bev – Pulpaddict

Smart #3 review

Smart’s all-electric renaissance continues with the sleek #3 family SUV…

The Smart #3 (pronounced “Hashtag Three”) is the second model from the brand which is now a joint venture between Mercedes-Benz and Chinese giant Geely (also the owner of Volvo, Polestar and Lotus).

Unusually, the Smart #3 has few direct rivals because of its dimensions and pricing.

In other words, it’s about the same size as the £50k Volvo EC40, yet because it starts at just £33,960, it’s also up against smaller EVs including the Volkswagen ID.3.

The Smart #3 is one of an increasing number of “coupe-SUVs” such as the Peugeot E-3008 and Volkswagen ID.5. I’m not sure about the use of the word “coupe”, but they do have lower, sloping rooflines and swept-back hatches.

They say beauty is in the eye of the beholder, so I’ll let you decide on the #3’s styling. All I would say is that it’s certainly distinctive and the rear has a hint of the Mercedes-Benz EQA about it.

The Smart #3 comes in four trim levels – Pro, Pro , Premium, and the top-spec Brabus performance-focused model.

Pro uses a smaller 48kWh battery compared to the 62kWh unit found in the other #3 models.

Smart claims a WLTP range of 202 miles for the Pro, with the Pro offering 270 miles and the Premium achieving 283 miles. These three all use a 268bhp electric motor mounted on the rear axle, and are capable of 0-62mph in 5.8 seconds and a top speed of 112mph.

The bonkers Brabus adds another electric motor on the front axle (making it all-wheel drive), producing 422bhp and 543Nm of torque for a neck-wrenching 0-62mph time of 3.7 seconds, though range is reduced to 258 miles.

I’ll be honest, I thought the Smart #3 would be just another electric SUV, but after a week driving a Pro model, I’d say it deserves to be on any family EV shortlist.

It feels solid and build quality is hard to fault, while the interior has a classy, quirky feel.

Unusually for an electric car, it is possible to sit fairly low in the #3, which means that you feel more involved on the road.

The seats are comfortable and there’s good leg and headroom for rear passengers, despite the roofline. Boot capacity is a so-so 370 litres, increasing to 1,160 litres with the 60:40 split seats folded.

Up front there’s a 9.2-inch driver’s display and 12.8-inch central touchscreen, while higher spec models also get a head-up display.

Sadly, the infotainment system isn’t the most user-friendly, intuitive or responsive I’ve come across.

There’s also far too much swiping and prodding for essentials such as climate control, meaning that you’re taking your eye off the road, while the on-screen cartoon avatar is irritating.

As with all new cars, the #3 is fitted with the latest safety and driver assistance kit (it scored a maximum five stars in Euro NCAP crash tests), so expect bongs and beeps aplenty. The driver distraction warning is particularly irritating and sensitive, which is ironic considering it often goes off when you’re trying to find a function on the touchscreen.

On the plus side, the infotainment system comes with Android Auto and Apple CarPlay smartphone mirroring as standard.

Inside, there’s a commanding view of the road, but rear visibility isn’t so good, thanks to that sloping roofline and slim tailgate window. It’s also worth noting that there is no rear wiper.

The Smart #3’s set-up is on the stiff side, so it’s not at its best on really poor surfaces, but overall the ride is smooth and comfortable.

Push on and body roll is well contained. There’s also an impressive amount of grip, while the brakes are effective – and progressive, which isn’t always a given with an EV.

The steering offers little feedback, but it’s nice to have the option to adjust it (auto, light, standard and heavy), if you can be bothered to tackle the infotainment screen.

The Smart #3 is eager and there are three drive modes (Eco, Comfort and Sport). As ever, Comfort offers the best balance of performance and efficiency, but Sport is fun for short bursts.

Ultimately, it’s more engaging to drive than I thought it would be, but it still doesn’t gain entry to the small club of dynamic EVs on the market.

My Smart #3 Pro was efficient, so I’d expect a real-world of between 220-240 miles – more in city driving.

With maximum charge rates of 150kW (66kWh battery) and 130kW (49kWh), both will go from 10-80% in about half an hour. Obviously, they also charge overnight if you have a connection at home.

The Smart #3 comes with a three-year warranty, which is par for the course, but no match for rivals including Hyundai (five years) and Kia (seven years).

Verdict: Competitively-priced, spacious, safe and good to drive, the rakish Smart #3 should be on your shortlist if you’re looking for an electric family SUV that stands out from the crowd.

Smart UK

BYD Dolphin Surf review

We take the 2025 World Urban Car award-winner – the BYD Dolphin Surf – for a drive in its natural habitat…

It’s taken a while, but the democratisation of electric vehicle ownership has finally shifted up a gear.

For years, the biggest barrier to switching for many drivers has been high list prices. Thankfully, now electric cars are becoming more accessible than ever.

In the last year alone we’ve seen the launch of the cheapest new EV on the market, the Dacia Spring, plus others starting below or just above the £20k-mark, including the Leapmotor T03, Citroen e-C3, Fiat Grande Panda, Renault 5 and Hyundai Inster.

The only caveat is that all the EVs at the affordable end of the market are smaller vehicles with claimed ranges of between 137-229 miles.

And no, that’s not enough to drive from London to Middlesbrough, but the simple fact is 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 much less, especially in urban areas.

Clearly, if you want to travel longer distances, you will have to invest in an electric vehicle with a bigger battery and a range north of 300 miles, but the arrival of small EVs that are around the same price as their petrol-powered rivals is significant.

Which brings me to this week’s review of the Dolphin Surf – the latest model from Chinese giant BYD, which is battling Tesla for the crown of world’s biggest electric vehicle maker.

Marketed in China as the Seagull, BYD wisely thought Dolphin Surf might work better in the UK, given the bird’s aggressive reputation.

Not to be confused with the Dolphin, another small EV from BYD, the Dolphin Surf has a supermini footprint, which means that it’s about the same size as a Ford Fiesta or Suzuki Swift, though being electric it’s a little taller.

Starting at just £18,650, it’s a distinctively cool hatchback with a sporty edge thanks to its bold stance, integrated roof spoiler, full-width LED tail-lights and Lamborghini-like headlights.

There’s a choice of two battery sizes – a 30kWh pack paired with an 87bhp electric motor in the entry-level Active model, and a larger 43.2kWh version in the Boost and Comfort trims. Boost also gets the 87bhp e-motor, while Comfort is uprated to 154bhp.

That’s good for a claimed range of 137 miles (Active), 200 miles (Boost), and 193 miles (Comfort). Perhaps more importantly, given that the Dolphin Surf is primarily a urban car, range figures for city driving are as high as 203, 305 and 288 miles, respectively.

Thanks to all that EV instant torque, it’s quick off the mark too, though perhaps the 0-62mph acceleration times of 11.1, 12.1 and 9.1 seconds don’t do it justice.

The Dolphin Surf has maximum charge rates of 65kW (Active) and 85kW (Boost and Comfort), so it can get from 10% to 80% in 30 minutes. If you can plug in from home, it’ll take up to five hours.

It’s also worth noting that the Dolphin Surf also features Vehicle-to-Load (V2L) capability, which means that you can plug in household gadgets such as portable speakers, camping lights, or even a coffee machine.

Priced at £23,950, my Comfort-spec test car in Lime Green certainly turned a few heads during my drive in north London.

Once you’re inside, the first thing you notice is that it’s surprisingly spacious. A strict four-seater, it’s possible for a six-footer to sit behind another six-footer, and there’s loads of headroom.

Boot capacity is a very useful 308 litres (expanding to 1,037 litres with the rear seats flipped down), and there’s a space beneath the boot floor, which is ideal for storing charging cables.

The driving position is a little high for my liking and I felt a little perched, but the Dolphin Surf isn’t alone in that respect.

The cabin itself has some nice design touches and is well put together, even if there’s a lot of hard plastic on show.

That said, it’s well equipped with a floating 10.1-inch touchscreen that rotates (landscape or portrait), a dinky driver’s display (the font and graphics are a little too small), plus a row of fiddly physical controls (including the gear selector) which require a twist. It was only at the end of my drive that I realised the parking brake is a button at the end of the “barrel”!

As well as a full suite of safety and driver assistance aids (including intelligent cruise control, autonomous emergency braking, lane-departure assist and auto high beams), vegan leather seats, electrically adjustable and heated mirrors, rear parking sensors and a rear-view camera all come as standard.

Choose Boost and Comfort spec, and others goodies such as heated front seats, wireless smartphone charging and rear privacy glass are available. You can add rain-sensing wipers to the list too, though sadly no rear wiper is fitted.

On the road, the Dolphin Surf is just what you’d expect of a city car. It’s nippy with light steering, good visibility and a tight turning circle.

I didn’t get to drive it out of town, so I can’t comment on its handling closer to the limit, but it ironed out poorer road surfaces well for a car with a fairly firm suspension, and there seemed to be decent traction from the Hankook iON Evo tyres – not always a given for a lightweight front-wheel drive EV.

The brakes felt a little grabby to me, but then my test car was just being driven in. The brake regeneration available won’t please everybody. There are two relatively mild settings, but no one-pedal-mode or steering wheel paddles for adjustment.

Additionally, there are three driving modes: Comfort, Sport, and Eco. Eco dulls the driving experience, but is fine for tiddling along in traffic. Sport livens it up, but as ever, Comfort delivers the best balance of performance and efficiency.

Talking of which, I managed to get 4.8 miles per kWh out of the BYD Dolphin Surf in urban driving without trying, so a useful real-world range of more than 200 miles is more than possible even on colder days.

So, the Dolphin Surf is an impressive all-round package, and I haven’t even mentioned BYD’s six-year warranty, PCP packages as low as £269 deposit/£269 monthly payments, plus a fast-growing network of dealerships.

Verdict: The cool little BYD Dolphin Surf is going to become a familiar sight on our roads. Affordable, surprisingly spacious, safe, easy to drive and efficient, it’s backed up with a generous six-year warranty.

BYD UK

Hyundai Inster review

We get behind the wheel of the surprise package that is the Hyundai Inster – the South Korean brand’s smallest EV…

Once in a while I get to road test a new car I know little about, and it proves to be something of a revelation. The cute, all-electric Hyundai Inster is one such vehicle.

Based on the Hyundai Casper, which is a small petrol-engined car sold in South Korea, it also shares a stretched version of the platform used by the Kia Picanto and Hyundai i10. In other words, the Inster has good genes.

Priced from £23,505, it’s an entry level EV competing with the likes of the Dacia Spring, Citroen e-C3, Leapmotor T03, Renault 5 E-Tech, Fiat Grande Panda and BYD Dolphin.

Measuring just 3,825mm (length), 1,610mm (width) and 1,575 (height), it’s at the smaller end of the scale compared to its rivals, yet it’s one of the most spacious cars in its class, thanks to a 2,580mm wheelbase and wheel-in-each-corner design.

Dinky and distinctive, it’s an SUV-style city car with just a hint of the Suzuki Ignis – especially at the rear.

With its friendly face, jacked-up ride height, curved panels, boxy wheel arches and innovative lighting design, there’s also a great choice of 10 cool colours, including Sienna Orange and a matte Amazons Green.

A crossover variant, the Inster Cross, follows later this year. It offers a more rugged look, and comes with bigger bumpers, more lower cladding and a standard-fit roof rack.

First impressions of the Hyundai Inster’s interior are just as good. It’s quirky, as you can see, but it’s also clever and incredibly versatile.

For instance, all four seat backs fold down, while the rear seats can slide forwards and backwards by 16cm, providing ample legroom for rear passengers or extra boot space, depending on your needs.

Even with the rear seats pushed all the way back, there’s still a 238-litre boot. Slide them all the way forwards, and the boot opens out to 351 litres, which is good for a city car.

Up front, the gear selector is set behind the steering wheel, freeing up space on the centre console. The front seats are styled to look like a bench, with cupholders and a phone-sized storage slot in the central area.

Standard equipment includes a 10.25-inch driver’s display and a central 10.25-inch touchscreen infotainment system. It’s not over minimalist like some EVs either, so there are physical buttons too.

The clear and responsive system is familiar from other Hyundai models, and naturally there’s also Apple CarPlay and Android Auto connectivity.

The cabin is narrow but there’s plenty of space for occupants up front, and thanks to the high roof, taller drivers should have no problem getting comfortable, with tilt and reach adjustment in the steering wheel, and a centre armrest.

One of the reasons I like the car so much is down to the driving position. If like me, you prefer not to feel perched (a common problem in EVs), then you’ll enjoy the Inster because the driver’s seat can be lowered enough to make you feel more involved with the car.

The only disappointment in my test car was that there was no height adjustment for the front passenger’s seat.

Elsewhere, the cabin seems well put together and some interesting materials (many recycled) have been used to break up the hard, scratchy plastic surfaces.

The Inster gets a choice of two batteries — a Standard range 42kWh version paired with a 96bhp electric motor (11.7s, 0-60mph), which gets 203 miles of range, or a Long range 49kWh with 229 miles of range and a more powerful 113bhp electric motor (10.6s, 0-60mph).

I tested the latter, and though performance isn’t sizzling on paper, it’s more than adequate with the instant torque capable of surprising more powerful cars off the line.

More importantly, it’s smooth, refined and easy to drive, while the relatively soft suspension set-up soaks up bumps and potholes well.

There are four drive modes (Eco, Normal, Sport and Snow). As ever, Normal offers a good balance of power and economy. Eco dulls the driving experience, and Sport sharpens the throttle response, but is probably best left for short bursts of fun because it will use up more battery power.

Incidentally, drive modes can be selected via a button on the steering wheel, just like a Porsche!

The front-wheel drive Inster is in its element in town, where it’s perfect for zipping in and out of lanes, and visibility is great for manoeuvring.

It’s also fun out on the open road too. Sure, there’s body lean in faster bends, but it’s well-controlled, there’s ample grip and the steering is light and direct.

The brakes on my test car were on the sensitive side, but even that is much better than the spongy brake feel of so many EVs these days.

I achieved an impressive average 4.3 miles per kWh efficiency over mixed roads, and I suspect the range of the 49kWh car could nudge 200 miles, with a bit of sensible driving in the summer. It’s worth noting that the Inster is fitted with a heat pump as standard, which will help with efficiency and range, especially in the colder months.

Vehicle-to-Load (V2L) is also available, allowing owners to power external devices using the car’s battery, via an internal socket or an adapter fitted to the car’s charging port

When you have to charge, overnight at home will be cheapest. If you have to stop off, peak rapid charging speed for the Long range battery is a modest 85kW, which means a 30-minute 10-80% charging time via a suitably rapid connection.

The five levels of brake regen on offer, conveniently adjusted via the steering wheel paddles, will help eke out miles when coasting and on downhill stretches. An ‘i-Pedal’ (one-pedal mode) is available for around town and the clever auto-regen mode adjusts braking based on traffic conditions and road grade.

The Inster hasn’t been tested by Euro NCAP yet, but from a technology point of view it’s fitted with Hyundai’s comprehensive suite of Advanced Driver Assistance Systems (ADAS), including Autonomous Emergency Braking, Lane Keeping Assist (LKA), Intelligent Speed Limit Assist (ISLA), Driver Attention Warning (DAW) and High Beam Assist (HBA).

Oh, and like all Hyundai models, it comes with a reassuring five-year unlimited mileage warranty, while the battery is covered for eight years/100,000 miles.

Verdict: Put simply, the adorable Hyundai Inster oozes character and is one of the best city EVs on the market. Cute, affordable, well-equipped and super-efficient, its clever interior is versatile and surprisingly spacious.

Hyundai UK

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

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