Alfa Romeo Tonale PHEV Q4 review

Alfa Romeo Tonale Plug-In Hybrid Q4 review

We get to grips with Alfa Romeo’s first plug-in hybrid – the Tonale SUV…

Slotting in below the Stelvio in the Alfa range, the Tonale is arguably one of the best-looking mid-sized crossovers on the market.

It’s athletic and well proportioned, it features some delicious Alfa Romeo design cures, such as the narrow ‘triple’ headlights, trademark shield grille and offset number plate at the front, while its pert rear is endowed with a full-width light bar.

And as you can see, it looks especially good in Montreal Green, though sadly this is a £1,500 option.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

Inside, the dashboard design is a successful mix of the old and the new.

A retro-hooded 12.3-inch digital driver’s instrument cluster is standard, with graphics designed to replicate Alfa’s traditional analogue dials. This is complemented by a 10.25-inch infotainment touchscreen featuring Apple CarPlay and Android Auto, along with Amazon Alexa – which is integrated with a voice assistant.

Refreshingly, it’s not totally minimalist either, so there’s a sprinkling of dials and switches for essentials such as climate control.

Priced from £45,995, the Tonale’s PHEV family crossover’s rivals include the BMW X1, Volvo XC40, Audi Q3, Range Rover Evoque and Lexus NX.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

It’s worth noting that these competitors are all in the premium sector, which is exactly where Alfa Romeo is pitching the Tonale – so no pressure there then.

And frankly, the Tonale comes close. It’s well put together and interior quality is, for the most part, good, but it’s let down in a few areas – for instance, the use of harder plastics on the doors.

Overall, the cabin has a sporty feel, but it’s also fairly practical with plenty of space for two adults to sit comfortably in the back. A third can perch in the middle, but they will have to straddle the transmission tunnel. That said, unlike some cars, there is space to place your feet under the front seats.

Boot capacity is a modest 385 litres, expanding to 1,430 litres when the 60:40 split seats are folded, putting it on a par with an average family hatchback.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

The Tonale’s plug-in hybrid system is an upgraded version of the powertrain used in the Jeep Compass 4Xe (its Stellantis group cousin). In other words, there’s a 1.3-litre, four-cylinder turbo petrol engine mated to 15.5kWh battery.

Alfa Romeo claims this gives an EV range of up to 43 miles and CO2 emissions as low as 29g/km.

It’s four-wheel drive too, with the electric motor’s 121bhp going to the rear axle, while the petrol engine sends its 178bhp to the front.

A total of 276bhp is generated, resulting in a 0-62mph time of 6.2 seconds. Top speed is 128mph, and (I’m told) it will happily stay in EV mode up until 84mph.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

I tested the Tonale Q4 in Veloce spec (£48,495), but there’s also an entry-level Ti.

The Ti version is externally distinguished by a satin chrome V front bezel, 18-inch dark finish diamond cut alloy wheels, a gloss-black body kit, with satin side and front inserts, privacy glass and black painted mirror caps. Inside, there’s black cloth upholstery, a driver’s seat with four-way lumbar adjustment and a leather steering wheel.

The Veloce has a darker V front bezel, Veloce badging and body kit, a gloss black window surround, 19-inch dark alloy wheels and red painted Brembo brake callipers. Inside, the Veloce features aluminium door sills, aluminium shift paddles, plus black and red Alcantara upholstery. Under the skin, it also gets Alfa Dual Stage Valve suspension (DSV).

Slip inside and the driving position is fashionably high and all-round visibility is good. The footwell is a tad cosy though, and I couldn’t find a comfortable place for my left foot on longer journeys.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

Press the start button on the steering wheel and you’ll more likely than not set off in silent EV mode.

A twist of Alfa Romeo’s ‘DNA’ drive mode selector dial enables you to tweak the engine, steering, suspension and transmission responses.

‘Dynamic’ mode uses both the electric motor and the internal combustion engine to deliver a sportier driving performance. ‘Natural’ optimises power and minimises fuel consumption, with the combined work of the internal combustion engine and electric motor, while ‘Advance Efficiency’ mode is electric-only driving mode, so ideal for low emissions zones.

You’ll spend most of your time in default Natural mode with the engine comfortably switching between electric and petrol power.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

The first thing you notice on the road is that the steering is very light and doesn’t offer much in the way of feedback. It’s not a deal breaker, but it takes a bit of getting used to.

Natural mode is absolutely fine for everyday driving. The ride is supple, it feels totally composed on the motorway and surprisingly little road and wind noise spoils the calm of the cabin.

If you want a little fun, then slip it into Dynamic. The whole car sharpens up, and it’s in its element on faster, flowing roads.

The only downside is that the little petrol engine becomes raspy at higher revs and the six-speed automatic gearbox is sometimes a little hesitant with its shifts.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

This can be remedied by using the aluminium paddle shifters behind the steering wheel, but these are not perfect either. They are enormous and protrude beyond the column stalks, which means they are invariably in the way when you want to indicate or operate the wipers.

There are various settings for regenerative braking (it’s always satisfying to watching the EV light pop up when you’re coasting, for instance), charging on the move and saving battery charge.

Overall, Alfa’s engineers have done a great job of disguising the Tonale’s weight (1,910kg), and it stays impressively flat in more challenging corners.

This is partly down to the superb 53:47 front/rear weight distribution, which is complemented by excellent grip levels.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

So, you can have some fun in the Tonale PHEV, but it will impact fuel economy. In theory it’s capable of 217.3mpg, but as with all plug-in hybrids, figures like that are only possible on shorter trips with a charged battery.

On longer journeys, expect fuel economy between 40-50mpg, because in effect you are driving around in a relatively small engined car with a depleted battery.

Talking of which, the Tonale’s charging speed maxes out at 7.4kW so it’ll take 2.5 hours to recharge the battery, home or away. With a full charge, Alfa Romeo claims the PHEV can travel 43 miles on electric power alone, but we found that 35 miles is more realistic.

Alfa Romeo Tonale Plug-In Hybrid Q4 review

The Tonale earned an impressive five-star rating in Euro NCAP safety tests. Standard equipment includes adaptive cruise control, lane-keeping assist and autonomous emergency braking (AEB).

And if you have cause to brake suddenly, there’s no missing the unique collision warning – a bizarre multi-track hooting sound.

So, ultimately the Tonale is an impressive start for Alfa Romeo on its electrification journey, and the plug-in hybrid’s all-electric range and low CO2 emissions should make it an attractive company car option.

Finally, it’s also worth considering other more affordable PHEVs in the hugely important family-sized SUV sector, such as the Kia Sportage and Hyundai Tucson. Plus, the Tonale is also available as a slightly cheaper mild hybrid.

Verdict: If you’re in the market for a sporty family SUV but not quite ready to go fully electric, then the Alfa Romeo Tonale plug-in hybrid should be on your shortlist. Not only does it ooze kerb appeal, but it’s practical and drives well.

Alfa Romeo UK

British-built Nissan Qashqai was UK’s bestselling car in 2022

Gareth Herincx

13 hours ago
Auto News

Gold-wrapped Nissan Qashqai

The Nissan Qashqai was the UK’s most popular new car of 2022, and the first British-built model to top the annual sales charts for 24 years.

Figures released by the Society of Motor Manufacturers and Traders (SMMT) confirm that the home-grown Qashqai – which was designed in Paddington, engineered in Cranfield and is built in Sunderland – was the nation’s best-selling car of the last 12 months.

A total of 42,704 new Qashqais were driven off dealership forecourts across the UK in 2022, reported the SMMT.

To celebrate the achievement, an exclusive gold-wrapped Qashqai was created in honour of the 7,000 Nissan employees from around the UK that have contributed to its success.

  1. Nissan Qashqai – 42,704
  2. Vauxhall Corsa – 35,910
  3. Tesla Model Y – 35,551
  4. Ford Puma – 35,088
  5. Mini – 32, 387
  6. Kia Sportage – 29,655
  7. Hyundai Tucson – 27,839
  8. Volkswagen Golf – 26,588
  9. Ford Kuga – 26,549
  10. Ford Fiesta – 25,070

Overall, 1.61 million new cars were registered in the UK in 2022 – the lowest level since 1992.

Although demand for new vehicles remained high, manufacturers struggled to get hold of parts. There were particularly serious problems obtaining semiconductors, which are used in a vast array of electronic systems, from infotainment systems to engine management.

Meanwhile, demand for electric vehicles continued to grow and they accounted for almost a fifth of new car sales.

Registrations rose from 190,700 to 267,000 – with the EV market share climbing from 11.6% to 16.6%.

The Tesla Model Y was the biggest-selling electric vehicle by far, nothing up 35,551 registrations, followed by the Tesla Model 3 (19,071) and Kia Niro (11,197).

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Kia XCeed review

Kia XCeed

It’s time to get back behind the wheel of Kia’s popular XCeed compact crossover, which has just been treated to a facelift…

The XCeed is an important car for Kia in the UK, accounting for 10% of the South Korean company’s sales in the country during 2021, and more than half of all Ceed family sales over the same timeframe.

Just to recap, the XCeed is longer and taller than a standard Ceed hatch, and features a higher ground clearance and driving position, bigger wheels and a more rugged look.

The makeover brings a fresher exterior design, more kit and a new ‘GT-Line S’ trim level.

Kia XCeed

The design tweaks are subtle. Outside, there are updated LED head and taillights, a revised front grille and bumpers, plus new colours such as Sprint Green.

Interior upgrades are harder to spot, but apparently the lower portion of the instrument panel has been redesigned, with touch-sensitive buttons, dials and switches that control the audio volume, heating, and ventilation systems.

Meanwhile, the choice of engines is now between a 1.5-litre turbo petrol and a plug-in hybrid.

Priced from £23,395 to £32,995 for the PHEV, the XCeed line-up now consists of ‘2’, ‘3’ and ‘GT-Line S’ trim levels with GT-Line S replacing the old range-topping ‘4’ model.

Kia XCeed

Entry-level 2 grade comes with 16-inch alloy wheels, LED headlights, an 8.0-inch touchscreen with Android Auto and Apple CarPlay compatibility, and 4.2-inch driver instrument cluster. There’s also a reversing camera system, cruise control, speed limiter, a leather-trimmed steering wheel, plus safety systems such as collision avoidance assist and pedestrian/cyclist recognition.

The 3 adds 18-inch wheels, privacy glass and LED indicator lights on the door mirrors. Inside, there’s a 10.25-inch touchscreen, dual-zone automatic air conditioning, along with front seats that are heated and have electrical lumbar adjustment.

The range-topping GT-Line S gets a 12.3-inch driver’s digital display, plus a 10.25-inch central touchscreen. Other goodies include special 18-inch wheels, a bespoke body kit, a panoramic sunroof, black leather and suede seats that are heated front and rear, a powered tailgate, an upgraded JBL sound system and a wireless phone charger.

The interior is perfectly decent, but compared to newer Kia models, such as the Niro, Sportage and EV6, it looks dated up front where there’s a curvy instrument binnacle and separate centre touchscreen instead of the merged panoramic, dual 12.3-inch screens.

Kia XCeed

That said, the XCeed’s infotainment system is a perfectly good and intuitively laid out display, while the interior itself is well put together with plenty of soft-touch surfaces.

The driving position is comfortable and there are no complaints in the visibility department.

There’s ample space in the cabin for adults front and rear. Boot capacity is 426 litres with the seats up and 1,378 litres with them folded down, though the PHEV’s boot is smaller at only 291 litres (1,243 litres in total).

We tested the plug-in hybrid and petrol versions of the new XCeed.

Kia XCeed

The entry-level 1.5-litre four-cylinder petrol engined car (badged T-GDI) develops 158bhp and can sprint from 0-60mph in 8.7 seconds (top speed 129mph).

Economy is up to 44.8mpg, while CO2 emissions are 143g/km. Drive sensibly and 45-48mpg is quite possible.

The engine itself is punchy, but vocal when pushed. That said, it settles down nicely on the motorway, while the six-speed manual shifts well.

The steering is light and accurate, body lean is well controlled and overall the XCeed is agile and delivers a decent drive.

Kia XCeed

Some may find the suspension a little on the stiff side and it’s not the most sophisticated of rides on poorer surfaces, but it feels planted and it’s more dynamic than you might think.

The PHEV combines a 1.6-litre petrol with a 8.9kWh battery and electric motor (producing a combined 139bhp) mated with a six-speed dual-clutch transmission.

With a top speed of 99mph, it takes 10.6 seconds to sprint to 60mph and offers up to 30 miles in electric-only mode.

In theory it can return as much as 200mpg. The reality is that your economy will depend on your journey lengths and whether you keep the battery charged up.

Kia XCeed

Drive with the battery depleted on longer journeys and you’re looking at closer to 40mpg.

Crucially, especially for business users who get tax benefits, tailpipe CO2 emissions are just 32g/km.

The XCeed PHEV is generally more refined than its ICE (Internal Combustion Engine) sibling. The hybrid system itself is smooth and switches between petrol and electric, and vice versa, almost seamlessly.

It feels planted on the road and zips along surprisingly swiftly in Sport mode, while the six-speed auto box is particularly slick.

Kia XCeed

Yes, you heard right, the XCeed PHEV isn’t afflicted with a CVT gearbox like most plug-in hybrids, so no high-revving din under heavy acceleration.

More comfortable than sporty, spirited drivers will find body lean well controlled in more challenging corners.

It’s also worth noting that the XCeed PHEV can (unusually for a car of its size and type) tow a braked trailer of up to 1,300kg.

Verdict: The refreshed Kia XCeed is better than ever. Whether you go for a straight petrol or the plug-in hybrid version, it’s more comfortable than engaging, but still a great all-round package. Add the affordable price and generous seven-year warranty and it’s no wonder it’s been selling so well.

Kia UK

MG HS Plug-in Hybrid review

MG HS Plug-in Hybrid review

The MG HS has gone from an also-ran to an affordable PHEV frontrunner, ideal for a family – read on to find out why…

Launched in 2019, the MG HS is a worthy mid-sized SUV that has the unenviable task of stealing sales from the likes of the Nissan Qashqai, Kia Sportage, Volkswagen Tiguan, Ford Kuga and Hyundai Tucson.

Sitting above the successful ZS in the fast-growing Chinese brand’s range, up until now the HS has only been available with a 1.5-litre petrol engine that isn’t class-leading when it comes to pulling power, economy or refinement.

MG HS Plug-in Hybrid review

On the plus side it’s offered big bang for your buck because it’s priced from just £22,995, and it delivers good looks, practicality, space, a pleasant driving experience and generous equipment levels.

Fast forward to 2022 and a plug-in hybrid version has been introduced. Suddenly the HS is a serious contender. Starting at £31,095, it’s one of the best value PHEVs on the market.

Like all plug-in hybrids, it offers the best of both worlds, delivering some of the experience of an EV without any of the associated range anxiety.

MG HS Plug-in Hybrid review

MG has used the same 1.5-litre turbocharged petrol engine as the regular HS, but here it works in tandem with a 90KW electric motor (drawing power from a 16.6kWh battery) to give a combined output of 254bhp (and 273 lb ft of torque), enabling it to reach 0-60mph in just 6.9 seconds with a top speed of 118mph. 

Perhaps more importantly, it has an electric-only range of 32 miles (plenty for most commutes). 

On paper, it’s capable of as much as 155.8mpg if your journeys are modest and you keep your battery charged up, while CO2 emissions are as low as 43g/km. That last figure is crucial for business users because the lower the emissions the higher the tax benefits.

MG HS Plug-in Hybrid review

The MG HS Plug-in Hybrid uses a new 10-speed automatic transmission which works with both the petrol and electric motors to optimise power delivery and efficiency. Power is delivered to the front wheels only (unlike some rivals, an all-wheel drive version is not offered).

As for charging, the battery can be topped up to 100% in 4.5 hours using a 7kW home wallbox.

MG has kept things simple and there are just two trims levels – Excite and Exclusive.

MG HS Plug-in Hybrid review

Standard equipment on the ‘entry-level’ Excite model includes 18-inch alloy wheels, a 10-1-inch touchscreen with satellite navigation, plus a 360-degree camera system. 

Upgrade to the Exclusive and it brings upgraded LED headlights, smart leather sports seats and a panoramic sunroof.

MG Pilot – a suite of driver assistance systems that gives the MG HS one of the most comprehensive safety packages in its class (helping the HS achieve a maximum five-star rating) is also standard.

MG HS Plug-in Hybrid review

In other words, driver assistance and safety aids include Autonomous Emergency Braking (AEB), Adaptive Cruise Control, Lane Keep Assist, Intelligent Speed Limit Assist, Intelligent Headlight Control, Rear Cross Traffic Alert and Blind Spot Detection.

MG is best known as a budget brand these days, but the HS is anything but cheap and cheerful.

The cabin is well put together with quality materials (the leather upholstery on the Exclusive model is especially good). It has a solid feel and the doors close with a satisfying clunk.

MG HS Plug-in Hybrid review

The digital driver’s display works well, though the central infotainment screen is a little sluggish and unfortunately also includes the climate controls, which isn’t ideal in hot and cold weather.

There’s plenty of space. In fact, rear passengers have a superb amount of head and legroom. The boot is a decent 448 litres, expanding to 1,375 litres when the 60:40 rear seats are folded.

Like many plug-in hybrid SUVs, it’s at its best cruising along. Most are let down by their gearbox/engine combo which invariably sends the revs shooting up if you put your foot down.

MG HS Plug-in Hybrid review

The MG HS is one of the better ones, but not perfect. More spirited drivers will find it a little hesitant, while the engine can become a little vocal if you floor it.

That said, it’s fine if you take it easy, offering pleasantly refined driving with ample power in reserve for overtaking.

It’s no performance SUV, so don’t go expecting massive amounts of driving engagement, but it covers its brief well and feels substantial and planted.

MG HS Plug-in Hybrid review

The transition from electric to petrol and vice versa is fairly seamless, while running in electric-only mode is beautifully smooth.

The driving position is commanding (though I’d prefer the option to be able to lower the front seats a little more), visibility is good and the ride is comfortable.

Fuel economy will depend on keeping the battery charged up and the length of your journeys, so your visits to the service station for petrol will be few and far between if you complete most of your trips in EV mode.

MG HS Plug-in Hybrid review

However, on long journeys where you’re almost totally reliant on the petrol engine, economy can dip below 40mpg.

The good thing about the PHEV system on the MG HS is that it will feed in the electrical assistance, leaving you with a little charge even at the end of a long trip.

Finally a quick mention for the factor which may swing it for many as the cost of living crisis bites – not only is it great value, but the HS offers peace of mind thanks to a generous seven-year warranty.

Verdict: With the introduction of plug-in hybrid technology, the MG HS is now the tempting family car it could always have been. Comfortable, safe, refined, well built and economical, it’s one of the most affordable PHEV SUVs on the market. 

MG UK

MG HS Plug-in Hybrid review

Citroen C5 X review

Citroen C5 X

We road test the distinctive new Citroen C5 X – a big car with an identity crisis?

The all-new C5 X marks Citroen’s return to the ‘D-segment’ – automotive industry speak for the size of vehicle next up from the ‘C-segment’ (eg VW Golf, Ford Focus).

An intriguing mix of hatchback, estate and SUV, its competitors include everything from the Volkswagen Arteon and Peugeot 508 fastbacks, to the Skoda Superb estate and even the Kia Sportage crossover.

The C5 X is a car that dares to be different, and for that alone, Citroen deserves praise.

Citroen C5 X

Around the same size as a Volkswagen Passat, the C5 X initially has the look of a sleek hatchback. Study it closer and there’s an estate-like rear overhang, while the raised ride height hints at a crossover.

The result is unmistakably a Citroen. A handsome, aerodynamic car with an impressively low drag coefficient of just 0.29.

Citroen even claims the newcomer pays homage to the game-changing CX and iconic XM, but that might be stretching it a little.

Why? Because apart from its distinctive design and affordable starting price (£27,790), it’s a fairly conventional large family car.

Citroen C5 X

The C5 X is offered with a choice of either 1.2 or 1.6-litre petrol engines producing 128bhp and 178bhp respectively, or a 222bhp plug-in hybrid system. It’s only available with front-wheel drive and an eight-speed automatic gearbox, and there’s no diesel option.

The entry-level petrol 1.2-litre three-cylinder petrol engine powers the C5 X from standstill to 62mph in 10.4 seconds and it’s capable of up to 48.6mpg, while CO2 emissions are as low as 136g/km.

The more powerful four-cylinder 1.6-litre unit can manage up to 43.9mpg, CO2 emissions are 147g/km, and it reduces the 0-62mph sprint time to 8.8 seconds.

Combining the 1.6 petrol unit with an 81.2kWh electric motor and 12.4kWh lithium ion battery, the range-topping plug-in hybrid (PHEV) is the quickest model with a 0-62mph time of 7.8 seconds.

Citroen C5 X

More importantly, it offers up to 37 miles of electric-only driving and CO2 emissions are only 30g/km, unlocking substantial tax savings for business users.

In other words, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home (it takes less than two hours to recharge from 0% to 100%), your visits to the petrol station could be few and far between.

You sit lower down in the Citroen C5 X than most SUVs, yet higher than a hatchback or estate, and the overall feel is more conventional car than crossover.

Soft and supportive, Citroen’s Advanced Comfort seats are standard across the range and a big bonus, especially on longer journeys.

Citroen C5 X

Elsewhere, the cabin isn’t quite as plush as we’d hoped, but we can’t fault the crisp, intuitive infotainment system. The entry-level Sense Plus trim comes with a 10.0-inch infotainment touchscreen, while both higher trim levels (Shine and Shine Plus) get a 12.0-inch.

The infotainment system features Android Auto and Apple CarPlay, DAB radio, Bluetooth and built-in sat nav, while Citroen has thankfully left the heating/cooling controls as a separate entity below the touchscreen and vents – with buttons and dials.

Perhaps most impressively, there’s a real feeling of space inside the cabin – front and back. This is no surprise, because the CX 5 is made in China (and sold there too) and if there’s one thing the Chinese like, it’s rear passenger space.

Additionally, boot capacity is 545 litres, expanding to an estate-like 1,640 litres with the rear seats down. Just to give you an idea of the space available, it’s possible to fit a washing machine in sideways without flipping the back seats, though it’s worth noting that the PHEV’s capacity is reduced to 485/1,580 litres because the battery takes up some space.

Citroen C5 X

We tested both petrols and the PHEV, and while offering a lot of car for the money, the thrummy little three-pot 1.2 in the entry-level model has to be worked quite hard to lug around this relatively large car.

We’d advise paying the extra for the turbocharged 1.6, which is swifter, pulls better and more refined.

If money is no object, then go for the plug-in hybrid, which offers the most relaxed driving experience overall and suits the C5 X best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless. The only slight issue is the eight-speed automatic gearbox which is sometimes a little hesitant to kick down.

Citroen C5 X

Citroen’s ‘Advanced Comfort Suspension with Progressive Hydraulic Cushions’ system is standard across the range with the French company claiming it provides a ‘magic carpet’-like ride.

What’s more, the PHEV versions get the upgraded Advanced Comfort Active Suspension, which features automatic electronically controlled damping.

We wouldn’t go as far as ‘magic carpet’, but the ride is smooth and bump absorption is impressive. That said, on rougher surfaces, we were surprised how much road noise made its way into the cabin.

Considering it’s built more for comfort than performance, it handles well. It feels substantial, yet body lean is well controlled in faster corners and there’s decent grip.

Citroen C5 X

The steering is light and it’s easy to manoeuvre thanks to all-round parking sensors and a rear-view camera, even if visibility isn’t best-in-class.

Which brings us to the sharply raked rear window, complete with two spoilers. It may look cool, but there’s no rear wiper. We drove the C5 X during a heatwave, so we couldn’t test it in the rain. We’ll reserve judgement for now, but we fear this could prove to be an issue on motorways, for instance, when rain and dirty spray is the order of the day.

Ultimately, the C5 X is at its best cruising along while you and your passengers enjoy the smooth ride in your comfy seats.

Verdict: The all-new Citroen C5 X is a breath of fresh air; offering elegance, comfort, refinement and serious value for money. If you can, stretch to the plug-in hybrid version for extra economy and low CO2 emissions.

Citroen UK