hot hatch – Pulpaddict

Alfa Romeo Junior Veloce review: Behold, a proper EV hot hatch

We test the performance version of the Alfa Romeo Junior Elettrica – on track and UK roads for the first time…

At the end of last year, I spent an entertaining week with the entry-level Alfa Romeo Junior – the first electric car from the iconic Italian brand.

I concluded: “If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.”

Recently, I was invited to get behind the wheel of the range-topping Junior Veloce for the first time in the UK.

Just to recap, the Alfa Romeo Junior line-up is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce. If you prefer petrol, there’s also a mild hybrid (Ibrida).

All three EV models are front-wheel drive and use a 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the Veloce is uprated to 278bhp.

Significantly, the Veloce also has a lower ride height, wider track, stiffer anti-roll bars, bigger brakes, a quicker steering rack, uprated tyres and a mechanical Torsen D limited-slip differential.

The location for my introduction to the Veloce was Bedford Autodrome – owned by former Formula One driver Jonathan Palmer’s MotorSport Vision organisation.

There I got to drive the Veloce on the North Circuit’s long straight and challenging corners, plus a small handling course featuring two identical mirror-image layouts with straights, hairpins and doughnut circles, followed by a road route.

First impressions are great. Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is elegant and compact, managing to look both delicate and aggressive.

The Veloce enhances the sportiness of the standard Junior Elettrica with 20-inch diamond cut alloy wheels, contrasting black roof, tinted rear windows, red brake calipers and a sports styling kit.

Inside, there’s a leather steering wheel, sports pedals and kick plates, plus a supportive, six-way electrically operated driver’s seat with massage function.

There’s also a diamond black Scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo.

And just like the regular Junior, the cabin is very driver-centric, with a large central 10.25-inch infotainment screen angled towards you.

Crucially, and unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

And this pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

I selected Dynamic for the track sessions, then experienced all three on the road route.

The Veloce’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – totally controlled, with just a touch of torque steer.

For the record, it has a swift 0-62mph time of 5.9 seconds, a top speed of 124mph and 254 lb-ft (345 Nm) of torque.

The other important statistic is the Veloce’s kerb weight of 1,560 kg, which is light for an EV, and helps with the handling, which is nimble, yet planted.

I’m no track pro, but thanks to some excellent coaching, my lap times improved considerably as I worked on braking points and racing lines, pushing the Veloce to its limit.

The grippy Michelin Pilot Sport EV tyres deliver ample grip and the Veloce holds the road well. I could feel the differential working as I accelerated out of corners, with controlled body lean, yet without a hint of understeer.

I haven’t driven a go-kart like electric MINI Cooper on track, but I suspect the Alfa is smoother and more fun because of the well-judged chassis compliance.

Overall, the car itself feels remarkably assured – even on the edge – and the steering is quick and direct.

Ultimately, driving a good electric car on track is relatively straightforward because there’s instant torque and no gear changes, but when an EV is set up as well as the Junior Veloce, it’s even more fun and, frankly, flattering.

No car is perfect, and the Alfa is no exception. Though the brakes are effective, there’s a fair amount of pedal travel before they kick in big time. So, while the braking system is a step up from most other EVs, it could be better, and this is turn would inspire more confidence.

My only other quibble is the simulated sound, which helps create a sense of speed and power, but is no substitute for a combustion engine – or the audio delights of the clever Hyundai Ioniq 5 N.

The Alfa Romeo Junior Veloce is also entertaining on the road, whether you’re cruising along in Normal drive mode (for the best blend of performance and efficiency) or pushing on in Dynamic (fine for fun, shorter bursts with maximum power on tap). Advanced Efficiency mode dulls the engagement factor and is best left for motorway runs.

The other thing to say about the DNA drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Elsewhere, the Veloce is much the same as the basic Junior Elettrica and Junior Elettrica Speciale.

Visibility is decent at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

The biggest compromise with the Veloce is when it comes to price and range. Capable though it is, £42,295 is on the steep side. I suspect the sweet spot is just below £40k.

Also, Alfa Romeo claims the Junior Elettrica and Junior Elettrica Speciale can manage up to 255 miles on a full charge, but this drops to 207 miles for the Veloce.

In other words, in real-world driving, the entry-level Junior should have a range north of 200 miles, and the Veloce closer to 170 miles.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency. And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 20-80% charge time of less than 30 minutes at speeds up to 100kW DC.

Verdict: The Alfa Romeo Junior Veloce is a revelation. Stylish, sporty looks combined with superb handling and a great driving position have produced an engaging EV that feels much like an old-school hot hatch.

Alfa Romeo UK

Hyundai Ioniq 5 N review

We get behind the wheel of the Hyundai Ioniq 5 N – the first proper hot hatch of the EV age

Once in a while a car comes along that doesn’t just stand out from the crowd, it sets a new benchmark. The Hyundai Ioniq 5 N is one of those cars.

A genuine game–changer, Hyundai has transformed the Ioniq 5 electric family hatchback into something very special.

Starting at £65,000, it’s pricey, but it’s also extremely clever, and there really is no other EV like it.

You could say it’s the first reasonably priced electric performance car this side of the £100,000-plus exotics from the luxury brands.

So, let’s get back to basics. The Ioniq 5 N is based on the award-winning Ioniq 5 family EV – a curiosity in itself.

With its retro cool design, the regular Ioniq 5 looks like it should be about the size of a VW Golf, yet its actually closer to a Skoda Enyaq iV.

This latest fruit from Hyundai’s ‘N’ performance sub-brand is even bigger (80 mm longer, 50 mm wider), thanks to larger wheels and tyres, and awesome body kit.

The all-wheel drive Ioniq 5 N also gets a larger battery pack than its sibling (84kWh compared to 78kWh), though range is down from 298 to 278 miles.

Courtesy of two electric motors, it produces an impressive 609bhp, while one press of the (NGB) boost button on the steering wheel unlocks the full 641bhp for a 10-second burst.

This means that a 0-60mph sprint can be dispensed with in 3.5 seconds (3.4s with the NGB button engaged) while the N’s top speed stands at 162mph.

And just like the regular Ioniq 5, the 5N gets state-of-the-art 800V battery technology allowing ultra-fast charging (10-80% in 18 minutes).

As if all that isn’t impressive enough, there are various driving modes for road and track, a launch control function, all-new suspension, bigger brakes, a revised steering system and styling tweaks to help cool the battery.

Most of all, technical wizardry has resulted in an EV that drives and sounds much like a conventional performance car with a convincing simulated engine noise and paddle-shift gearbox, recreating the sound and feel of a petrol-powered hot hatch.

Take one for a test drive yourself before you write it off as a gimmick, it doesn’t just put a smile on your face, it’s far more involving than a regular single-speed EV.

The Ioniq 5 N looks the part too. Not just the flared wheel arches and big wheels, but the aggressive stance. It’s the same story inside where there’s a far more sporty feel.

The figure-hugging bucket-style seats up front deliver a lower seating position, so you don’t feel perched like the regular Ioniq 5, plus aluminium pedals, an N-exclusive centre console and sustainable products are used throughout the cabin.

So, the Ioniq 5 N feels special, even before you hit the Start button. On the road, it’s clear that it doesn’t just look stunning, it handles superbly too.

For a big car weighing in at 2.2 tonnes, it’s nothing short of phenomenal. Blisteringly fast, there’s almost no body lean in more challenging corners.

You really can hustle the 5 N too, firm in the knowledge that its powerful brakes will do their job and its mighty 21-inch Pirelli P-Zero tyres will provide the necessary grip.

For the full-on experience, switch to Sport mode, activate the N e-Shift and chose the ‘Ignition’ engine sound, complete with blips and pops on the down–changes. Yes, it’s largely pointless, but fantastic fun.

Of course, the Ioniq 5 N can be driven sensibly too, and it may well be that the fake engine noise and manual gear selection novelty will wear off for many owners after a while, leaving the 100% N experience for special treats.

Ultimately, like every EV, it’s a balancing act between performance and efficiency, and there’s no doubt that the latter takes a big hit if you overdose on the former.

Behave and you can expect 3.5 miles per kwh or more, indulge too much and it will dip down closer to 2.0.

Finally, it’s worth remembering that the Ioniq 5 N is also highly practical. There’s loads of legroom and headroom for three in the back, while the boot offers 480 litres of cargo volume with the rear seats in place, expanding to 1,362 litres with them folded.

Oh, and unlike its cheaper sibling, it gets a rear wiper. Hurrah!

Verdict: The game-changing Hyundai Ioniq 5 N doesn’t just look awesome – it’s a technical tour de force, delivering a remarkable combination of speed, engagement, driver involvement and practicality.

Hyundai UK

Mercedes-AMG A45 S review

We take the Mercedes-AMG A45 S – the most powerful hot hatch on the market – for a spin…

It could be argued that the concept of the ‘hot hatch’ – in the traditional sense – is now in its dying days.

After all, we live in an era where a family EV is often quicker off the mark than many a performance ICE (Internal Combustion Engine) car.

There are only a few genuine ‘hot’ hatches left, including the Audi RS3, Volkswagen Golf R, Honda Civic Type R and the Mercedes-AMG A45 S – the subject of this week’s road test.

Just to recap, the fourth-generation Mercedes-Benz A-Class hatchback was launched in 2018 and facelifted at the end of 2022.

Topping the range are a pair of performance models (the Mercedes-AMG A 35 and the even-faster Mercedes-AMG A 45 S), which have now also received a makeover.

The A 45 S is the most powerful hot hatch on the market (415bhp and 369lb ft of torque) and it features the world’s most potent series-production four-cylinder engine.

The key stats say it all, because that turbocharged 2.0-litre engine means it’s capable of 0–62mph in a blistering 3.9 seconds and a top speed of 168mph.

Oh, and all that power is directed to the road via an eight-speed dual-clutch gearbox and AMG’s 4Matic all-wheel drive system.

For what it’s worth, fuel economy is a claimed 30.8mpg. And frankly, unless you possess superhuman levels of restraint, the reality is closer to 25mpg.

First impressions count and the Mercedes-AMG A45 S is a statement car.

Apart from new front and rear lights and an AMG badge on the bonnet, the update hasn’t made much of a difference to the car externally – which is no bad thing.

With its aggressive stance, lower lip spoiler, quad-exhaust pipes, front bumper canards and a massive rear wing, it oozes performance.

Inside, the first thing you notice is the driving position, which is a tad high, while the seats are on the firm side. The dashboard is shared with standard A-Class models, so there’s an impressive dual-screen set-up and a head-up display.

If you prefer things minimalist, the Mercedes-AMG A45 S may not be for you. There’s a complex twin-spoke steering wheel incorporating two mode buttons, five circular air vents and a line of climate-control switches.

There’s plenty of room up front, but those bucket seats eat into the rear passenger space, so best to try the space for size.

The 370-litre boot is about average for a family hatchback and there’s a useful 40/20/40-split rear bench.

Of course, premium materials are used throughout the interior and it’s hard to fault the overall build quality, inside and out.

Naturally, the Mercedes-AMG A45 S is a little more vocal on start-up than your average hatchback, but it’s not anti-social.

In fact, it’s really easy-going, happy pootling around town and cruising on the motorway. Put your foot down and it’s a car transformed. The exhaust note is angrier, it pumps through the gears and before you know it, you’re up to the legal limit.

Traction is prodigious, but hot hatches aren’t just about straight-line speed – it’s how they cope on more challenging roads.

And it’s here that the Mercedes-AMG A 45 S is in another league. There are a bewildering amount of drive mode settings (there’s even a drift mode), and you can tweak the steering, suspension and exhaust, but ultimately, the sportier you get the more astonishing it becomes.

With sharp, responsive steering, phenomenal cornering ability, powerful brakes and a glorious rear bias, it’s remarkably forgiving and remains unbelievably composed.

I can’t pretend to understand all the clever, technical stuff going on behind the scenes. All I know if that it works superbly. Not only does it put a smile on your face, but it leaves you yearning for more. This could be an entertaining track day weapon.

My only criticism is that the ride is firm, even in comfort mode, but it’s certainly not a deal-breaker. Sadly, the starting price of £63,285 will be for many.

Verdict: Quite simply, the Mercedes-AMG A45 S is one of the best hot hatches ever – a heady mix of power, superb driving engagement, top build quality and practicality.

Mercedes-Benz 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

Revealed: Alpine’s first electric hot hatch

Gareth Herincx

1 day ago
Auto News

Alpine has unveiled its first ‘lifestyle’ model – the concept for the much-anticipated A290.

The exciting new car made its debut at an historic hangar in Bristol – birthplace of Concorde, the Anglo-French supersonic airliner.

Alpine’s Formula one drivers, Esteban Ocon and Pierre Gasly, who are helping to develop the A290, put the show car through its paces.

Kick-starting the sporty French brand’s push to become mainstream,the EV hot hatch is based on its cousin, the upcoming Renault 5 EV.

Alpine CEO, Laurent Rossi, described the A290 as the first page of a new chapter.

“This car will have a big mission,” he said. “It will have to perpetuate the racing brand legacy of Alpine. The brand is born from racing, made by racers, for racers at heart.”

Despite its more rounded shape, there’s no hiding the Alpine’s DNA. Other differences include a duck-tail-style rear spoiler, a small lip on the bootlid and Alpine’s four-light signature up front.

Even though it will share its basic underpinnings with the Renault 5 EV, it’s expected the Alpine will get a power boost and a more dynamic set-up.

Alpine currently only sells the A110 sports car, but is planning to launch the A290, alongside the successor to the A110, plus an all-new crossover.

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