Honda CR-V e:PHEV review

Honda CR-V e:PHEV review

We road test the first plug-in hybrid from Honda – the all-new CR-V e:PHEV…

 The Honda CR-V started off life as a pioneering family-friendly SUV way back in 1995. The Comfortable Runabout Vehicle’ is now in its sixth generation, and as a sign of the times, it’s now only available as a full hybrid (badged e:HEV) or plug-in hybrid (e:PHEV).

Such is the popularity of crossovers, the list of rivals for the CR-V is enormous these days, and includes the Toyota RAV4, Kia Sportage, Ford Kuga, Nissan Qashqai and Hyundai Tucson.

Honda CR-V e:PHEV review

Wider, longer and taller than the previous generation car, we reckon the latest Honda CR-V is the best proportioned model yet with its chiselled lines and sporty stance.

It feels roomy and light as soon as you step into the cabin, while the driving position provides a commanding view of the road.

It’s comfortable too, with standard eight-way electrically adjustable leather seats, plus a useful memory function.

Honda CR-V e:PHEV review

The rear seats slide and recline, and offer excellent legroom, though taller adults may struggle for headroom, and there is no seven-seat option.

There is also a generous boot capacity of 617 litres, expanding to 1,710 litres with the 60/40 rear seats folded down.

The CR-V gets the same clear and responsive 9.0-inch central infotainment touchscreen as the latest Civic, which sits alongside a 10.2-inch digital driver’s display on the dashboard. Physical buttons and dials for items such as climate control are welcome too, and there’s also a head-up display for essential driving information.

Honda CR-V e:PHEV review

Other goodies include a multi-view camera system, Honda Parking Pilot, heated steering wheel, heated front and rear seats, front cooling seats, premium Bose sound system and My Honda app connectivity.

The CR-V is also the first European model to get Honda’s latest safety and driver assist system which removes blind spots around the vehicle.

Overall, the cabin is well put together and it’s a step-up in terms of quality, but there are still a few too many plastics and hard surfaces.

Honda CR-V e:PHEV review

The Honda CR-V e:PHEV pairs a 2.0-litre four-cylinder engine with a 17.7kWh battery and single electric motor, producing 181bhp.

It can travel in pure electric mode for up to 50 miles on a single charge, plus there’s a tow drive mode, which means it’s capable of pulling a decent 1.5 tonnes.

The 0-62mph sprint in the CR-V e:PHEV takes 9.4 seconds, while top speed is 121mph. In theory, it’s capable of 353mpg. The reality is that fuel economy will dip to a claimed 45.6mpg when the battery charge has been used up and it’s functioning more as a full hybrid.

Honda CR-V e:PHEV review

CO2 emissions are as low as 18g/km, which means lower VED, plus a tax benefit for company car drivers.

As with any plug-in hybrid, it’s most efficient when the battery is kept charged up. On shorter trips, impressive fuel economy is possible because the petrol engine is getting electric assistance from the battery, or its running in pure EV mode. However, on longer motorway journeys we found that it can dip below 40mpg.

That said, the 50-mile EV range is longer than most rivals, and driven sensibly diesel-equivalent economy overall is quite possible.

Honda CR-V e:PHEV review

There’s a choice of five drive modes: Sport, Normal, Econ, Snow and Tow.

Frankly, it’s just fine in Normal mode, but worth flicking into Econ when cruising or on motorways. We didn’t get the opportunity to try it in snow or tow mode, not did we take it off-road.

However, unlike the full hybrid CRV the e:PHEV is only available with front-wheel drive, so it will always have its limitations.

Honda CR-V e:PHEV review

There’s no shortage of power from the hybrid system and it’s smooth for the most part, with the petrol engine only becoming vocal when it kicks in under heavier acceleration.

The switch from electric to engine power (and vice versa) is seamless, and it’s particularly satisfying to see the EV light illuminate on the dashboard so often – sometimes when just cruising along.

With a maximum charging rate of 6.8kW, plugging the CR-V into a 7kW home charger will get you from 0-100% in around 2.5 hours.

The biggest different between this and the outgoing model is the new two-stage automatic gearbox, so no more high revs on acceleration like the old CVT transmission. It’s still not perfect, but a huge improvement.

On the road, the two-tonne CR-V feels substantial, so while it’s quick off the line, composed and refined, it’s not particularly nimble.

Honda CR-V e:PHEV review

Hustle it on more challenging roads and there’s a little body lean, but it’s manageable. Sport mode delivers a little extra performance and a firmer suspension for improved handling, but we’re not great fans of the accompanying fake exhaust note pumped through the cabin.

Oh, and if you’re heavy with your right foot it’s all too easy to spin the front wheels in wet or slippery conditions.

Ultimately, the CR-V Is easy to drive and more about comfort than driving dynamics.

It’s also a doddle to manoeuvre around town too, thanks to the numerous cameras and sensors.

Starting at £53,995, the plug-in hybrid CR-V is more expensive than the full hybrid (from £45,895), and whereas the latter is available in Elegance, Advance and Advance Tech trims, you can currently only order the e:PHEV in the top grade.

Verdict: The Honda CR-V e:PHEV is an impressive plug-in hybrid and a real step-up from the previous generation model. Spacious, safe, comfortable, practical and with a good EV range and hybrid economy, it ticks plenty of SUV boxes for families and business drivers.

Honda UK

Celebrating 30 years of the Kia Sportage

Kia Sportage - five generations

We head off for a trip down memory lane, taking all five generations of the Kia Sportage for a spin…

Originally launched in 1993, the Kia Sportage has been the backbone of the South Korean brand’s remarkable success story.

The popular family-sized SUV’s evolution perfectly reflects the manufacturer’s rapid rise since its single-model debut in 1991.

Just to put that into context – in year one the little Kia Pride achieved 1,786 sales. In 2022, Kia passed the important milestone of 100,000 sales per year, and 2023 is on track to be even better.

Kia Sportage 1 and 5
Kia Sportage: First and fifth generations

Over that time, Kia has developed a solid reputation for quality, reliability, design flair and innovation.

What’s more, the brand has become a driving force in the switch to electrification with hybrid, plug-in hybrid and 100% electric models in its line-up.

To mark the Sportage’s 30th birthday, Kia gave us the opportunity to sample all five generations. A fascinating day driving the models back-to-back, and here’s what we thought…

Kia Sportage - first generation

First generation (1993-2003)

UK sales: 10,897

The Kia Sportage was first launched in the Asian car market in 1993, reaching the UK in 1995. The example from the Kia heritage fleet we drove is a special edition all-wheel drive 2.0-litre XSE from its final year of production. It may look boxy and dated, but it’s surprisingly spacious and refined. Yes, the handling is wallowy, the gear change is a tad notchy and the seating position is particularly high in the rear, but it’s powerful enough and compares well with a Toyota RAV4 of the same vintage.

Kia Sportage - second generation

Second generation (2005-10)

UK sales: 23,371

Following a two-year break, the Sportage returned in 2005. Bigger and more grown-up, it featured mod cons such as central locking, adjustable wing mirrors and a CD player. Gaining a reputation for reliability over its production run, there was also extra space in the rear, a noticeable uplift in quality and a more composed feel on the road. The Sportage was going places. The heritage model we sampled was an XE 2.0-litre diesel (CRDi) all-wheel drive from 2007 – the year production of the Sportage moved from South Korea to Zilina, Slovakia, where the Sportage is still built today.

Kia Sportage - third generation

Third generation (2010-16)

UK sales: 95,626

With another big leap in quality, the Sportage bulked up and became a major player in the SUV market. Little quirks were finally ironed out (the indicator moved from the right to the left-hand side of the steering wheel), there was yet more space in the back for passengers, and it picked up a prestigious 5-star Euro NCAP safety rating. More comfortable than ever, modern touches include a USB port and a remote key fob, no less. The KX-3 AWD we drove dated from 2011, and though the 2.0-litre petrol engine lacked some of the punch of the diesel from the previous generation, the car itself handles well and has stood the test of time well and is still a solid second-hand SUV choice.

Kia Sportage - fourth generation

Fourth generation (2016-22)

UK sales: 197,547

Kia hit the jackpot with the curvaceous fourth-generation Sportage, which is still a cracking car. Surprisingly dynamic to drive for an SUV, it was also comfortable and spacious. The first Sportage to be offered with an electrified option (a mild hybrid model joined the petrol and diesel options in 2018), the Mk4 is so good that it could still be on sale today. In fact, the only age giveaways are the manual handbrake, the modest infotainment screen and a liberal dose of buttons and dials.

Kia Sportage - fifth generation

Fifth generation (2022-)

The best just got better. The latest version of the Sportage was launched in 2022, delivering a winning blend of striking looks, hi-tech interior, practicality, top safety features, driving engagement and big bang for your bucks. Crowned What Car? ‘Best Family SUV’, it’s available as a Plug-in Hybrid (PHEV), Hybrid Electric (HEV) and Mild Hybrid (MHEV). In PHEV form it has a theoretical fuel economy of 252mpg, and an emissions-free EV driving range of up to 43 miles. And as ever, the Sportage offers peace of mind because it’s backed by Kia generous seven-year warranty.

So, Kia has now established itself as one of the top five car brands in the UK – a brilliant feat in just three decades. In fact, since its 1991 debut, it’s sold some 1.5 million cars in the UK alone.

And in July 2023, Kia UK reached the 50,000 EV sales milestone, an important step in its journey to having nine EVs by 2027.

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

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