Crossover – Pulpaddict

Jaecoo 7 SHS review

We drive the eye-catching Jaecoo 7 SUV – the promising first model from a Chinese company new to the UK

For a brand that only launched here at the beginning of the year, Jaecoo’s success has been stellar.

According to data from the Society of Motor Manufacturers and Traders (SMMT), the Jaecoo 7 SHS was the UK’s best-selling plug-in hybrid in August. Of course, time will tell whether it can maintain that kind of sales momentum, but that achievement alone is nothing short of remarkable.

Sister company to Omoda, which debuted in 2024, and ultimately owned by Chinese giant Chery, Jaecoo focuses on SUVs, so it has its work cut out in this fiercely competitive segment.

Aggressive pricing and a seven-year/100,000-mile warranty helps, but joint Jaecoo-Omoda dealerships are also spreading fast, helping to create an awareness and peace of mind which must make them the envy of some other new Chinese brands.

A mid-sized SUV/crossover, the Jaecoo 7 has its sights on everything from the Kia Sportage and MG HS, to the Range Rover Evoque and Audi Q3.

It’s not without kerb appeal either. If you look beyond the huge front grille with chrome-trimmed vertical slats, it bears more than a passing resemblance to the Range Rover Evoque and Velar, while the interior is surprisingly plush at first sight.

Two Jaecoo 7 models are available. A straight petrol with two or four-wheel drive, starting at just £30,115, or a petrol plug-in hybrid (badged SHS, or “Super Hybrid System”), priced from £35,165 (FWD only).

And it was the latter that provided my introduction to the brand.

Pairing a 1.5-litre four-cylinder petrol turbo engine with two electric motors and 18.3kWh battery, it delivers a total of 201bhp to the front wheels.

This results in a 0-62mph dash in 8.5 seconds, and with a full charge, it can achieve an electric-only range of up to 56 miles, according to official WLTP figures.

In theory, the combination of petrol and electric power gives the Jaecoo 7 SHS a long total range of up to 745 miles, while fuel economy of up to 403mpg is possible.

Inside, the cabin is spacious and light, and the driving position is on the high side for my liking. My only other slight gripe is the steering column which could do with a greater telescopic reach adjustment.

Rear seat passengers (up to five) have plenty of space, though the 412-litre boot capacity (expanding to 1,335 litres with the rear seats flipped down) is average for a car of this size.

It’s fairly minimalist up front with a huge reliance on the big 14.8 infotainment touchscreen. Even the climate system is controlled via the touchscreen, rather than physical dial. A cardinal sin in my book.

Prodding and swiping a screen isn’t ideal on the move, and sure enough, the distraction warning is triggered as soon as you take your eyes off the road.

Add that to the other alerts for speed and lane departure, and it makes for a frustrating driving experience. That said, it’s not unusual with new cars these days, and if you look hard enough, it is possible to switch some of them off.

On the plus side, the Jaecoo 7’s tech helped it score a maximum five stars in Euro NACP safety tests.

Other goodies in this high-spec Jaecoo 7 SHS include a head-up display, heated rear seats, tinted windows, and an eight-speaker Sony sound system.

Build quality is good, though on closer inspection, some of the materials used aren’t quite as classy and there are some hard, scratchy plastics down below.

On the road, the big takeaway is that the SHS hybrid system is clever and very slick, delivering an EV driving feel, with ample torque and straight-line speed.

Unlike most other plug-in hybrids, the Jaecoo 7 never lets the battery fall to 0%, so even once you’ve used most of the electric-only range on offer, the engine acts more like a generator.

It’s only at higher speeds or during particularly aggressive acceleration that the engine kicks in to drive the wheels. It’s a tad harsh when it does, but then it’s such a contrast to the otherwise serene cabin.

For most buyers, the general driving experience will be fine, but for those who enjoy more dynamism sophistication, it will disappoint.

From the ultra-light steering to the firm ride and tendency to wallow, it won’t put a smile on your face.

However, it’s a lovely cruiser, and driven sensibly, most buyers will be happy with their purchase.

It’s just a shame this plug-in hybrid doesn’t give you the confidence that all-wheel drive offers, especially in slippery conditions. That said, it still has a ground clearance of 200mm and a wading depth of 600mm, which could come in useful on extreme weather days.

Unusually for an PHEV, the battery can recharge at up to 40kW, and it can be boosted from 30-80% capacity in just 20 minutes at a fast charger. Of course, you can still plug it in at home for a more leisurely 6.5 hours.

So, if you’re not a high miler, keep your battery charged up, and run around in EV mode, your visits to the service station for petrol could become rare events. Even if you use the Jaecoo 7 on longer journeys, 50-55mpg is achievable.

Ultimately, the Jaecoo 7 is a mixed bag and would benefit from a more engaging driving experience, but as a first effort, it’s impressive and deserves its success.

Verdict: If you’re looking for an efficient, generously-equipped family SUV that stands out from the crowd and offers serious value for money, then the Jaecoo 7 SHS should be near the top of your shortlist. Now add the seven-year/100,000-mile warranty, top safety rating and fast-growing dealership network, and it’s definitely worth a test drive.

Jaecoo UK

BYD Atto 2 review

We road test the latest car from BYD’s growing stable – the all-electric Atto 2 compact SUV… You’ve got to hand it to BYD. In just two years, the giant Chinese technology company has established itself in the UK with a 2% market share and 88 dealerships. The latest addition to the line-up – the …

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

Citroen e-C3 review

We get behind the wheel of the Citroen e-C3 – one of the most affordable electric cars on the market…

There are many reasons why EVs are not selling as well as had been hoped, including the lack of incentives, patchy public charging infrastructure and range anxiety.

But for many drivers, it’s the upfront cost – which is why cars like the all-new Citroen e-C3 are so important.

Starting at £21,990, it’s about the same price as an equivalent, well-equipped, small petrol hatchback.

And while its claimed range is a modest 199 miles, it’s more than enough for most motorists.

The 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.

In other words, small EVs are starting to make sense for more drivers, especially if you can charge from home and can take advantage of cheaper electricity tariffs.

The Citroen e-C3 isn’t even the cheapest five-door electric car on the market. The Dacia Spring wins that title (priced from £14,995), followed by the Leapmotor T03 (£15,995). However, the likeable Citroen is more grown-up and edges it when it comes to comfort, kit and practicality.

Like its stablemates under the giant Stellantis umbrella, which also includes Peugeot, Fiat and Vauxhall, Citroen is hedging its bets with its new compact hatchback because it’s also available with a basic petrol engine (from £17,990).

Originally launched in 2002, the C3 is now in its four generation. And just to demonstrate its importance – 5.6 million have been sold globally since then, making it the brand’s best-selling model ever, even dethroning the iconic 2CV.

The Citroen e-C3 is the first electric version of the C3, which now features SUV-inspired styling, including short overhangs, front and rear skid plates, roof rails and large 17-inch alloys.

Retaining the same footprint as the outgoing model, the new car is 10cm taller, while ground clearance has also increased.

First impressions are great. It’s good looking in a chunky way, feels solid and the contrasting roof colours are cool. I particularly liked the Monte Carlo Blue with a white roof option.

Inside, the e-C3 isn’t as cheap and nasty as you might think. While there are plenty of hard plastic surfaces, there’s also a swathe of fabric trim across the middle of the dashboard, while the cockpit design itself is funky and modern.

Up front, there’s a 10.25-inch touchscreen, a small, low-set, oblong steering wheel and a sleek digital driver’s display integrated into the dashboard above.

The set-up works nicely, though the main infotainment screen’s graphics are fairly basic.

The cabin is surprisingly spacious and the driving position is a tad higher than you’d expect in a small hatchback, but then the e-C3 has a crossover feel.

There’s no shortage of headroom and there’s a decent amount of legroom in the back. At 310 litres, the e-C3’s boot is about average (there’s a high lip, but it is fairly deep), and if you fold down the 60:40-split rear seats, a total of 1,188 litres of storage is available.

However, the standout feature of the e-C3’s interior is the level of cushioning and support provided by Citroen’s squidgy ‘Advanced Comfort’ seats.

All versions come with a generous level of standard equipment, including LED headlights, electric door mirrors, rear parking radar, rear spoiler, cruise control, manual air conditioning, six airbags, and a suite of driver assistance and safety features.

Depending on which trim level you opt for (Plus or Max), other goodies on offer include power-folding and heated door mirrors, leather-effect steering wheel, LED rear lights, rear privacy glass, wireless charging and a rear camera.

At launch, the Citroen e-C3 is available with a 44kWh battery that’s good for an official range of up to 199 miles, with 100kW DC rapid charging providing 20% to 80% of capacity in as little as 26 minutes.

Its front-mounted electric motor produces 114bhp, which translates into a claimed 0-62mph time of 11 seconds, and a top speed of 84mph.

Those figures may sound modest, but the reality is that it’s quick enough off the line and it can hold its own on faster roads and motorways.

In fact, it drives well, though of course, with its light steering and excellent visibility, it’s best suited to an urban environment.

It’s also an ideal small car for dealing with the UK’s pothole-blighted roads. In addition to the superb seats, it’s also blessed with Citroen’s ‘Advance Comfort’ suspension which soaks up imperfections and delivers a refined, smooth rode for the most part.

Despite its height and soft suspension, the e-C3 manages to corner well too with controlled body lean.

I’d estimate the real-world range is closer to 150-160 miles, though if most of your driving is in built-up areas the claimed 199 miles is more than possible, especially in warmer weather.

Interestingly, there’s no ‘B’ button for increasing regenerative braking on the gear selector (a Stellantis fixture until now). Instead, there’s a ‘C’ (for comfort) button.

So, disappointingly, the regenerative braking levels can’t be adjusted and there’s no one-pedal driving mode.

Ultimately, the e-C3 is very capable and good value for money. A car that will help bring all-electric motoring to the masses.

Verdict: The new Citroen e-C3 is an affordable and appealing small EV with an accent on comfort and practicality.

Citroen UK