Kia Niro EV – Pulpaddict

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

Peugeot E-3008 review

We road test the pure electric version of the next-generation Peugeot 3008…

The Peugeot 3008 is a great example of how the automotive industry has evolved since 2007.

Back then it was a dumpy looking MPV, but all that changed in 2016. In one fell swoop, Peugeot’s designers re-invented the 3008 so that it became one of the most stylish and distinctive mid-sized SUVs on the market.

Crowned 2017 European Car of the Year, at launch it was available with a choice of petrol and diesel engines, though mild hybrids and a plug-in hybrid followed.

So, that’s SUVs in, diesels out.

The 2024 third generation Peugeot 3008 is greener still, and is first model to use parent group Stellantis’ new STLA Medium electric powertrain. Ultimately, there will be mild hybrid, plug-in hybrid and fully electric versions.

It’s on-trend too because it’s marketed as an “electric fastback SUV”, which means it has a sporty, sloping roof.

The first model in the 3008 line-up is the 100% electric E-3008. It will come with two sizes of battery (73kWh or 98kWh batteries), but initially only the former with a claimed 326-mile range will be available.

We’ll have to wait until 2025 for the 98kWh Long Range with an impressive 422 miles on a single charge, and the Dual Motor all-wheel drive (73kWh, 326 miles).

We road tested the entry-level Peugeot E-3008 73kWh Single Motor, which starts at £45,850.

And the good news is that the new 3008 is even more striking than the outgoing car. There’s a bold front end featuring slim LED headlamps integrated into the frameless grille, but the most obvious change is that it now sports an aerodynamic SUV-coupe profile (think Audi Q4 Sportback e-tron).

Naturally, Peugeot’s trademark light signatures feature 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 head-up display with the central touchscreen.

I’ve had my issues with Peugeot’s 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-3008, 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 really boosts usability. There’s also a handy “OK Peugeot” voice assistant.

The cabin is well designed and the quality is impressive as long as you don’t look too far down where more basic scratchy black plastics lurk.

It’s spacious too – not just up front, but at the back (the rakish profile doesn’t appear to have impacted headroom too much) and in the boot, where there’s a 588-litre luggage capacity, expanding to 1,663 litres with the seat folded down.

On the road the front mounted electric motor develops 213bhp and drive is via the front wheels. It’s swift, but not blisteringly fast off the line.

With 253lb ft of torque, it can complete the 0-62mph sprint in a respectable 8.8 seconds and tops out at 105mph.

For the record, the E-3008 is capable of charging speeds up to 160kW, enabling it to be boosted from 20-80% in just 20 minutes (or 30 minutes via a 100kW connection).

It’s easy to drive in urban areas thanks to light steering, a tight turning circle and good visibility for the most part, except for the rear pillars and slim tailgate window.

And despite firm suspension settings and the big 20-inch wheels on our car, it dealt with the lumps and bumps of everyday driving well, only becoming a little unsettled over larger potholes and really poor surfaces.

Grip is good, but the brakes are disappointing (a common issue with EVs) because they lack a progressive feel and have a tendency to snatch.

You’re also aware of its bulk (2,108kg) on more twisty roads, so there is some body lean. In short, it’s at its best and most refined cruising at higher speeds.

The drive modes (Eco, Normal and Sport) tweak the dynamics slightly, but you can’t alter the fact that this is a family five-seater and not one of the more engaging electric SUVs on the market to drive.

On the plus side, there are three levels of regenerative braking that are adjusted via the steering wheel paddles.

We achieved an efficiency of around 3.5 miles per kWh, which would translate to a real-world range of about 270 miles, so the upcoming 98kWh Long Range should be quite the thing when it arrives on the scene.

The Peugeot E-3008 is available with a choice of just two trim levels (Allure and GT) and its many rivals include the Renault Scenic E-Tech, Volkswagen ID.5, Nissan Ariya, Hyundai Ioniq 5, Tesla Model Y, Kia Niro EV, Volvo EC40 and Skoda Enyaq.

Verdict: If you’re looking for a classy and refined family-sized SUV loaded with kit and ample kerb appeal, then the all-new, all-electric Peugeot E-3008 could be the car for you.

Peugeot UK

Milestone: 1.5 millionth Kia sold in the UK

Gareth Herincx

15 hours ago
Auto News

Kia sold its 1.5 millionth car in the UK this April, amid a record-breaking month for the South Korean brand.

The landmark sale was a Kia EV6 GT-Line S in Yacht Blue, sold at 9:35am on 16 April at Norton Way GWR Kia in Brentford, London.

The milestone comes 33 years after Kia made its UK debut with the little Pride. The EV6 couldn’t be more different, with its fully electric powertrain and cutting-edge rapid charging capabilities.

Kia reached its first 500,000th sale in June 2013, 22 years after launching in the UK, in 1991. The millionth Kia sold was announced in January 2019, just six years later.

A record April for Kia, sales amounted to 8,044 and a market share of 6%, making Kia the fifth best-selling brand in the month and fourth in the year.

The Sportage was the sixth best-selling car in the April UK market overall, and is the UK’s third best-selling car year-to-date, with 2,192 sales in April and 15,824 this year respectively, while the Niro EV was the ninth best-selling electric car in the month and seventh year-to-date.

Kia’s popular Picanto city car was once again the best-selling vehicle in its class with 1,148 cars sold.

“This landmark achievement has been reached in record time and in yet another record-breaking month of sales, amplifying our continued success,” said Paul Philpott, President and CEO of Kia UK.

“This has in no small way been thanks to the continued efforts of our dealer partners and multi award-winning electrified product line-up.”

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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

Kia Soul EV review

We road test the latest versions of the quirky Kia Soul EV – the long range Explore and Urban commuter…

It’s fair to say that the Kia Soul has always been something of a left-field choice.

Originally launched in 2008, it’s now in its third generation. Over the years the Soul’s divisive looks have been softened and it’s now more cool than weird.

However, it remains difficult to categorise its boxy design because it has elements of a hatchback and crossover.

One thing is for sure, there’s bags of head and legroom in the front and back. And while the boot isn’t the biggest (315 litres), with the rear seats flipped down the load space expands to 1,339 litres.

An electric version of the Soul has been available in the UK since 2014. Back then, it had a modest 27kWh battery pack with a claimed range of 132 miles.

The latest model (launched in 2020) is only available as an EV (no petrol, diesel or hybrid variants). New for 2023, there are now two models – Urban or Explore.

The main difference between the two is that the former has a small 39.2kWh battery pack, while Explore boasts a 64kWh battery. Claimed ranges are 171 miles and 280 miles respectively.

We drove them both over a couple of days and those range figures are realistic. In fact, in the right conditions with a bit of restraint, it may even be possible to squeeze more miles out of a Soul.

Priced from £32,845, Urban provides an entry-level EV for Kia. It’s also significantly cheaper than Explore, which starts at £39,045.

As well as the new battery options, the Soul has also received the lightest of exterior makeovers. From what we could see, the bold new Kia badge is now integrated into the horizonal trim linking the slim LED headlights and there’s also a new Kia logo on the boot, while the tail-light clusters appear to have a darker tint.

Except for an infotainment system update, it’s much the same inside as before. In other words, it’s a fairly generic old school Kia interior with a ‘black plastic’ look and feel, paired with a ‘traditional’ central infotainment screen and driver’s digital instrument binnacle.

We say ‘traditional’ because the Soul’s newer stablemates (the Sportage, Niro and EV6), all benefit from futuristic dual panoramic curved displays.

That’s not to say that the Soul’s infotainment system is poor, because it’s certainly not. It’s clear and responsive, but just lacks the wow factor of its younger siblings.

However, like the rest of its interior, it is starting to look a bit dated.

For the record, the Urban gets a small 8.0-inch touchscreen and a 7.0-inch driver’s digital cluster, while the Explore is treated to a larger 10.25-inch touchscreen with sat nav.

Both the Urban and Explore models are generously equipped, with autonomous emergency braking (AEB), a reversing camera, lane-keep assist, LED headlights, a smart entry system and adaptive cruise control all standard. Explore adds goodies including black leather upholstery, heated front seats and heated steering wheel.

Under the bonnet the 39.2kWh battery pack is paired with a 134bhp electric motor, while the 64kWh version gets a 201bhp motor. Drive is through the front wheels on both models.

The latter is faster (0-62mph in 7.9 seconds, top speed of 104mph), compared to 9.9 sec/97mph for the Urban Soul.

On the road, there doesn’t seem to be much between the two in terms of acceleration because the less powerful Urban’s battery weighs 140kg less. In fact, on a loose or slippery surface, it’s possible to spin the Soul’s front wheels if you floor your right foot.

That said, there is a more noticeable difference when it comes to handling, because the lighter Urban feels slightly more agile.

Whichever version you choose, you’ll get a smooth, whisper-quiet EV experience, spiced up with a bit of instant torque.

For a relatively tall car, body roll is well controlled. And though the ride is on the firm side, it’s perfectly acceptable, while grip is good for a front-wheel drive car.

So, the Soul doesn’t deliver the most engaging drive, but it can have its fun moments.

There are four driving modes – Eco, Eco , Normal and Sport – and the latter is properly fast, but as ever, Normal will do just fine. Eco and Eco are heavy on regenerative braking, which recharges the battery by harvesting power otherwise wasted during deceleration, but tends to dull the further dulls the driving experience.

If you do stick with Normal, then use the paddles behind the steering wheel to adjust the level of brake regeneration, especially on downhill sections or when slowing down from speed for a junction.

Ultimately, the Soul EV is more about being affordable, a doddle to drive, well-equipped, comfortable and practical. Judged on that basis, it ticks all the right boxes.

Finally, the batteries on both versions can be charged from 10-80% in 47 minutes via a 100kW connection, while a 10-100% charge on a 7kW wallbox takes six hours – ideal for charging overnight at home or during the day at a workplace.

At the end of the day, if you like its looks, the Soul is very capable and an easy car to live with. Plus, it comes with peace of mind because like all Kia cars, it’s blessed with a generous seven-year warranty.

Verdict: The Kia Soul is a quirky family EV choice. Offering good value for money, it’s spacious, safe and well-equipped.

Kia UK