MG ZS EV – Pulpaddict

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

MG4 EV review

We road test the distinctive MG4 hatchback – not only is it a great value electric vehicle, but it delivers a surprisingly engaging drive…

You’ve got to hand it to MG Motor – a car maker that continues to defy the cynics with its blend of award-winning, reasonably-priced models that offer peace of mind thanks to a generous seven-year/80,000-mile warranty as standard.

The result is that the now Chinese-owned company is enjoying record-breaking sales and is the “UK’s fastest-growing mainstream car brand”.

Just to put that into perspective, MG’s 51,050 sales in 2022 were up nearly 67% year-on-year and some way ahead of established brands including Renault, Mazda, Honda, Citroen, Suzuki, Dacia and Fiat.

I’m already a fan of the MG ZS EV crossover and MG5 EV estate, but the new MG4 EV is something else, adding serious style and impressive driveability to the mix.

For me, the MG4 is a breath of fresh air in an automotive world dominated by high-riding SUVs. I prefer to sit lower in the cabin. I want to feel more involved and enjoy extra agility.

In the EV world, there aren’t many hatchbacks on offer. Currently, the MG4’s most obvious rivals include the Nissan Leaf, Volkswagen ID.3, the Cupra Born and the ORA Funky Cat.

You only have to look at the picture of the car (here in signature Volcano Orange) to see that it’s no ordinary hatchback.

Up front there’s a swooping nose, sculpted bonnet, angular LED headlights and aggressive air intakes. The profile is aerodynamic and crisp, while the rear features a complex two-part roof spoiler, a full-width LED taillight bar topped with unique, inset zig-zag lines.

Competitively priced from just £26,995, range will depend on the battery size chosen – so it’s up to 218 miles with the 51kWh, or a possible 281 miles if you opt for the 64kWh battery.

Both battery units power an electric motor, producing 168bhp with the smaller battery or 200bhp (larger one). As with most EVs, there’s a single-speed automatic gearbox, while drive is via the rear wheels.

The 51kW Standard Range battery version accelerates from 0-62mph in 7.7 seconds, while the 64kWh Long Range unit is slightly slower (7.9 seconds). So, whichever you choose, the MG4 is no slouch.

There are two trims levels (SE and Trophy), with the latter exclusive to the bigger battery.

All MG4 EVs are generously equipped with a 10.25-inch touchscreen (thankfully including physical short-cut buttons below) with Apple CarPlay and Android Auto connectivity, plus an additional 7.0-inch digital driver’s display as standard, along with climate control, rear parking sensors and 17-inch alloys.

Other goodies include keyless entry, automatic headlights, electrically adjustable heated door mirrors and a height and reach-adjustable steering wheel.

The MG4 is wider than you think with a long wheelbase, so there’s plenty of space for passengers, front and rear. And, despite the sporty roofline, there’s ample head and legroom in the back.

There’s also a decent luggage capacity of 363 litres, rising to 1,177 litres with the rear seats folded down.

Driving an MG4 couldn’t be easier. Once you’re inside, simply put your foot on the brake, select D for Drive via the rotary gear selector in the centre console, release the parking brake and you’re away.

On the road, the MG4 delivers just what you’d expect from an EV – and more. The ride is comfortable and refined. There’s a little road and wind noise, but it’s in no way excessive, while the engineers have done a great job of insulating you from lumps and bumps in the road.

The steering is light and there’s good forward visibility. However, the slim tailgate window makes backing into spaces slightly trickier, but there is a useful reversing camera and the top-of-the-range Trophy version I tested is blessed comes with a 360-degree camera.

The revelation with the MG4 is that it’s one of the few reasonably priced electric cars to treat owners to a genuinely dynamic drive (the MINI Electric is another example).

Hustle it through more challenging corners and it stays flat and planted, helped by a low centre of gravity from the batteries mounted far down in the chassis and 50:50 weight distribution.

It feels agile and lively, and it can even get playful in the wet or on looser surfaces, thanks to the rear-wheel drive set-up. Unlike many competitors, the brakes are well judged, inspiring confidence and adding to an overall smoothness.

The MG4 features three driving modes (Eco, Normal and Sport) plus four different levels of brake regeneration (Low, Medium, Strong and Adaptive). Normal/Medium worked best for me in everyday driving, though Sport/Low spice things up for overtaking and the odd blast.

If you can find a rapid 150kW connection, a 10-80% charge can take as little as 35 minutes and, if you have a wallbox, it will also charge overnight at home.

All in all, the MG4 is a fantastic EV. Sure, the infotainment touchscreen isn’t state of the art and it’s a tad slow to power up, while the steering wheel controls are fiddly. Additionally, rear visibility isn’t ideal and the boot could be bigger, but overall it’s a fab car at a great price.

Verdict: Affordable, distinctive, well equipped and practical, the MG4 delivers the kind of driving dynamics that’s streets ahead of many EVs twice the price. Add MG’s generous seven-year warranty, and it it’s a no-brainer if you’re ready to switch to 100% electric motoring.

MG Motor

MG5 EV review

We test the affordable electric estate that’s proving to be a surprise sales success

MG may not be the iconic British sports car maker that it once was, but it’s thriving as a bargain brand under Chinese ownership.

In September 2021 MG Motor UK achieved its highest ever monthly sales in the UK, passing 5,000 registrations for the first time ever with sales up 61.2% year-on-year.

Much of the success was driven by MG’s pure electric models, the ZS and MG5. And even though it was only launched in late 2020, the MG5 was the seventh best-selling pure EV in the UK in September.

As an all-electric estate, the MG5 currently occupies a unique niche in the zero emissions market.

It may not be the most handsome load-lugger on the market, but just like its crossover-styled sibling, the ZS, it’s a spacious, seriously affordable family car.

Priced from £25,095 (after the Government’s £2,500 plug-in grant) it’s available with two battery sizes (52.5kWh and 61.1kWh), giving a claimed range of 214 and 250 miles respectively. Both have a 115kW (154bhp) electric motor.

And while the MG5’s range isn’t nudging the 300-mile range mark, it’s way ahead of many similarly priced cars, some of which are unable to reach 150 miles on a single charge (eg MINI Electric, Honda E and Mazda MX-30).

The MG5 sits much lower than most EVs, with the water-cooled battery pack integrated into the car’s chassis, giving it a surprisingly sleek profile..

Some may find it slightly nondescript from the front, but plenty of buyers have no problem with its styling judging by the amount I’ve seen on the roads in and around London.

It’s perfectly acceptable inside too, if slightly dated, but there’s no debate over the space on offer. The large boot, accessed via a wide tailgate opening, delivers 464 litres of capacity with the rear seats up and load cover in place, expanding to an impressive 578 litres with the load cover retracted. Fold the 60:40 rear seat and the load capacity increases to a mighty 1,456 litres.

Additionally, there’s also plenty of room inside for up to five passengers, with two ISOFIX child-seat mounting points in the back.

The interior design isn’t flash and there’s no shortage of hard plastic surfaces, but it’s well equipped with an 8.0-inch infotainment touchscreen (inc Apple CarPlay and Android Auto) as standard, plus automatic headlights, cruise control, 16-inch alloy wheels and air-conditioning. Move up a grade and you get leather-style upholstery, heated front seats, keyless entry, navigation and electrically folding and heated door mirrors.

The flagship ‘long range’ version (starting at just £26,495) gets MG Pilot as standard, featuring a selection of safety and driver assistance goodies, including Active Emergency Braking, Lane Keep Assist, Adaptive Cruise Control, Traffic Jam Assist, Intelligent High Beam Assist and Intelligent Speed Limit Assist.

I tested the entry-level 214-mile range MG5 EV. And with a 0-60mph time of 7.3 seconds, it’s no slouch, so you’ll surprise many a hot hatch driver on the road.

It can be fully charged overnight at home or to 80% at a 50kW fast charger in 50 minutes, or in 40 minutes via a 100kW rapid charger.

Needless to say, there’s no engine noise, and the MG5 does a good job of keeping the outside world outside with little tyre, traffic and wind noise penetrating the cabin.

However, it’s no match for a conventionally-powered estate like a Ford Focus in the handling department. Thanks to its soft suspension, it will lean in fast corners and even become a little unsettled if pushed hard on challenging country roads.

But then, it isn’t meant to compete with the Tourings and Avants of this world – the MG5 is all about value for money.

It’s also easy to drive and comfortable – just select ‘D’ on the dinky dial in the centre console and away you go. The steering is light too, making town driving a doddle, while long journeys are effortless and relaxing.

There’s a choice of Eco, Normal and Sport, but I found that Eco was just fine. There are also three levels of regenerative braking to choose from, so adding the odd mile when coasting, braking or on downhill stretches is very possible.

I didn’t quite manage the claimed range, but I’d say 180-190 is realistic, which is more than enough for most drivers.

As with all MG models, there’s peace of mind too because it comes with a generous seven-year/80,000-mile warranty.

Verdict: The MG5 EV may not be the sexiest estate car on the market today, but it does offer honest, practical, electric motoring at an affordable price.

MG Motor UK