Electric Car – Pulpaddict

Smart #1 review

We get up to speed with the first of a new generation of Smart cars – the awkwardly-titled #1…

The Smart #1 compact SUV is the first fruit of a new joint venture between Mercedes-Benz and Chinese giant Geely, which also owns Volvo, Polestar and Lotus.

Sharing a platform with the upcoming Volvo EX30, the #1 (pronounced ‘hashtag one’) is a class act and about the same size as a MINI Countryman, Volkswagen ID.3 or Peugeot 2008.

Clearly a departure from the iconic city car, the Fortwo, the #1 is likely to transform Smart into a serious player in the EV sector.

Of course, it’s no stranger to electric vehicles. An EV version of the Fortwo was first introduced way back in 2008 and the Smart range has been 100% electric since 2019.

Already crowned Best Small SUV at 2023 What Car? EV Awards, the boldly styled #1 is distinctive, though its rear has a hint of a scaled down Mercedes-Benz EQB.

There’s also plenty of scope for personalisation with a wide range of colour and ‘floating’ roof colour combinations.

The clever design continues inside the surprisingly spacious cabin where there’s a quality, slightly quirky feel, and it’s loaded with tech.

As is the trend (unfortunately), the Smart #1 is minimalist up front with just about everything controlled via the 12.8-inch central infotainment screen (Apple CarPlay is integrated, but Android Auto is yet to come).

Additionally, all Smart #1s also get a slim 9.2-inch driver’s digital instrument cluster for info such as speed, plus a head-up display is also available on more expensive models.

Thankfully, there are useful shortcuts along the bottom of the main touchscreen, for essentials such as climate control, but you can’t even adjust the wing mirrors without having to access the touchscreen.

On the plus side, the menu structure is intuitive and the screen is responsive. What’s more, the system will save your profile, so it will remember your individual settings every time you drive the car.

Personalising settings takes a while, but once you switched off irritating things like Driver Exhaustion Alert, Steering Wheel Re-Centring and Lane Assist, you’re well on your way.

Oh, and there’s also an animated fox lurking on the infotainment screen. It’s a fun face for the voice assistant, and you’ll either find it cute or annoying.

Awarded a maximum five stars in crash testing by Euro NCAP, the #1 is packed with the latest safety and driver assistance systems.

Smart says the #1 has the same interior space as a Mercedes-Benz E-Class, and I don’t doubt it for a moment. There’s plenty of head and leg room throughout and the 60:40 split rear seats recline and slide backwards and forwards.

Boot capacity is not best-in-class, ranging between 273 – 411 litres (up to 986 litres with the rear seats flipped), though there is a tiny 15-litre ‘frunk’ under the bonnet.

Competitively priced from £35,950, there are two Smart #1 specs (Pro and Premium) and both get a 66kWh battery pack and a 268bhp motor that drives the rear wheels with 253lb-ft of torque.

Pro models get a reasonable 260-mile range, while Premium is capable of up to 273 miles thanks to the addition of a heat pump and other tech tweaks.

Both accelerate from 0-62mph in just 6.7 seconds, while 150kW charging speed means a 10-80% top-up takes as little as 30 minutes.

The Smart #1 is rapid enough as it is, but if you want serious performance, then opt for the range-topping Brabus #1.

Starting at £43,450, this hot all-wheel drive version gets an extra electric motor, develops a huge 422bhp and is capable of 0-62mph in a savagely fast 3.9 seconds. The downside is that the range in the heavier Brabus #1 drops to 248 miles.

We tested the Smart #1 Premium and it’s swift, smooth and refined with some of the best road manners in its class. The ride is on the firm side, but it still manages to iron out all but the poorest of surfaces, while wind and road noise are well contained.

Staying surprisingly flat in faster corners, it hides its 1,800kg weight well. Grip levels are impressive too, though it could get a little playful if you floor it in the wet.

It feels especially agile in town, and thanks to a tight turning circle of 11 metres and good visibility, it’s easy to manoeuvre.

The Smart #1 is fun on faster, twisty roads, but at its best cruising smoothly.

You can choose between three driving modes – Eco, Comfort and Sport. As ever, Comfort is best for everyday driving. In fact, only throttle response, steering weight and the regenerative brake level are altered anyway.

Like many EVs, the brakes aren’t the most progressive, and the brake regen was a tad fierce for my liking.

Talking of gripes, the driving position is on the high side, but then that’s generally the case with SUVs – particularly electric ones with a battery pack underneath.

It’s hard to assess the Smart #1’s real-world range based on a day of driving, but it held its charge well and at least 200 miles would be a reasonable expectation – maybe closer to 240-250 miles in the city.

So, while it may not have a 300-mile range, it’s quick to charge, which means that longer journeys are still a realistic proposition. That said, I suspect the majority of #1s will spend most of their time in urban environments anyway.

Finally, the Smart #1 comes with a three-year unlimited mileage warranty, plus an Integrated Service Package which includes maintenance and MOT, and vehicle wear and tear items for three years/30,000 miles.

Verdict: The Smart #1 small SUV is one of our favourite EVs in the £35-£40,000 price bracket. Swift, spacious and safe, it has a classy, funky feel and delivers an engaging drive.

Smart UK

Play your cards right with cinchCharge

We test the “faff-free” app and card that makes charging an EV much easier…

The great switch to electric vehicles is not without its issues. The high upfront cost of EVs, range anxiety and finding a public charger, to name but a few.

Then there’s the multitude of different companies providing chargers, each requiring registration, meaning some EV drivers have phones packed with apps or wallets loaded with (RFID) cards.

Anything that can smooth things along helps, which is why car marketplace, cinch, is on to a winner with cinchCharge.

Marketed as “faff-free EV charging”, cinchCharge is a payment card and app which gives cinch EV buyers access to more than 30,000 public chargepoint connectors across over 18 networks.

In one fell swoop, electric car drivers who’ve bought via cinch can pay for charging using the cinchCharge card or app without having to shuffle cards and flick through different apps.

We’ve been testing out cinchCharge for ourselves over the last couple of months and we’re impressed.

The cinchCharge app helps you find and filter accessible public chargers by availability, speed and distance from your location.

What’s more, the cinchCharge app is free to download, there’s no monthly subscription and no fees.

When you stop at the charger, simply tap the cinchCharge card or use the app to start charging. Then you end your charging session and payment is taken from your linked debit or credit card, so you only pay for what you use.

The cinchCharge card worked perfectly on every public charger we used, including Gridserve, Motor Fuel Group, Osprey and Ionity.

Typically, there were also a couple of occasions where we were miffed because we weren’t able to use fast chargers on the Instavolt and BP Pulse networks, because they are not cinchCharge providers, but on the whole, the coverage is impressive.

The app is fine, though perhaps not the slickest out there, but it is integrated with Google Maps, Waze and Apple Maps, meaning you can easily get directions to chargers, once you have located them.

What’s more, the interactive map within cinchCharge shows you whether the chargepoint is available, compatible, the speed it will charge your car, as well as highlighting the price.

Our only suggestion is that would be a great bonus if the kWh prices were discounted a little for cinch owners.

So, overall cinchCharge works and certainly alleviates one of the key “faffs” of owning an electric vehicle (ie registering with various suppliers and needing multiple cards).

It’s just a shame that all EV drivers can’t benefit from cinchCharge and you have to buy a car via cinch in order to be able to access it!

2023 Volkswagen ID.3 review

Volkswagen’s bestselling EV in the UK has had an update for 2023 – we drive the new, improved ID.3…

The VW ID.3 electric hatchback has been treated to a mild makeover and tech update, despite only being launched in 2020.

Volkswagen has listened to feedback (some of it lukewarm) and acted on it swiftly. The result is a more mature proposition.

Crucially, the changes will also keep the car competitive in the ever-increasing EV family hatch sector, where rivals include the ID.3’s VW Group cousin, the Cupra Born, plus the MG4, Nissan Leaf, Renault Megane E-Tech Electric, Vauxhall Astra Electric and Peugeot e-308.

The ID.3’s exterior styling tweaks are subtle, to say the least. The front now features a longer-looking bonnet as a result of the removal of the black strip beneath the windscreen, plus larger air intakes. The honeycomb effect on the bumper has also gone and LED headlights are now standard.

Badging along the side of the car, plus decals on the rear pillar, have vanished too, resulting in cleaner lines, while the rear light cluster is tweaked and it has a distinctive X-shaped light signature.

The cabin has had an upgrade too. There are now more soft-touch surfaces, while the seat covers and door trims use fabric made of 71% recycled materials.

Finally, the infotainment system (one of the original ID.3’s biggest issues), has improved software and can now be updated over-the-air.

The menu structure is clearer and it seemed slicker and more responsive on our test drives. Even the controversial touch-sensitive sliders at the bottom of the touchscreen and on the steering wheel worked better.

Sadly, UK buyers will have to wait until 2024 for the new, larger 12.9-inch central screen, which benefits from backlit climate and volume controls – one of the big criticisms of the original car.

There’s also a more intelligent route planner for the sat nav (which schedules charging stops more effectively on longer journeys), improved voice control and an impressive augmented reality head-up display which projects directions from the sat nav onto the road ahead.

Mechanically, the rear-wheel drive ID.3 is much the same, so there’s still a choice of two batteries – 58kWh in the Pro and 77kWh in the Pro S, delivering ranges of up to 266 miles and 347 miles respectively.

Priced from £37,115, both develop 204bhp, though the Pro accelerates a tad quicker to 62mph (7.4 vs 7.9 seconds).

Another change is that the ID.3’s charging capacity has been uprated. So, the Pros S can be charged from 5-80% within 30 minutes at speeds of up to 170kW, while the Pro takes 35 minutes with a charging capacity of up to 120kW.

The revised ID.3 is no different to the “first generation” model on the road, which means that it’s competent and assured.

It’s no Golf in the handling department and is unlikely to put a smile on your face like some EVs, but it’s easy to drive and a refined cruiser.

It’s also good in the city with decent all-round visibility, light steering and a tight turning circle of just 10.2 metres.

There’s also plenty of grip and it smoothed out poorer road surfaces well, but it’s not at its happiest when hustled on more demanding roads.

There are three drive modes (Eco, Comfort and Sport), but the reality is that the ID.3 is all about comfort and extracting maximum miles from a charge.

Frankly, there’s not much between the Pro and Pros S, other than range. If anything, the 58kWh Pro S is a tad more nimble, but ultimately, the ID.3 still lacks the driving engagement of some rivals.

So, there aren’t many gripes with the improved ID.3. The brake pedal still has a relatively long travel, which takes a bit of getting used to, and paddles or buttons behind the steering wheel to adjust the brake generation level would be a bonus.

And the ID.3 can’t be faulted when it comes to space inside the cabin where there’s plenty front and rear, while the boot has a healthy 385-litre capacity, rising to 1,267 litres with the back seats flipped down.

It’s safe too, boasting a maximum five stars from Euro NACAP. The ID.3 has all the latest safety and driver assistance systems. And new for 2023 is Travel Assist, which helps keep your vehicle in its lane, keeps its distance from the vehicle in front and maintain your pre-defined speed.

Verdict: The updated Volkswagen ID.3 is a welcome improvement. Safe, spacious, refined and a doddle to drive, it’s a sensible electric hatchback choice with a good range.

Volkswagen UK

Abarth 500e review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Abarth Cars UK

The Italian Job: Kia EV6 GT finishes 1000 Miglia Green in style

The Kia EV6 GT has completed the 1000 Miglia Green 2023, dubbed the “most beautiful race in the world”.

Finishing as the highest-ranking performance electric vehicle entered and sixth overall, the 1000 Miglia is a true test of endurance for both car, driver and navigator, requiring performance, precision and skill in order to score well throughout the race.

The 1000 Miglia Green is a sub-category of the historic Italian event, open only to fully electric cars.

The 2023 event was the longest in the race’s near 100-year history, spanning five days and more than 2,000 kilometres.

Not only was the Kia EV6 GT the first Korean car to ever compete in the 1000 Miglia Green, but the pro rally driver pairing of Jade Paveley and Ross Leach was the only team to represent Great Britain in the race.

In addition, the event marked the first time that an EV6 GT has been entered into a competitive, FIA-approved motor race.

Designed from the outset as a true GT car, the EV6 GT offers blistering performance from its twin electric motor setup that together deliver 577bhp and 740Nm of torque through all four wheels.

That power translates into a 0-62mph time of just 3.5 seconds, and an official top speed of 162mph.

Mated with a powerful 77.4kWh battery, the car is capable of covering 263 miles (WLTP combined) per charge.

Charging is equally rapid, thanks to the car’s E-GMP platform that supports 800V charging, enabling 10-80 per cent charge in as little as 18 minutes at the fastest charge points.

Importantly and despite the considerable distance and demanding nature of the roads and speeds required for the race, each of the timed legs travelled during the event were completed using a single charge of the car.

Charging was completed using public charge points, plus destination charging where possible at hotels at the end of each day.

The 1000 Miglia Green’s blend of rapid road driving under police escort along with precision time-trial and special stages on closed roads were the perfect test for the car’s considerable performance.

“The 1000 Miglia Green is a fantastic challenge that blends fast open road driving with time-trials and special stages,” said Ross Leach, rally driver and navigator

“It’s a great way to put any car through its paces and although incredibly demanding, the EV6 GT never skipped a beat and was a constant pleasure to be in. Particularly where outright speed and handling are concerned, the GT is able to easily hold its own, even against those in the supercar segment.

“We’re delighted to have participated in this year’s event, put the EV6 GT to the test and come home in sixth place overall but as the highest-scoring performance EV.”