hatchback – Pulpaddict

Toyota Prius review

I recently spent a week road testing the revelation that is the fifth-generation Toyota Prius…

When it was launched in 1997, the pioneering Prius may not have been the most attractive of cars, but it was the first mass-produced petrol-electric hybrid, and several million have been produced.

Now in its fifth iteration, it’s better than ever – and it has finally emerged as a swan.

Available only as a plug-in hybrid, the new Prius turns heads, for all the right reasons.

Once a favourite of Uber drivers, the latest version – with its futuristic, aerodynamic styling, low roofline, cool C-shaped headlights and stretched wheelbase – has a much broader appeal.

Athletic and desirable, it’s up against a variety of family hatchback PHEVs, including the Audi A3, Volkswagen Golf, Peugeot 308, Skoda Octavia and Vauxhall Astra.

Priced from £37,895, the Prius pairs a 150bhp 2.0-litre four-cylinder engine with an electric motor and 13.6kWh lithium-ion battery, giving a healthy total output of 220bhp and a claimed EV range of up to 53 miles.

All that power translates into a 0-62mph time of just 6.8 seconds and a top speed of 110mph, while CO2 emissions are as low as 12g/km.

On paper, it’s capable of as much as 564.9mpg if your journeys are modest and you keep your battery charged up. However, as with all PHEVs, on longer trips it’s simply running as a regular hybrid.

The difference with the Prius is that rather than fuel economy dropping down to the late 30s/early 40s mpg (like some rivals), this car is super-efficient.

Without much effort, I achieved 60mpg on a long run and 50mpg in everyday driving.

If I’m honest, part of the reason for that is down to the CVT auto gearbox, which revs uncomfortably high if you accelerate hard, then settles down again. In other words, a sensible, smoother driving style is the only way to avoid the engine din.

That said, the CVT is much improved, but it does dent the driving fun, which is a shame because the chassis is more than up to the job.

If you do press on, the car is agile, stays flat in more challenging corners and delivers a decent turn of speed. And because the driving position is low, you feel more involved with the car.

Grip levels are good for a front-wheel drive car, while the steering is light and, overall, the Prius feels planted.

You can choose between HEV (default) and EV modes, plus Normal, Eco and Sport drive modes too. There’s also a ‘B’ on the gear shifter, which increases the intensity of the regenerative braking, slowing the car down more effectively and charging the battery on downhill stretches of road.

Inside, there’s plenty of space up front, but taller passengers won’t be so happy in the back, where the low roofline means that headroom is compromised and getting in and out can be a struggle.

It’s not perfect up front though for taller drivers either, because in order to see the driver’s display, the steering wheel has to be lowered so it’s nearly on our lap. Peugeot drivers may be fine with that, but it’s not ideal.

Visibility is another casualty of that rakish design. It can be challenging to see round those sharply-angled A pillars. Oh, and there’s no rear wiper on that slim, tailgate window.

The infotainment system is OK and does the job, but it is pretty basic. On the plus side, it’s nice to have physical buttons for climate control, and the heated/cooling seats.

Uber drivers won’t be happy with the luggage space on offer. A shallow 284-litre boot is modest for a family hatchback-sized car.

Overall, the build quality is good, but there’s a bit too much hard, black plastic inside the cabin.

The seats are comfy though and the ride is good, ironing out all but the worst imperfections our roads have to offer.

Finally, the Prius offers peace of mind. Toyota has long been associated with reliability. Now the brand offers a market-leading warranty to back that up.

If you service your car at a Toyota dealer every year, the warranty (initially three years) continues for up to 10 years or 100,000 miles.

Verdict: If you’re looking for a super-economical family hatchback with serious kerb appeal and relaxed long-distance cruising, then the latest Toyota Prius should top your shortlist. Just remember to try before you buy because it is not without a few compromises.

Toyota 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

Skoda Superb review

We get behind the wheel of the fourth-generation Skoda Superb – and the good news is that it’s better than ever…

Skoda has a reputation for building spacious, safe, well-built, dependable cars that are great value for money, and if ever a car ticked those boxes, it’s the latest Superb.

Available as a hatchback (just ‘hatch’ in Skoda speak) or cavernous estate, it’s a fantastic family choice – especially if SUVs don’t rock your boat.

Various engine options are on offer too, including a diesel, mild-hybrid petrol, regular turbo petrol, and a plug-in hybrid that delivers an all-electric driving range of more than 70 miles.

The first thing you notice about the latest iteration of the Superb is its size. The hatch is 43mm longer and 12mm taller than its hardly small predecessor.

The estate version is 40mm longer than the outgoing model, and at 4.9 metres long, it is very big. Just to put that into context, its footprint is about the same as a Mercedes-Benz E-Class estate.

Of course, the benefit of those bigger dimensions is more interior space. Passengers have always been able to stretch out in the back – now there’s even more room.

Then there’s luggage capacity. The estate’s 690-litre boot (expanding to 1,920 litres with the rear seats down) is one of the largest of any car on sale today. The hatch’s 645/1,795 litres dimensions are pretty impressive too.

But it’s not just the fact that the Superb has grown. It’s also sleeker and various tweaks have been made to improve the aerodynamics, which improves fuel efficiency.

It’s the Superb hatch that’s the subject of this week’s review. My test car was the 1.5 TSI e-Tec 150 PS DSG in SE L trim, which means it’s one up from the entry-level SE Technology trim and it’s fitted with a 1.5-litre mild hybrid petrol engine.

Capable of up to 51.8mpg, CO2 emissions are a low 124 g/km, and it’s paired with a seven-speed automatic gearbox, while drive is via the front wheels. Packing 148bhp and 184lb ft of torque, it’s not blisteringly fast (0-62mph in 9.2 seconds), but it seems brisk enough off the mark.

The clever bit about this engine is that it’s super-efficient, and I found up to 55mpg economy is possible on long runs, which is very impressive.

Without getting too technical, the mild hybrid system consists of a 48-volt belt-driven starter-generator and a 48-volt lithium-ion battery (located under the front passenger seat).

Energy recovered during braking gives the engine an electrical boost or allows the car to coast with the engine completely switched off.

There’s also Active Cylinder Technology which enables the 1.5 TSI to switch off two cylinders when their power is not needed in order to reduce fuel consumption.

A walk through the four trim levels demonstrates how well-equipped the Superb is. Priced from £36,995, entry-level SE Technology comes with 17-inch alloy wheels, a 13-inch central infotainment display with integrated Sat Nav as well as a 10.25-inch Virtual Cockpit.

Technology includes a rear-view camera (with washer), adaptive cruise control, lane assist, traffic sign recognition, keyless start/stop, plus wireless mobile charging with an in-built cooling function.

Superb SE L adds larger 18-inch alloy wheels, rear LED lights and LED matrix beam headlights. It also has electric folding and driver side auto-dimming door mirrors with memory function.

SportLine gets extensive gloss black detailing, including 19-inch polished alloy wheels, massage function for the front seats, a lower ride height, Progressive Steering (it delivers a more agile, dynamic feel at speed) and Dynamic chassis control plus, which allows drivers to customise vehicle handling to personal preferences.

Range-topping Laurin & Klement (L&K) features a dark chrome grille surround and rib elements as well as a rear diffuser strip in the same dark chrome material. Inside, there’s a choice of either L&K Suite Black with black leather interior or the lush L&K Suite Cognac Design Selection.

There’s also a Canton sound system and ‘Progressive Dynamic Steering’, which changes the steering ratio depending on how far the wheel is turned, improving handling and agility, especially in curves and at low speeds.

A special mention for those LED matrix beam headlights which allow you to have a high beam on at all times without dazzling other road users.

The intelligent technology uses the camera on the windscreen to detect oncoming traffic, vehicles, people and objects, and shapes the beam around them. Very clever.

The multi-function push-button ‘Smart Dials’ below the infotainment screen work well too, allowing quick access to essentials such as cabin temperature, seat heating, seat ventilation, infotainment volume, fan speed, air direction, smart air conditioning and drive modes.

Inside, there’s more space than ever before, though if I’m honest, I would have preferred the option of a lower driving position.

Other than that, it’s comfortable, visibility is good and the materials (many of them are sustainable) have a quality look and feel.

On the road, the Superb continues to impress. It would be wrong to call it sporty, but it can more than hold its own. My only gripe is the gearbox which has a tendency to hold on to lower gears going downhill.

For the most part, it rides well, absorbing the worst of the lumps and bumps, though the suspension set-up might be on the stiff side for some.

It’s in its element cruising on motorways and A roads, and it’s easy to drive in town too, thanks to light, accurate steering, a tight turning circle and driver assistance gizmos.

The Superb is composed on more challenging roads. It stays flat in faster corners and there’s plenty of grip, but ultimately, it is a substantial car with an accent on economy. Think of it that way and expectations are managed.

It’s refined too, with engine and road noise only seeping into the cabin when the car is pushed.

Disappointingly, there are no drive modes on the entry-level model – instead there’s just the option to switch the gear selector stalk to ‘S’.

If you want more power, or you tow a caravan, then maybe upgrade to a Superb with a 2.0-litre petrol or diesel engine.

Finally, Euro NCAP awarded the Skoda Superb a maximum five stars in its safety tests. Named Best Family Car 2025 in the annual UK Car of the Year Awards, its competitors include the Volkswagen Passat, Peugeot 508 and BMW 3 Series.

Verdict: Hugely practical, clever, well-built and safe, the latest Skoda Superb is a remarkable all-rounder. Whether you want a load-lugger, executive express or large family car, it ticks all the right boxes.

Skoda UK

MG ZS Hybrid+ review

We road test the all-new, full hybrid MG ZS compact family SUV…

It’s been a busy year for MG Motor UK. Not only has the Chinese-owned brand launched the acclaimed MG3 Hybrid supermini, but the next-generation MG HS mid-sized SUV and the ground-breaking Cyberstar electric sports car.

As if that isn’t enough, along comes the next generation MG ZS, which is now bigger, better and still a bargain.

The new ZS has a lot to live up to. The outgoing model was one of the UK’s best-selling cars. Since launching in 2017, it has notched up more than 100,000 sales.

Priced from £21,995-£24,995, the MG ZS Hybrid comfortably undercuts its many rivals including the Ford Puma, Hyundai Kona, Volkswagen T-Cross Skoda Kamiq, Renault Captur, Nissan Juke and Toyota Yaris Cross.

For this generation, the ZS is currently only offered as a full hybrid (there’s no EV version) and it uses the same system as the MG3 Hybrid .

In other words, there’s no need to plug it in and the system combines a 1.5-litre four-cylinder petrol engine with an electric motor, delivering a total power output of 193bhp.

The electric motor contributes 134bhp and 250Nm of torque, enabling the ZS to accelerate from 0-62mph in a punchy 8.7 seconds. Paired with a three-speed transmission, drive is via the front wheels (there is no all-wheel drive option).

The small 1.83kWh battery allows for short bursts of pure electric driving, which helps the ZS Hybrid delivers claimed fuel economy of up to 55.4mpg and CO2 emissions as low as 115g/km.

Two trim levels are available – SE and Trophy. Entry-level SE offers goodies including a 12.3-inch infotainment touchscreen (with Apple CarPlay, Android Auto and built-in sat nav), a 7.0-inch driver’s digital instrument cluster, a reversing camera, rear parking sensors, and keyless entry, plus the MG Pilot suite of safety and driver assistance systems.

Range-topping Trophy adds black leather-effect upholstery, heated front seats and steering wheel, a 360-degree camera, rear privacy glass, a six-way adjustable driver’s seat and 18-inch alloy wheels.

The new ZS Hybrid has styling that brings it into line with the HS and MG3 Hybrid . Better proportioned than the outgoing model, it’s longer, taller and wider, while its smoother lines are kinder to the eye, even if the nose treatment does bear more than a passing resemblance to the Suzuki Across.

Considering the ZS is at the budget end of the market, the interior looks and feels surprisingly good. There are some soft-touch surfaces, and the faux leather seats in the Trophy version are top quality.

There’s plenty of space in the cabin with lots of storage areas. Rear seat legroom is especially generous, and taller passengers will have no complaints either.

For the record, the boot has a decent 443-litre capacity, expanding to 1,457 litres with the rear seats folded.

The driving position is pretty high up front. It’s not a deal-breaker and I soon got used to it, but I would prefer a little more downward travel. However, there’s no excuse in 2024 for the lack of steering wheel reach adjustment.

The infotainment system is a big improvement on the previous iteration, but still not the best. On the plus side, there are physical shortcut buttons beneath the main screen. However, it’s not always the fastest or most intuitive system to use, while the steering wheel controls are fiddly.

On the road, the MG ZS Hybrid is pleasant to drive, but let’s be honest, it won’t put a smile on the face of more spirited drivers.

It’s smooth and refined for the most part, but when you put your foot down or head uphill, the petrol engine kicks and the revs rise big time. The gearbox doesn’t help because it’s occasionally unpredictable and holds onto gears longer than necessary.

So, the new ZS is best enjoyed at a leisurely pace, or simply cruising along.

The steering is light and precise and it’s a doddle to drive, but the ride is on the firm side and it can be fidgety over poorer surfaces at lower speeds. There’s also a fair amount of wind and road noise make it through to the cabin.

Push it in more challenging corners and body lean is kept well in check, but even with Sport drive mode activated (there’s also Standard and Eco), it’s never going to be a dynamic car to drive.

It’s worth mentioning that there are also three energy regeneration modes that can be adjusted using the two programmable buttons on the steering wheel. Always a joy to engage extra regen on downhill stretches to charge up the battery pack.

Based on our test drive on a variety of roads, we’d say economy of 50mpg is realistic, which is impressive.

Finally, if you’re looking for peace of mind, like all MGs, the ZS Hybrid comes with a generous seven-year/80,000-mile warranty.

Verdict: Put simply, the all-new MG ZS Hybrid is an economical family-sized SUV for about the same price as a supermini. It may not be top of the class for dynamism on the road, but it is a doddle to drive, spacious, well-equipped, and it’s blessed with a seven-year warranty.

MG Motor UK

Suzuki Swift review

We take our first drive in the all-new 2024 Suzuki Swift small hatchback…

The Suzuki Swift is one of the world’s great automotive survivors. More than nine million have been sold in 40 years and the popular supermini is now into its fourth generation.

Even though SUVs of all sizes are dominating vehicle sales, Suzuki still thinks there’s a place for the five-door Swift.

In fact, as stalwarts such as the Ford Fiesta, Nissan Micra and Kia Rio disappear from the sector, there may even be an opportunity. After all, what are long-time Fiesta owners going to buy next time round – especially if they aren’t ready to go electric?

As ever, Suzuki’s answer is to offer a reasonably-priced, practical car that drives well and does what it says on the tin.

Starting at £18,699, the next-gen Swift doesn’t look unlike its predecessor at first sight.

Get a little closer and you’ll see that it’s bolder with a swathe of subtle design tweaks. It’s also fractionally longer and higher.

Evolutionary styling highlights include a sharp shoulder line that runs along the side of the car, L-shaped signature LED headlights, a piano black grille and sporty rear roof spoiler.

The back door handles are now conventionally mounted, instead of on the C-pillar, while the distinctive clamshell bonnet is shallower than before.

The new look works well and gives the Swift a more muscular stance. What’s more, it’s available in eight paint colours and four dual-tone colours, which utilises the car’s “floating roof”.

Inside, the cabin represents a big step-up for the Swift in terms of design and technology – two areas where the outgoing car was starting to show its age.

The centrepiece is the 9.0-inch infotainment touchscreen display with shortcuts below and wireless Apple CarPlay/Android Auto connectivity, complemented by a redesigned dashboard. It’s not cutting edge, but miles better than before.

Thankfully, Suzuki has also stuck with physical switches and buttons for the climate control and other necessities such as heated seats.

Sadly, one feature remains, and that’s the mass of scratchy black surfaces in the cabin.

There are just two trim levels – Motion and Ultra – and the impressive standard equipment list includes adaptive cruise control, sat nav, keyless entry and start, rear parking sensors, a rear camera, lane departure warning, rear-cross traffic alert and blind spot monitoring.

For launch, there is just one petrol engine available – a three-cylinder 1.2-litre mild hybrid (12V) producing 81bhp.

It’s about as powerful as the unit in the old car, but it’s now 8% more fuel efficient and produces less CO2 (as low as 99g/km).

On the road, it’s clear that the latest Swift is all about economy. It feels less peppy (0-62mph in 12.5 seconds) than the previous generation 1.0-litre petrol turbo and the manual gearbox has to be worked fairly hard to extract any meaningful performance.

That said, even though it only a five-speed, you don’t find yourself reaching for sixth because the ratios are well judged.

For the record, an automatic transmission will also be offered, along with a 4×4 option.

The new Swift rides well. It’s not the most sophisticated system out there, but does the job, while body lean is nicely controlled. There’s even some fun to be had.

And because it’s such a lightweight car, it feels nimble and responsive.

Overall, the cabin is more refined than its predecessor and the engine only makes itself known under heavy acceleration.

Economy of around 50mpg is easily achievable in mixed driving, so the claimed 64.2mpg could well be a possibility on a long run.

Inside, there’s just enough room for adults front and rear, while the boot is a respectable 265 litres (589 litres with the backs seats flat) and there are plenty of small storage spaces dotted around the cabin.

My only slight gripe is that the driving position is on the high side for my liking, but you do soon get used to it.

So, the all-new Suzuki Swift is better than ever, which is just as well because its rivals in the small hatchback sector include the big-selling Vauxhall Corsa, Volkswagen Polo, Dacia Sandero and Skoda Fabia.

And if all that isn’t enough, there’s now another good reason to choose a Swift.

Customer service has always been a Suzuki strength. Now there’s extra peace of mind too, courtesy of the new extended warranty plan.

On top of the basic three-year/60,000 miles warranty, this is now extended to seven years/100,000 miles (whichever comes first), as long as scheduled services are booked within the Suzuki dealer network.

Verdict: The all-new Suzuki Swift is a real step-up from its predecessor and well worth a test drive. Honest, competitively priced, stylish, comfortable, easy to drive and economical, it now also offers more peace of mind.

Suzuki Cars UK