Hyundai Kona Electric

MINI Aceman review

We road test the newest member of the MINI family – the five-door, all-electric Aceman compact crossover…

Effectively replacing the MINI Clubman estate, the Aceman plugs the gap between the Cooper hatchback and Countryman SUV.

Looking not unlike a pint-sized Countryman, the Aceman borrows heavily from its big brother with blocky styling and short overhangs. It also gets angular lighting units and an octagonal grille.

Built in China initially with UK production set to follow, the Aceman is also the first MINI only to be sold as an EV.

It’s not short of a few rivals either, with the likes of the Ford Puma Gen-E, Hyundai Kona Electric, Alfa Romeo Junior, Kia Niro EV, Jeep Avenger, Volvo EX30 and the Vauxhall Mokka Electric in its sights.

Priced from £31,220, the Aceman comes in three flavours – E, SE and John Cooper Works (JCW). Entry level E gets a 42.5kWh battery and 181bhp electric motor, which is good for a claimed 192-mile range and a 7.9-second 0-62mph time.

The SE benefits from a 54.2kWh battery pack and more potent 215bhp e- motor. It’s quicker to 62mph with a time of 7.1 seconds, while range is up to 252 miles on a full charge.

The sport JCW version also gets the 54.2kWh battery, plus a meaty 255bhp motor, resulting in a 0-62mph sprint time of just 6.4 seconds.

Rapid charging speeds peak at 70kW for the E and 95kW for the SE and JCW, so a 10-80% charge will take as little as 29 minutes in the E and 31 minutes in the SE and JCW versions.

What’s the interior like? Well, very similar to the Cooper and Countryman, which means that its fairly minimalist, compared to previous generation MINIs.

Built around MINI’s unique circular central OLED touchscreen, it’s largely button free, but thankfully a row of toggle switches has been retained.

There’s no driver’s instrument cluster, but at least all versions come with a head-up display – so you’re not forced to glance at the central screen to view essentials such as speed.

There are three trim levels (Classic, Exclusive and Sport) – each with its own theme. All get a 2D knitted textile trim on the dash panel.

Premium quality of the cabin has always been a MINI strength. Except for the soft synthetic leather seats, I’d say the new model isn’t quite as classy, with its blend of rough-textured ‘knitted’ fabric made from recycled materials and scratchy plastic surfaces below.

Cabin space in the back is a huge improvement on the basic MINI Cooper with just enough space for an adult to sit behind another adult. However, there’s a luggage capacity of only 300 litres in the boot, which might be challenging for family trips.

MINIs are known for their go-kart driving experience, and the Aceman EV doesn’t disappoint. I drove the E and SE versions and there’s fantastic performance thanks to all that instant torque, while sharp-steering, superb grip and almost no body lean make it feel like it’s running on rails.

That said, some may find the ride on the stiff side, and the handling can get fidgety on twisty, fast sections of road, so hold on tight.

At its worst it feels like you’re being jostled around in the cabin, but for the most part, it’s a classic MINI driving dynamic.

Maybe if the seating position was a tad lower (like the Cooper) the overall experience would be improved?

I suspect owners will probably stick to default Core mode with its light steering feel and moderate acceleration, but it’s fun to shift it into Go Kart for short bursts too, with its heavier steering and sharper throttle response.

Frankly, there not much to choose between the E and SE on the road. If anything, the lighter E (smaller battery) is a tad more nimble, despite having fewer horses.

Unlike many EVs, the brakes are progressive, while the regenerative system works well, with a good selection of levels. Traction is surprisingly good too, considering the Aceman is front-wheel drive.

In real-world driving, we’d expect the Aceman E to manage around 160 miles and the SE closer to 200 miles, depending on the weather, driving style and terrain. However, in urban driving, the range should be closer to the official WLTP figures.

Verdict: Uniquely styled, safe, genuinely fun-to-drive and packed with tech, the MINI Aceman EV crossover is a solid and practical step-up from the three-door Cooper, offering a bit more space and reasonable range for everyday trips.

MINI UK

Omoda E5 review

We road test the all-new, all-electric Omoda E5 family SUV…

Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.

The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).

The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.

My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.

The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.

The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.

Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.

There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.

It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.

Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.

Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.

The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.

More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.

Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.

While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.

The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.

Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.

And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!

On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.

I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.

At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.

The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).

The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.

There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.

Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.

Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.

Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.

Omoda UK

Volvo EX30 review

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

Jeep Avenger review

We get behind the wheel of the Avenger compact SUV – Jeep’s first battery-powered vehicle

Sharing an EV platform with its Stellantis group cousins – the Peugeot e-2008, Vauxhall Mokka Electric and DS 3 E-Tense – the all-new Jeep Avenger has caused quite a stir.

Not only is it the first Jeep to be created outside of America (designed in Italy, built in Poland), but it also marks the return of the Avenger name, which was once familiar to British buyers.

Older readers might remember that it once ‘graced’ the Hillman Avenger family car (later Chrysler Avenger and Talbot Avenger), which was manufactured in the UK between 1970-81.

So, this all-new, all-electric baby Jeep is a talking point. It’s also an award-winner, because it’s already been crowned European Car of the Year 2023. So, no pressure there then…

Starting at £35,700, it’s pitched right in the midst of a competitive sector. As well as its aforementioned in-house rivals, others include the Hyundai Kona Electric, Kia Niro EV, MG ZS EV and Honda e:Ny1.

There’s no doubt that the chunky and cute Jeep Avenger is one of the best lookers of the bunch with its classic crossover shape.

Sporting short overhangs and extra ground clearance, there’s plenty of Jeep DNA with the signature seven-slot grille, trapezoidal wheel arches, protective cladding and ‘X’ tail-lights.

Initially available as just a single-motor front-wheel drive (a dual-motor 4×4 version is also planned) with 154bhp and 260Nm of torque, its 54kWh battery is good for up to 249 miles of range (342 miles in city driving), while a 0-62mph sprint takes 9.6 seconds.

The Avenger’s 100kW maximum charging speed means a 10-80% top-up should take just under 30 minutes. Naturally, it will also charge fully overnight if you have a home wallbox.

Inside, there’s ample headroom front and rear, but it’s cosy in the back for passengers with longer legs. The Avenger’s 355-litre boot expands to 1,053 litres with the back seats folded, while accessibility is good.

The cabin itself looks pretty tough, but there are too many black plastic and hard surfaces, while the leather seats in our test car weren’t very forgiving.

It’s fairly minimalist up front, though thankfully there are shortcut buttons under the 10.25-inch central touchscreen for necessities such as climate control. There’s also Apple CarPlay and Android Auto functionality, plus a built-in TomTom sat-nav.

The driving position is on the high side, and it would be nice to have the option to sit lower, but you soon adjust.

On the road it feels a bit quicker than the official acceleration figure suggests, thanks to the instant torque. Wind and road noise is well suppressed, even on poorer surfaces, which is a feat in itself, because EVs run so quietly and the slightest sound is noticeable.

Overall, the ride is firm, but it’s nimble and handles well. Body lean is kept in check on more challenging roads, while the steering is nicely weighted. Unfortunately, there’s a lot of pedal travel before the brakes bite, denting your confidence to push on.

You can’t adjust the brake regeneration level via paddles behind the steering wheel either – instead you have to select ‘B’ mode on the gear selector or drive in Eco mode.

Without spending a week or so with the car, it’s hard to estimate the Avenger’s real-world range, but we’d say around 200 miles is possible and this should increase in an urban environment.

And as you’d expect from a cool compact crossover, the Avenger is probably in its element in built-up areas. Easy to drive with a fairly tight turning circle of 10.5 metres, visibility isn’t bad either. And where it’s not perfect, there’s a good selection of cameras and sensors.

What’s more, generous cladding around the car should help to cushion most car park dings, while the headlights and rear light clusters are slightly recessed, so that there’s less chance of damage there too.

In all, there are six driving modes: Eco, Normal, Sport, Sand, Mud and Snow. As ever, Normal is just fine, while Eco and Sport dull and boost throttle response respectively.

We tried some gentle off-roading and traction is improved slightly with Sand and Mud modes selected, which means it could be a next best after 4x4s in the snow.

However, the forthcoming four-wheel drive model will be the one to go for if you have to tackle muddy fields and more extreme conditions on a regular basis.

With hill descent control, short overhangs and raised ride height, plus 20 degrees of approach angle and 32 degrees of departure angle, it certainly has off-road potential.

Finally, there are three well equipped trim levels (Longitude, Altitude and Summit) and there’s plenty of scope for personalisation thanks to various decals, body paints, contrasting ‘floating’ roof colours and accessories.

Verdict: We really rate the Jeep Avenger – an impressive debut EV from the iconic American brand. Compact, cool and competitively-priced, it has a useful range, good charging speed and is more rugged than most of its rivals.

Jeep UK

DS 3 E-Tense review

Our first drive in the 100% electric version of the stylish five-door DS 3 compact SUV

Originally launched as the DS 3 Crossback in 2019, this chic crossover was initially available with a choice of petrol and diesel engines (a 100% electric variant following a year later).

Fast forward to 2023 and not only has the car dropped its “Crossback” monicker and received a facelift and other updates, but it’s now a straight choice between petrol or electric power.

We’ve never driven the EV version (marketed as the DS 3 E-Tense), so here’s how it shapes up. But first, a bit of background.

DS Automobiles split from Citroen to become an innovative premium brand way back in 2014. Since then, the two brands have become part of the huge Stellantis Group, which also includes Peugeot, Jeep, Alfa Romeo and Fiat.

DS’s competition department, DS Performance, has competed in Formula E since 2015, clinching the first team/drivers’ double world title in 2019.

DS Automobiles is now one of the premium arms of Stellantis with a fast-expanding range, and the new DS 3 E-Tense battles it out in a competitive compact SUV EV segment, though it’s arguably the most upmarket offering.

Not only is it up against its Stellantis cousins – the Peugeot e-2008, Vauxhall Mokka and upcoming Jeep Avenger – but also the MG ZS EV, Hyundai Kona Electric and Kia Soul EV.

On a technical level, the big change for 2023 is a larger 54kWh battery (up from 50kWh) and more power. As a result, the small electric SUV now offers a range of up to 250 miles (previously 212 miles).

Visually the DS 3 E-Tense’s subtle facelift delivers extra kerb appeal and improves aerodynamic efficiency.

The redesigned front end features new LED headlights and daytime running lights, plus a slightly larger diamond grille and new spoiler.

“DS Automobiles” is written across the boot, while the profile is as distinctive as ever with its shark’s fin rear window design and flush door handles. There are also new wheel designs and a total of seven body colours with contrasting roofs.

Inside, the most significant change is the updated infotainment system, which is easier to use than the previous version and it’s also more responsive.

There’s a 7.0-inch digital driver’s instrument display and 10.3-inch touchscreen with Apple CarPlay and Android Auto smartphone connectivity.

Elsewhere, the materials used have an upmarket feel. The watchstrap leather seats look especially cool and are very comfortable, but some of the quirky functionality does take some getting used to.

For instance, the switches to open the windows flank either side of the gear selector, while touch-sensitive short-cut buttons for the touchscreen, plus other essentials such as audio volume and heated seats, are all dotted around the central air vents.

For the record, there are four trim levels available – Performance Line, Performance Line , Rivoli and Opera.

The DS Safety Pack is also fitted as standard, and this includes autonomous emergency braking (AEB), lane-keep assist and speed limit recognition – all helping to give the DS 3 a maximum five-star safety rating from Euro NCAP.

Space up front is good, but it’s less than impressive behind where there’s only just room for adults and visibility is compromised, especially for small children, thanks to the fins on the rear doors, high waistline and thick B pillars.

The boot is 350 litres, or 1,050 litres, with the rear seats folded. Not class-leading, but enough for the shopping or a modest amount of luggage.

With light steering and a ride that’s set up for comfort, the DS 3 E-Tense drives well.

Naturally, there’s plenty of torque, but it’s not gut-wrenching like some other EVs.

The single electric motor that drives the front wheels produces 154bhp and 192lb ft of torque, taking nine seconds to hit 62mph (maximum speed 93mph).

The smooth power delivery results in a refined cabin ambience that fits the car’s classy character well.

You can have fun in the DS 3 E-Tense because it’s nimble and responsive, but you will experience body lean in faster, more challenging corners, so best not to get carried away.

Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your foot from a standing start.

Traction is good overall, though it is possible to spin the front wheels on looser or wet surfaces if you plant your right foot from a standing start.

There are three drive modes – Eco, Normal and Sport. As ever, Normal is just fine because Eco dulls the driving experience, and though Sport livens things up a little, it does sap the battery range.

We’d estimate real-world driving range is probably closer to 200 than 250, which certainly makes it a practical proposition for most drivers.

The DS 3 can take up to 100 kW DC charging, which enables a 0-80% replenishing of its battery in 30 minutes. Plug it at home via a 11 kW AC wallbox and a 0-100% charge will take five hours, 45 minutes.

Perhaps the biggest challenge for the DS 3 E-Tense is its price. Starting at £37,200 and rising to £41,700, it’s a relatively expensive small EV.

Verdict: If you’re looking for a 100% electric compact SUV and you appreciate quality and style, then consider the DS 3 E-Tense. It’s not without a few frustrations and compromises, but it’s easy and fun to drive – and crucially – stands out from the crowd.

DS Automobiles