FAMILY SUV – 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

Leapmotor C10 review

A second car from a new brand to the UK. We get behind the wheel of the Leapmotor C10 family SUV…

Yes, the Leapmotor C10 is yet another SUV from yet another Chinese manufacturer.

The difference is that unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

I’ve already reviewed the dinky Leapmotor T03 city car. Now it’s the turn of the C10 mid-sized SUV.

One thing is for sure – it has its work cut out. It’s a hugely competitive sector and its many rivals include the big-selling Tesla Model Y, the Xpeng G6, BYD Atto 3, Omoda E5, Skoda Enyaq, Nissan Ariya, MG ZS EV, Vauxhall Grandland and Hyundai Kona Electric.

About the same size as the Tesla, the Leapmotor C10 follows the high-riding SUV template that’s made this type of vehicle so popular the world over.

I don’t mean that in a derogatory way. It’s a good-looking car with a no-nonsense design that’s well-proportioned with the focus on practicality.

And the Tesla-style flush-mounted door handles that pop-out automatically as your approach, or retract when the car is locked or moving, are a classy feature.

Oh, and there’s a rear wiper hidden under the spoiler at the top of the tailgate – an essential that’s not a given on all EVs.

It not unlike Elon Musk’s car’s inside too, with a plush, minimalist look and feel, and plenty of tech – especially for the price point. Build quality gets the thumbs up too.

Starting at a very competitive £36,500, the C10 is launching in the UK with just one version featuring a high level of specification as standard.

Available in five colours – Canopy Grey, Pearly White, Tundra Grey, Metallic Black and Glazed Green (my favourite) – it comes standard with 20-inch alloy wheels, electrically adjustable heated and ventilated front seats, panoramic sunroof, privacy glass, automatic LED headlights and taillights, plus electrically operated heated and folding exterior mirrors.

There’s also a large central 14.6-inch touchscreen, 10.25-inch driver’s display, plus a full suite of safety and driver assistance features including adaptive cruise control (ACC) and autonomous emergency braking (AEB). In fact, the C10 was awarded a maximum five stars by independent safety testing body Euro NCAP.

At the heart of the car is a 69.9kWh battery and a single electric motor on the back axle producing 215bhp and 236lb ft for 0-62mph in 7.5 seconds.

So, it’s rear-wheel drive and its claimed range is a decent 263 miles. Its DC rapid charging rate is capped at 84kW, which is less than the average 150kW you’d expect in this class, but its 30 to 80% capacity charge time of 30 minutes is reasonable, all the same.

Interior passenger space is excellent, front and back, but the 435-litre boot (1,410 litres with the rear seats folded down) is useful, but not class-leading.

That said, visibility is excellent, and if you need extra reassurance when manoeuvring, rear parking sensors and a 360-degree panoramic camera, make parking easier and safer in tight spaces.

Oh, and a cool feature of the C10 is that you can fold the front seats back to create an almost-flat space for lounging, or sleeping, should the need arise!

To get moving, there’s no start button. Just flick the column-mounted gear selector up or down to drive either forwards or backwards.

On the road, the Leapmotor C10 is brisk without being savagely fast, like some EVs. The accent is more on comfort and refinement, and judged on those terms, it fulfils the brief.

The suspension set-up is on the firm side and it has a tendency to thud over poorer surfaces at low speed. Pick up the pace on better A-roads and motorways, and it smoothes out imperfections better.

In town, its light steering and tight turning circle are just the job. The C10 drives well enough on more challenging roads, but there’s a bit of body lean in faster corners and the brakes are grabby.

Grip is good, helped on my test car by the Dunlop e-Sportmaxx tyres fitted, no doubt.

There are three driving modes – Eco, Comfort and Sport – which change throttle response, steering feel and regenerative braking sensitivity. As ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Comfort for the best blend of performance and efficiency.

The Leapmotor C10 offers selectable levels of brake regen, including a ‘one-pedal’ mode and a ‘freewheeling’ function with no regenerative braking. Sadly, there are no steering wheel paddles to adjust the level of regenerative braking.

Just like the Tesla Model Y and some other rivals, too many of the car’s essentials are controlled via the infotainment screen and there are no physical buttons for short cuts and climate, for instance.

On the plus side, there is a decent driver’s display for important information such as speed, remaining charge and traffic sign recognition.

There are a few glitches too. The sat nav dropped out at one stage and the infotainment screen’s ‘night mode’ was triggered too easily when I drove through a shady woodland area.

And unfortunately, like most new cars, the endless bongs and chimes from the driver assist systems are very intrusive.

However, the deal-breaker for some will be the lack of Apple CarPlay and Android Auto connectivity at launch.

I’d need to drive the Leapmotor C10 for a week or so to give a proper estimate of real-world range. Based on my test drive on mixed roads in Kent, where I achieved a creditable average efficiency of 3.8 miles per kWh, I’d say it’s capable of around 210 miles on a full charge, though colder weather and an aggressive driving style will knock it down.

Finally, the C10 is covered by Leapmotor’s four-year/60,000-mile warranty, plus an eight-year/100,000-mile warranty for the battery. Leapmotor also reckons the C10’s battery has an expected lifespan of more than 372,000 miles. Quite the claim.

Along with the pint-sized T03, the C10 is another competent debut car offering serious bang for your buck from a new brand to the UK. Now Leapmotor needs to work on creating a wow factor for its models.

Verdict: The Leapmotor C10 is a welcome addition to the fiercely competitive electric family SUV scene. Great value for money, safe, and pleasant to drive, there’s loads of space for passengers, and it has the back-up of the established Stellantis dealership network.

Leapmotor UK

Peugeot E-5008 review

We road test the stylish Peugeot E-5008 electric seven-seater…

If you’re looking for a big SUV that’s capable of carrying seven people in reasonable comfort, there’s already a pretty good choice.

Petrol, diesel, hybrid, plug-in hybrid or pure electric – there’s something for everybody.

At the more affordable end of the list there’s the Mazda CX-80, Skoda Kodiaq, Hyundai Santa Fe, Nissan X-Trail, SEAT Tarraco and Kia EV9, for instance.

The Peugeot 5008 should also be on that shortlist. Originally launched in 2009 as a dowdy MPV, the 5008 hasn’t looked back since 2017 when it was re-invented as a family SUV.

Now the third generation, introduced in 2024, is even better, blending kerb appeal with practicality and a premium feel.

Peugeot’s hedging its bets with the 5008 because it’s available as a full hybrid, plug-in hybrid and 100% electric.

Right now I’m focusing on the EV version (badged E-5008), which comes with either a 73kWh or 97kWh battery back.

Priced from £48,650, my test car had the smaller battery (paired with a 207bhp electric motor), which in theory is capable of a range of up to 310 miles. For the record, the 97kWh can travel up to 414 miles, and soon a four-wheel drive variant will be offered (73kWh, 310 miles).

Effectively a stretched version of the E-3008, the E-5008 is one of the sharpest-looking electric seven-seaters on the market.

The well-proportioned E-5008 has serious road presence, thanks to its bold front end featuring slim LED headlamps integrated into the frameless grille. Naturally, Peugeot’s trademark light signatures are present too – ‘lion’s claw’ LED daytime running lights up front and ‘three-claw’ at the rear.

Inside, there’s the wow factor of Peugeot’s new ‘Panoramic i-Cockpit’, complete with a floating, curved 21-inch HD screen that combines the driver’s display with the central touchscreen.

I’ve had my issues with the i-Cockpit design before, because the dinky, low-set steering wheel and higher dashboard results in a slightly awkward driving position for taller drivers (ie the steering wheel is almost in your lap, otherwise it blocks the dashboard).

Thankfully, this situation is much-improved in the E-5008, though it’s still a quirk.

The main takeaway is that the infotainment screen and instrument cluster are a huge-step up from the previous model. The graphics are still not-class-leading, but it’s a big improvement and works well.

There are no physical buttons, but the touch keys are great and the ability to create shortcuts boosts usability. There’s also a handy ‘OK Peugeot’ voice assistant and integrated ChatGPT.

The E-5008 also ticks the sustainability box. Peugeot claims that more than 500kg of green materials are used in each car. For instance, recycled plastic is used in bumpers, storage bins and carpets.

The E-5008 is available in two trim levels – entry-level Allure, and range-topping GT.

All models come with a reversing camera, wireless charger, 19-inch alloy wheels, LED headlights, ambient lighting, autonomous emergency braking (AEB) and lane keep assist, to name but a few goodies.

GT specs cars gain features such as adaptive headlights, two-tone paint, heated steering wheel, powered tailgate and adaptive cruise control.

Inside, the Peugeot E-5008 is light and spacious, while the overall finish and build quality is getting close to premium rivals. Visibility is good, which helps with manoeuvres, along with light steering and the reversing camera, which offers two angles – rear view or bird’s eye.

Like a lot of seven-seaters, there’s just enough space for adults in the third row, but only for short distances. Children and small people will be fine.

Access is helped by the wide-opening rear doors and the second-row seats which slide and tilt.

With five seats in play you get an impressive 916 litres of boot space. This drops to 348 litres in the seven-seater. Fold down both rear rows and you get a massive 2,232 litres of load space.

Naturally, the E-5008 feels substantial on the road, but it’s more agile than you might think, managing to stay remarkably flat in more challenging corners. However, it’s at its best as a refined cruiser.

Additionally, the suspension soaks up bumps nicely, delivering a comfortable ride, and it generally feels nicely planted. Overall, I think it handles better than the E-3008.

It’s not savagely fast like some competitors, but 0-62mph in 9.7 seconds is more than enough to hold its own, and the instant torque off the mark makes it seem quicker. Just a shame that there’s a fair amount of travel in the brake pedal before anything happens and then it’s on the grabby side.

Three drives modes (Eco, Normal and Sport) are available, but as ever, Eco dulls the driving experience, Sport is fine for short bursts, but Normal offers the best blend of performance and efficiency.

There’s paddle-mounted brake regeneration with three different settings to ‘claw’ back some of that energy otherwise lost when slowing down. However, there is no one-pedal option, liked by many EV drivers (not me).

Talking of charging, the E-5008 can do so at speeds of up to 160kW, meaning a top-up from 10 to 80% will take you around 30 minutes, though most owners will probably charge overnight at home.

We’d need to drive the E-5008 for a week or so to give a proper estimate of real-world range. Based on our test drive on mixed roads, where we achieved a creditable average efficiency of 3.8 miles per kWh, I’d say the entry-level 73kWh model is capable of as much as 240-250 miles, though colder weather and driving style will knock it down.

Verdict: Sharply styled, spacious, safe and easy to drive, the Peugeot E-5008 is a welcome addition to the growing seven-seater SUV category.

Peugeot UK

Renault Symbioz E-Tech review

We savour the Symbioz E-Tech – the latest addition to Renault’s growing SUV line-up…

Slotting between the Captur and Austral crossovers in the Renault range, the full hybrid Symbioz effectively replaces the Kadjar.

Competitively-priced from £29,295, it has its work cut out because it’s up against some of the UK’s most popular family cars, including the Nissan Qashqai, Kia Sportage. Hyundai Tucson and Skoda Karoq.

The attractive Symbioz is about the same size as a Qashqai and shares styling cues with the latest Captur.

Inside, it certainly has a Renault look and feel with a portrait-orientated 10.4-inch infotainment display in the middle of the dashboard, a 10.3-inch driver’s digital display and a large steering wheel. Under the touchscreen, there’s a row of climate control buttons and space to store your phone.

The infotainment system uses Google software, so Google Maps, Google Assistant and Google Play are all available. If you prefer Apple CarPlay or Android Auto, both connect wirelessly.

Overall, the dash is well laid out and intuitive, but maybe lacks the wow factor of some rivals.

The cabin as a whole is nicely put together and the quality of the materials used is good, with plenty of soft-touch surfaces higher up.

There’s an impressive amount of space too, so adults can sit comfortably in the rear seats. It also has a sliding rear bench to help maximise boot space, so it’s possible to free up 624 litres (492 litres normally), rising to a useful 1,582 litres with the 60:40 rear seats folded down.

Renault also says it has 24.7 litres of storage space inside the cabin, including seven litres in the glovebox alone.

Under the bonnet, the Symbioz uses the same ‘145’ hybrid set-up as its SUV siblings – the Captur and Arkana.

In other words, there’s a 94bhp 1.6-litre petrol engine working in conjunction with two electric motors, a small 1.2kWh battery and a six-speed automatic transmission (actually a four-speed gearbox and additional ratios courtesy of the dual electric motors).

In total, the full hybrid system (no plugging in) produces a decent 143bhp and power is sent to the front wheels (there’s no all-wheel drive option).

Renault claims a 0-62mph time of 10.6 seconds, economy of up to 60.1mpg, low CO2 emissions of 107g/km and a potential range of 630 miles on a full tank.

Interestingly, it uses a predictive hybrid driving function, which maximises use of electric boost over combustion power for lower fuel consumption

As you’d expect, the seating position is on the commanding side and there’s plenty of adjustment. Front and side visibility is good, but it’s a bit more restricted to the year. That said, a rear-view camera is standard, upgraded to 360-degree view camera on the top trim level – Iconic Esprit Alpine (the two others are Techno and Techno Esprit Alpine).

The Symbioz always starts in electric mode and it will toddle along like this for a short while before the petrol engine kicks in fairly seamlessly. It will also briefly drop into EV mode at lower speeds.

Push on, especially in Sport mode, and the engine will make itself known. What’s more, the gearing is long and it has a tendency to hold a gear for longer than necessary, and sometimes there’s a hesitancy on kickdown.

On the whole, it works well and it is an improvement on CVT hybrids where uncomfortably high revs are triggered if you do anything other than potter about.

The Symbioz feels a little faster than the official figures suggest, especially off the line, while the steering is light and precise, and the brakes are unusually progressive for a hybrid.

It also scores well when it comes to handling. The suspension is on the hard side, yet it deals with the lumps and ruts well, the tyres offer plenty of grip and it delivers tidy body control.

So, there is some fun to be had, but it is at its best cruising along on faster roads, and nipping around town.

Ultimately, the well-equipped Symbioz has a lot going for it – even if the lines are blurred between it and the its similar-sized SUV hybrid siblings.

Verdict: If you’re looking for a cool, frugal full hybrid that’s easy to drive, practical and can deliver a real-world 60mpg on long runs, plus value for money, the Renault Symbioz should definitely be on your shortlist.

Renault UK