AWD – Pulpaddict

BYD Sealion 7 review

We drive the latest model from BYD, which recently overtook Tesla to become world’s leading EV maker…

In 2024, Tesla made slightly less (4,500) electric vehicles than Chinese powerhouse BYD. A small margin, maybe, but a massive statement. BYD is now the biggest manufacturer of electric cars globally.

Founded in February 1995, BYD (Build Your Dreams) has expanded rapidly since it launched in the UK in 2023.

Since the Atto 3 SUV’s introduction, the brand’s new models have been named after marine mammals, hence the Dolphin, Seal, Seal DM-I and the subject of this week’s review – the Sealion 7 large family SUV.

And let’s be clear – the BYD Sealion 7 has its work cut out, because it’s up against everything from the Tesla Model Y, Skoda Enyaq and Hyundai Ioniq 5 to the Renault Scenic E-Tech, Volkswagen ID.4 and Ford Capri.

Pried from £44,990 to £58,990, the Sealion 7 (the fourth model in BYD’s Ocean Series) is available with two battery options and three trim levels.

Comfort and Design come with an 82.5kWh battery, offering up to 300 miles range on RWD models and 283 miles on AWD. The top-spec Excellence AWD trim boasts a 91.3kWh battery, achieving the longest range in the line-up at 312 miles.

The single motor RWD has a power output of 308bhp, delivering 0-62mph in a respectable 6.7 seconds. The dual motor AWD models have 523bhp and rocket to 62mph in just 4.5 seconds.

Entry-level versions offer up to 150kW DC fast charging (10-80% top-up in 32 minutes), while the range-topping Excellence has a 230kW DC charge rate (10-80% in 24 minutes).

A heat pump is fitted as standard to all models, helping to maximise range, particularly in cold conditions.

Based on the same platform as the BYD Seal saloon, but with a coupe-SUV body style, the Sealion 7 is sleek and distinctive with a low-slung bonnet. BYD reckons the “dual waistline” styling mimics “the energy of ocean waves”.

The Sealion 7 is slightly longer than its main rivals, which means there’s excellent space inside.

Rear leg and headroom is impressive, while the boot is a useful (but not class-leading) 520 litres, rising to 1,789 litres with the rear seats folded. There’s also a 58-litre frunk under the bonnet, which is ideal for storing charging cables.

The Sealion 7 is solidly screwed together and the quality of the materials used inside the cabin gives it a classy feel.

All versions of the Sealion 7 have a 15.6-inch central infotainment touchscreen which can rotate from landscape to portrait, plus a separate driver’s digital instrument cluster.

Even though I’m not a huge fan of minimalist dashboards, I could live with the BYD’s over, say the Tesla Model Y, which is too touchscreen-centric and doesn’t even have a driver’s display.

The Sealion 7 is well equipped too. Comfort models get heated seats, 19-inch alloy wheels, dual-zone climate control and a wireless charging pad, Design spec adds 20-inch alloys, while Excellence models feature Nappa leather seats and a head-up display.

All Sealion 7s get a full suite of driver assistance and safety tech. No wonder it was awarded a maximum five-star rating by Euro NCAP.

The driving position is on the high side for me, even at its lowest setting, but I accept that many drivers prefer that. It’s also worth noting that the steering wheel angle is slightly odd, pointing upwards rather than directly towards you, so try before you buy.

Visibility is good up front, but more challenging at the rear because of the chunky pillars and modest tailgate window, which makes the standard-fit 360-degree camera all the more important – especially when parking.

I tested the all-wheel drive version of the BYD Sealion 7 on a mix of UK roads, and the first impression is that it feels substantial (though not unwieldy) to drive.

Naturally, it’s also quiet and refined, and as you’d expect, traction is superb too.

For a car that’s marketed as an “electric performance SUV”, it certainly ticks that box in terms of raw power, delivering a hefty 509 lb-ft of torque. So, it’s very quick, thanks to that extra motor.

BYD claims the Sealion 7’s suspension is “tailored for excellent handling and secure vehicle control” with double wishbones at the front and a multi-link rear axle.

It’s also the first BYD model in Europe to be equipped with Frequency Sensitive Dampers (FSD), a variable system that controls the oil flow in the damper cylinders, ensuring a relatively firm set-up on smoother surfaces to improve stability and handling, but allowing a softer, more compliant configuration when the car encounters potholes or scarred road surfaces.

However, while its handling is on a par with the Tesla Model Y, in my mind that’s a fairly low bar. It’s not as engaging as I’d hoped and doesn’t live up to the hype, which is disappointing given that its saloon sibling (the Seal) is so slick.

The 2.4-tonne Sealion 7 can feel unsettled over poorer surfaces, and there’s some body lean at faster speeds in more challenging corners.

Ultimately, the combination of high driving position, spongy brake pedal and limited steering feel don’t give you much confidence to fully enjoy twisty roads.

You can toggle between three driving modes (Eco, Normal and Sport), while Snow is reserved for extreme weather conditions.

As ever, the default Normal mode offers a good balance of power and economy. Eco dulls the driving experience, while the steering is light in both modes.

Sport sharpens the throttle response and firms up the steering, but eats up the battery, so best left for short bursts of fun.

Two levels of regenerative braking are offered, though I’d prefer steering wheel-mounted paddles rather than the toggle switch on the centre console.

Depending on which model you choose, efficiency ranges from a claimed 2.8 to 3.1 miles per kWh. Interestingly, I managed a bit more than that on my test drive, but real-world range could be around 225 miles for the entry-level Sealion 7, or 270 miles for the top-spec Excellence AWD. As ever, driving style and conditions will also affect the range.

Finally, if you’re looking for a bit of peace of mind, the Sealion 7 comes with a six-year manufacturer’s warranty (above average) and eight years for the battery and electric motor.

Verdict: The BYD Sealion 7 is a real statement of an SUV and a serious rival to the big-selling Tesla Model Y. Stylish, fast, plush, practical and packed with tech, it will be on many people’s EV shortlist. However, range and price could count against it.

BYD 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 Kodiaq review

We get behind the wheel of the latest version of Skoda’s big seven-seater SUV…

The Kodiaq has been a success for Skoda. Since its launch in 2016, more than 866,000 have been produced.

After Germany, the UK is the big SUV’s second biggest market in Europe, with 55,000 sold – that’s 6.4% of global sales.

Interestingly, in the UK, 90% have been seven-seaters (it’s also available as a five-seater), while 54% of owners chose two-wheel drive over AWD.

The good news is that its successor neatly builds on all the things that were so loved about the first-gen Kodiaq.

There’s even a plug-in hybrid version coming later in 2024, to join the petrol and diesels available from launch.

Design-wise, the new Kodiaq is more revolution not revolution. It’s slightly longer (61mm) and its lines are smoother (low drag coefficient of 0.282).

Up front there’s a distinctive octagonal radiator grille with vertical slats and sleeker headlights, plus a wide air intake below. At the rear there’s a large tailgate with low loading sill and confident “Skoda” lettering slapped across it.

It’s also worth noting that the new flying arrow shape of the front light signature pays homage to the winged arrow of the Skoda logo.

Inside, there’s more room than ever thanks to an even bigger 910-litre boot for the five-seat version, which rises to 2,105 litres with the back row folded down. Seven-seater models offer 340 litres and 2,035 litres respectively.

Oh, and the third row is just about big enough to squeeze adults in for short journeys, if you slide the second row forward a little.

The driving position is suitably high and there’s plenty of storage with large door bins and various cubbyholes.

The dashboard is dominated by a huge 13.0-inch touchscreen, which has sharp graphics and is easy to navigate. There’s also a 10.25-inch driver’s digital display.

Thankfully, there are also some physical infotainment controls below in the form of three configurable smart dials, which are operated by turning and pressing.

These control essentials such as ventilation, volume, driving modes, map zoom and other comfort functions.

My only minor quibble is that the traditional gear selector has moved from the centre console to the stalk to the right of the steering wheel, meaning the indicators and wipers are combined on the left. It’s fine after a while, but engaging wipers instead of activating the indicator is the initial result.

Overall, the cabin is a very pleasant place to be, now with a range of recycled materials, including seat upholstery, carpets and headlining, plus an impressive quality upgrade.

There are three engine options for the new Skoda Kodiaq, ranging from the mild hybrid 148bhp 1.5 TSI e-TEC 150 turbocharged petrol, which uses a small electric motor and battery to boost performance and efficiency. It’s capable of sprinting from 0-62mph in 9.7 seconds. Fuel economy is a claimed 47mpg, while CO2 emissions are 136g/km.

The Kodiaq has always been a favourite with caravanners, so the two 2.0-litre diesel options will go down well (148bhp and 190bhp). The latter especially, has stacks of mid-range grunt and comes with four-wheel drive as standard, though the former has better economy (around 48mpg).

The upcoming 201bhp plug-in hybrid (PHEV) model (badged 1.5 TSI iV PHEV) will have a 25.7kWh battery with a range of up to 76 miles (enough for most journeys), while acceleration is 8.4 seconds and CO2 emissions are as low as 9g/km.

The PHEV gets a six-speed DSG automatic transmission, while the other models all have seven speeds.

Starting at £36,645, the Kodiaq isn’t quite as affordable as it once was, but it still represents a lot of car for the money. Initially, just two well-equipped trim levels are available: SE and SE L.

On the road, it certainly feels substantial and a little lofty, but you soon get used to it. As you’d expect, there’s a bit of body lean in more challenging corners, but there’s also ample grip. We tried the 4×4 on a beach too, and it managed admirably, even during quick changes of direction.

Ultimately the Kodiaq is a family car/load-lugger, so it doesn’t matter that it doesn’t handle like a performance SUV.

All-round visibility is good, and it comes with a suite of parking sensors and a reversing camera, which means that manoeuvring in town is surprisingly straightforward.

The entry-level petrol-engined version offers a refined driving experience, only becoming vocal under heavy acceleration. We got close to 40mpg, but that’s some way short of the claimed fuel economy figure.

Diesel engines are becoming increasingly rare these days, but they are well suited to big SUVs. Here again, noise suppression is good on the Kodiaq, and naturally, there’s plenty of torque. More importantly for some, the higher-powered diesel can tow up to 2.4 tonnes, as opposed to 2.0 tonnes for the 150hp diesel and 1.8 tonnes for the petrol and PHEV.

We tested the Kodiaq on a variety of roads, and for the most part it smoothes over the bumps nicely, but it will thud over the worst of potholes.

Finally, you can pay extra for an optional adaptive suspension system (Dynamic Chassis Control, or DCC), which allows you to stiffen or soften the ride at the touch of a button.

The Kodiaq’s many seven-seater rivals include the Hyundai Santa Fe, Land Rover Discovery Sport, Nissan X-Trail, Peugeot 5008 and Kia Sorento.

Verdict: The all-new Skoda Kodiaq SUV continues to offer a winning blend of space, safety, practicality, comfort and value for money. Now with the latest tech, a sharper new look and quality upgrade, it’s cemented its position as a class-leading family load-lugger.

Skoda UK

Xpeng G6 review

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.

Xpeng

Kia EV9 review

We road test the Kia EV9 – the stellar South Korean brand’s all-new, all-electric flagship SUV

With its concept car looks, long range and effortless drive, the Kia EV9 is quite the statement.

About the same size as a BMW X5, it’s available as a six or seven-seater – the former sporting swivelling middle-row seats.

Priced from £65,025, it’s expensive for a Kia, but you sure get big bang for your bucks. The big question is – will it tempt buyers away from prestige EV rivals from the likes of Audi, BMW and Mercedes-Benz?

First impressions couldn’t be better. It’s an epic car with a bold, boxy design that focuses on maximising interior space and passenger comfort. And despite its size, the EV9 looks much better in the metal than it does in pictures.

Previewing Kia’s future design direction, the combination of a long wheelbase and completely flat floor creates generous space for all in the three rows of seats.

And even with all the seats occupied, there’s still 333 litres of cargo space – expanding to a superb 828 litres with the third-row seats flipped, or an enormous 2,320 litres with the second and third-row seats folded down.

The Kia EV9 is equally impressive on a technical level. All models in the range come with a large 99.8kWh battery, and there are two electric motor options.

First up is the 201bhp Single Motor model that powers the rear wheels. Or step up to the Dual Motor all-wheel drive EV9, which has 378bhp and a massive 516lb ft of torque. If economy trumps performance on your tick-list, then the former delivers a claimed 349 miles of range, while the flagship model still offers a respectable 313 miles.

Or to put it another way, the Single Motor can sprint from 0-62mph in 9.4 seconds (19-inch wheels), while the more potent model takes just 5.3 seconds (21-inch wheels).

Ultra-fast charging is standard, meaning 154 miles can be added in just 15 minutes. Or to put it another way, a 10-80% charge will take as little as 24 minutes via a 350kW connection. Naturally, it will also charge overnight at home, if you have a wallbox.

The Kia EV9 is generously equipped too, with a three-screen dash layout combining a 12.3-inch infotainment screen, a 12.3-inch driver’s display and a 5.3-inch touchscreen for the climate controls. With a few physical buttons thrown in too, it’s as logical and slick as ever – just what we’ve come to expect from Kia.

There’s also wireless phone charging, Apple and Android connectivity, heated and cooled seats, a heated steering wheel, dual-zone air conditioning, LED lights all round, a 360-degree camera system, V2L charging, a power tailgate and a three-pin socket in the boot.

I haven’t even mentioned the long list of safety and driver assistance tech which helped to earn the EV9 a maximum five-star Euro NCAP rating, or the regenerative braking which is easily adjusted via paddles behind the steering wheel.

The overall build quality is hard to fault, while the interior materials (many of which are recycled) are just the job, though there’s still some way to go for Kia to be challenging the plush interiors of the big German premium brands.

Once you’ve ‘stepped into’ the cabin, it instantly feels spacious and comfortable, with excellent visibility. You don’t feel perched, like some electric SUVs, and there’s plenty of seat adjustment.

I drove the Dual Motor EV9 in GT-Line S spec on a variety of roads around Aberdeen, Inverness and into the Scottish Highlands.

To say progress was relaxed and effortless would be an understatement. It feels big, especially in town and on narrower country roads, but for the most part it’s not an issue and it simply cruises silently along (wind and road noise are hardly noticeable). Ride quality is impressive and the steering is light-yet-accurate.

Despite its bulk, it manages to stay surprisingly flat in more challenging corners, but it would be an exaggeration to call it nimble. Helped by a low centre of gravity, there’s no getting away from the fact that this is a 2.6 tonne car.

As you’d except from the AWD system, traction levels are superb. I didn’t get to try the EV9 off-road, but in addition to the steering wheel-activated Eco, Normal and Sport drive modes, there’s also a terrain mode button, giving the options of Mud, Snow and Sand.

There’s no shortage of power either, but if longer range is more important to you, it might be worth going for the Single Motor model.

Freezing conditions probably didn’t help, but after a couple of days with the AWD EV9, average energy consumption was 2.5 miles/kWh, which is a tad disappointing. Nevertheless, that still equates to a tidy real-world range in the late 200s (more in an urban environment), and I’d hope the RWD version would be able to return around 300 miles.

Finally, a quick word about the seating. If you choose the seven-seater (it’s one of the few such EVs on the market), the third row is useable for adults (I managed perfectly well and I’m 5’11”) – partly because the second-row bench can slide back and forth.

And the two individual ‘captain’s chair’ seats, which swivel and recline in the six-seater version, are a great gimmick, and certainly add to the car’s wow factor.

Verdict: The cool Kia EV9 is as impressive as it’s big. A statement car if ever there was one, this striking SUV is competitively-priced, spacious and safe; delivering an effortless drive and useable real-world range.

Kia UK