include the Skoda Kodiaq, Kia Sorento and Peugeot 5008.

The Santa Fe’s boxy design and unique H-pattern front light signature are like nothing else on the road. Yes, the long rear overhang and low-mounted taillights are divisive, but on the whole, it boasts serious road presence.

Measuring 4,830mm (length), 1,900mm (width) and 1,770mm (height), it’s a monster multi-seat sports utility vehicle.

And, of course, those dimensions translate into impressive interior space. Not only are there three rows of seats, but with all seven seats up – the Hybrid has a 628-litre boot capacity and the PHEV gets 621 litres. That rises to 711 and 704 litres respectively with the rearmost seats folded, and up to 1,949 litres (1,942 litres) with all the back seats folded down.

Most importantly of all – the Hyundai Santa Fe is a genuine seven-seater. I know, because I loaded it up with six adults (a spare seat in the middle row) and set off for the seaside!

The Santa Fe’s layout is flexible, so you can slide the rear rows backwards or forwards to prioritise leg room or luggage space as necessary, and there’s still plenty of space and elbow room, while access to the rear seats is better than many rivals.

At the heart of both the Hybrid and Plug-in Hybrid models is a turbocharged 1.6-litre four-cylinder engine with 158bhp and an electric motor (a 58bhp unit in the hybrid, 90bhp in the PHEV).

The Hybrid is available with either front-wheel drive or all-wheel drive, while the Plug-in Hybrid only comes with the latter.

The Plug-in Hybrid’s 0-62mph time is fastest at 9.3 seconds, the Hybrid 2WD is slightly slower at 9.6 seconds, and the Hybrid 4WD comes in at 9.8 seconds.

The Hybrid’s regenerative braking system charges the small 1.49kWh battery as you slow the car, so there’s no need to plug in.

The Plug-in Hybrid gets a 13.8kWh battery, which gives a claimed electric-only range of 34 miles. For maximum efficiency once that’s depleted, you’ll need to plug in to charge the battery, otherwise it works much like the Hybrid.

My test car was the Hybrid model with AWD in range-topping Calligraphy trim (there’s also Premium and Ultimate).

Inside, the Hyundai Santa Fe has a classy look and feel, while the curved dashboard blends a 12.3-inch digital driver display and central infotainment screen into one elegant panel. There’s a climate control panel below that combines rotary controls and buttons with a digital screen.

Practical touches include wireless smartphone charging for two devices in the centre console, storage space underneath, a decent glovebox, door bins and various other cubbyholes.

It’s green too, with materials such as recycled plastic and eco-friendly leatherette used.

If you like a commanding driving position, then the Santa Fe is for you. Visibility is good, aided by large windows and slim A-pillars. If you need extra help, then a digital rear-view mirror is available, along with surround-view and reversing cameras, plus various sensors.

There’s also a clever Blind Spot View Monitor. When you indicate, a live video of the side of the car appears on your digital driver’s display, so that you can see if there’s a cyclist or any other hazard that you might have missed in the side mirrors.

Naturally, it also boasts a full suite of safety and driver assistance features.

On the road, the Hyundai Santa Fe is easy to drive, despite its size. In fact, the only time you’re aware of it is when performing tight manoeuvres at low speed and driving on narrow country lanes.

It may not be the swiftest SUV on paper, but for a substantial car, it’s more than fast enough.

For the most part it’s refined too, with minimal road and wind noise. However, the relatively small 1.6-litre engine becomes more vocal under harsh acceleration.

The Santa Fe’s suspension irons out the worst of the lumps and bumps, though the ride is a little wallowy on more challenging roads with some body lean, but overall, it feels planted.

All in all, it’s surprisingly agile for its size, there’s plenty of grip in the corners, while the steering is light and accurate.

The full hybrid system works well, with smooth transitions between low-speed electric running and the point where the engine kicks in, and vice versa. It will also coast in EV mode for short periods.

Then we come to economy. I got close to my test car’s official fuel economy of 38.7mpg, but that is disappointing for a full hybrid. On balance, I can’t help wondering whether a larger, more relaxed, engine might work better.

For the record, the two-wheel-drive Hybrid’s CO2 emissions are 155g/km (165g/km for the all-wheel-drive).

There are three drive modes (Eco, Sport and customisable My Drive) all accessible via a dial on the centre console, each modifying steering, acceleration, and shift points for a tailored driving experience.

Sport is fine for short, fun bursts on twisty roads or when overtaking, and the enhanced throttle sensitivity and quicker gearshifts are noticeable, but Eco is best for longer journeys where efficiency is the priority.

Additionally, the Santa Fe’s Terrain Modes (Snow, Sand and Mud) are there for those odd days when extreme weather strikes or you end up in a boggy car park.

Useful though these modes are, the Santa Fe is not a serious off-roader like a Land Rover Discovery, for instance, but it shouldn’t embarrass you in a muddy festival field either.

Sadly, the Santa Fe’s disappointing towing capabilities will put off some buyers who in the past have chosen the now extinct previous-generation diesel Santa Fe to lug around heavy caravans, horseboxes and trailers. Now, no matter which hybrid model you opt for, it can only tow 1,010kg (braked).

Thankfully, one thing that hasn’t changed is Hyundai’s generous five-year, unlimited mileage warranty.

Ultimately, the Hyundai Santa Fe Hybrid may not top its class for driver engagement or economy, nor can it compete with some rivals when it comes to serious off-road and towing credentials, but it is a very cool all-round package at a great price.

Verdict: Boasting serious road presence, the mighty Hyundai Santa Fe is a genuine seven-seater SUV. Competitively-priced, comfortable and super-practical, it’s a fantastic family cruiser with a wow factor.

Hyundai UK

Skoda Superb review

We get behind the wheel of the fourth-generation Skoda Superb – and the good news is that it’s better than ever…

Skoda has a reputation for building spacious, safe, well-built, dependable cars that are great value for money, and if ever a car ticked those boxes, it’s the latest Superb.

Available as a hatchback (just ‘hatch’ in Skoda speak) or cavernous estate, it’s a fantastic family choice – especially if SUVs don’t rock your boat.

Various engine options are on offer too, including a diesel, mild-hybrid petrol, regular turbo petrol, and a plug-in hybrid that delivers an all-electric driving range of more than 70 miles.

The first thing you notice about the latest iteration of the Superb is its size. The hatch is 43mm longer and 12mm taller than its hardly small predecessor.

The estate version is 40mm longer than the outgoing model, and at 4.9 metres long, it is very big. Just to put that into context, its footprint is about the same as a Mercedes-Benz E-Class estate.

Of course, the benefit of those bigger dimensions is more interior space. Passengers have always been able to stretch out in the back – now there’s even more room.

Then there’s luggage capacity. The estate’s 690-litre boot (expanding to 1,920 litres with the rear seats down) is one of the largest of any car on sale today. The hatch’s 645/1,795 litres dimensions are pretty impressive too.

But it’s not just the fact that the Superb has grown. It’s also sleeker and various tweaks have been made to improve the aerodynamics, which improves fuel efficiency.

It’s the Superb hatch that’s the subject of this week’s review. My test car was the 1.5 TSI e-Tec 150 PS DSG in SE L trim, which means it’s one up from the entry-level SE Technology trim and it’s fitted with a 1.5-litre mild hybrid petrol engine.

Capable of up to 51.8mpg, CO2 emissions are a low 124 g/km, and it’s paired with a seven-speed automatic gearbox, while drive is via the front wheels. Packing 148bhp and 184lb ft of torque, it’s not blisteringly fast (0-62mph in 9.2 seconds), but it seems brisk enough off the mark.

The clever bit about this engine is that it’s super-efficient, and I found up to 55mpg economy is possible on long runs, which is very impressive.

Without getting too technical, the mild hybrid system consists of a 48-volt belt-driven starter-generator and a 48-volt lithium-ion battery (located under the front passenger seat).

Energy recovered during braking gives the engine an electrical boost or allows the car to coast with the engine completely switched off.

There’s also Active Cylinder Technology which enables the 1.5 TSI to switch off two cylinders when their power is not needed in order to reduce fuel consumption.

A walk through the four trim levels demonstrates how well-equipped the Superb is. Priced from £36,995, entry-level SE Technology comes with 17-inch alloy wheels, a 13-inch central infotainment display with integrated Sat Nav as well as a 10.25-inch Virtual Cockpit.

Technology includes a rear-view camera (with washer), adaptive cruise control, lane assist, traffic sign recognition, keyless start/stop, plus wireless mobile charging with an in-built cooling function.

Superb SE L adds larger 18-inch alloy wheels, rear LED lights and LED matrix beam headlights. It also has electric folding and driver side auto-dimming door mirrors with memory function.

SportLine gets extensive gloss black detailing, including 19-inch polished alloy wheels, massage function for the front seats, a lower ride height, Progressive Steering (it delivers a more agile, dynamic feel at speed) and Dynamic chassis control plus, which allows drivers to customise vehicle handling to personal preferences.

Range-topping Laurin & Klement (L&K) features a dark chrome grille surround and rib elements as well as a rear diffuser strip in the same dark chrome material. Inside, there’s a choice of either L&K Suite Black with black leather interior or the lush L&K Suite Cognac Design Selection.

There’s also a Canton sound system and ‘Progressive Dynamic Steering’, which changes the steering ratio depending on how far the wheel is turned, improving handling and agility, especially in curves and at low speeds.

A special mention for those LED matrix beam headlights which allow you to have a high beam on at all times without dazzling other road users.

The intelligent technology uses the camera on the windscreen to detect oncoming traffic, vehicles, people and objects, and shapes the beam around them. Very clever.

The multi-function push-button ‘Smart Dials’ below the infotainment screen work well too, allowing quick access to essentials such as cabin temperature, seat heating, seat ventilation, infotainment volume, fan speed, air direction, smart air conditioning and drive modes.

Inside, there’s more space than ever before, though if I’m honest, I would have preferred the option of a lower driving position.

Other than that, it’s comfortable, visibility is good and the materials (many of them are sustainable) have a quality look and feel.

On the road, the Superb continues to impress. It would be wrong to call it sporty, but it can more than hold its own. My only gripe is the gearbox which has a tendency to hold on to lower gears going downhill.

For the most part, it rides well, absorbing the worst of the lumps and bumps, though the suspension set-up might be on the stiff side for some.

It’s in its element cruising on motorways and A roads, and it’s easy to drive in town too, thanks to light, accurate steering, a tight turning circle and driver assistance gizmos.

The Superb is composed on more challenging roads. It stays flat in faster corners and there’s plenty of grip, but ultimately, it is a substantial car with an accent on economy. Think of it that way and expectations are managed.

It’s refined too, with engine and road noise only seeping into the cabin when the car is pushed.

Disappointingly, there are no drive modes on the entry-level model – instead there’s just the option to switch the gear selector stalk to ‘S’.

If you want more power, or you tow a caravan, then maybe upgrade to a Superb with a 2.0-litre petrol or diesel engine.

Finally, Euro NCAP awarded the Skoda Superb a maximum five stars in its safety tests. Named Best Family Car 2025 in the annual UK Car of the Year Awards, its competitors include the Volkswagen Passat, Peugeot 508 and BMW 3 Series.

Verdict: Hugely practical, clever, well-built and safe, the latest Skoda Superb is a remarkable all-rounder. Whether you want a load-lugger, executive express or large family car, it ticks all the right boxes.

Skoda UK

Alfa Romeo Junior review

We get behind the wheel of the first electric car from iconic Italian brand, Alfa Romeo…

If all had gone to plan, Alfa Romeo’s debut EV would have been called the Milano. However, after a political row, the company had to dip into its heritage to resurrect the Junior moniker.

You see, Alfa Romeo isn’t the thoroughbred Italian than it once was because it’s now part of the giant Stellantis group, which also includes Citroen, Peugeot, Fiat, DS, Jeep and Abarth.

So, the Junior is built some distance from Milan at the Tychy plant in Poland, and it shares its platform with the Jeep Avenger and Fiat 600, which are also manufactured there.

The good news is that the Alfa Romeo Junior (also available as a mild hybrid) is one of the best compact SUVs on the market.

The EV version, marketed as the Junior Elettrica is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce.

All three use the familiar Stellantis 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the range-topping Veloce is uprated to 278bhp. Drive on all three is via the front wheels.

In acceleration terms, that’s 9 seconds compared to 5.9 seconds for the Veloce to reach 62mph from standstill. The downside is that the official range for the latter drops from 250 to 215 miles.

The Elettrica is well equipped and comes standard with 18-inch alloys, rear parking sensors, LED lights, auto wipers, a 10.25-inch infotainment with Apple CarPlay and Android Auto, 10.25-inch driver’s display and safety kit including AEB, Adaptive Cruise Control and Active Lane Assist.

The Speciale adds privacy glass, an electric driver’s seat, a180-degree camera, a hands-free tailgate, sports styling tweaks and keyless entry with proximity access technology.

The top-rung Veloce gets 25mm lower suspension, red brake callipers, 20-inch alloys, leather steering wheel, and sports pedals.

I tested a mid-range Elettrica Speciale in stunning Brera Red, with a contrasting black roof.

Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is an attractive car, managing to look both delicate and aggressive.

There’s even a new take on the scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo. Personally, I think it looks like a 3D printing exercise and some of the Alfa Romeo identity has been lost in the process, but judge for yourself.

Inside, it’s very driver-centric, with the large infotainment screen angled towards you.

The seats are comfortable and supportive, while visibility is good at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

The infotainment is a mixed bag. It’s by no means best in class in terms of graphics, layout and response times, but it does the job and you can always connect your phone via Android Auto or Apple CarPlay.

The system’s saving grace is the row of real buttons below the touchscreen with key features including temperature, fan speed and volume. If only the likes of Tesla and Volvo would do the same, because physical controls for essentials are easier and safer than prodding and swiping a screen on the move.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

So far so good, but it’s when you get behind the wheel of the Alfa Romeo Junior that it starts to become, er, speciale.

Unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

This pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

With a decent turn of speed, plus light, yet sharp and accurate steering, it’s nippy and easy to drive in town.

Overall ride quality is on the firm side, but not uncomfortably so, chiming with the Junior’s sporty driving characteristics.

Push it on more challenging roads and it handles well. Body lean is well controlled and there’s decent traction. If the brakes were more progressive, it would be even better.

Weighing in at 1,545kg, it’s relatively light for an EV, so it does feel agile, but if you want more of a hot hatch experience you’ll have to pay £42,295 for the Veloce which has more power, a lower ride height, beefed-up suspension, stiffer anti-roll bars, bigger brakes and uprated tyres.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

As ever, Dynamic is fine for fun, short bursts with maximum power on tap and Advanced Efficiency dulls the engagement factor, so best to stay in Natural for the best blend of performance and efficiency.

The other thing to say about the drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency, but my experience after a week of mixed driving is that the real-world range from the 154bhp Elettrica Speciale is closer to 200 miles, which is a bit disappointing.

And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 10-80% charge time of 30 minutes at speeds up to 100kW DC.

Ultimately, the Alfa Romeo Junior Speciale isn’t perfect, but it’s brimming with character, and it does deliver an engaging drive, unlike most of its rivals.

Verdict: If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.

Alfa Romeo UK