Oh la la! Celebrating 10 years of electric motoring with Kia

Kia EV6 Lille

We mark the zero emissions milestone by driving two EVs from the big-selling Kia stable to the Christmas market in Lille – and back…

The automotive world has changed massively since 2014. Since then, Kia has been leading the charge to a more planet-friendly future.

It’s amazing to think that Kia’s first step into the electric car market was just 10 years ago with the first-generation Soul EV.

Kia Soul EV 2014
(Kia Soul EV)

With a battery of just 27kWh and a claimed range of 132 miles, the Soul EV was a solid, if quirky, debut electric car.

A decade later, and the brand is now one of the big players in the zero emissions market, currently offering four models – the Niro EV, EV3, EV6 and EV9.

And that’s just the start of the journey. By 2027 Kia is planning to offer nine EVs.

To mark the occasion, I joined a team of other motoring journalists and members of the Kia UK PR team on a celebratory trip to Lille – in the heart of French Flanders. A chance to sample two acclaimed Kia electric vehicles for extended periods – the EV3 and EV6 – and to experience driving and charging in France.

Our adventure started at Biggin Hill in Kent for an early morning rendezvous, followed by a 60-mile drive down to Folkestone to catch the Le Shuttle.

Kia EV6
(Kia EV6)

Our wheels for the first leg of the journey were the recently facelifted Kia EV6, which was crowned European Car of the Year in 2022.

When it was launched in 2021, it was Kia first’s electric-only vehicle with a 300-mile plus range. The futuristic fastback is now a common sight on our roads, and early in 2024 it was treated to a mini makeover.

The latest version can travel further and charge faster, thanks to a new battery pack. Styling tweaks and technology updates complete the refresh.

The new battery (up from 77.4kWh to 84.0kWh) increased the EV6’s maximum WLTP range from 328 to 361 miles.

Outside, it gets a more dynamic front end. Inside, it still comes with dual 12.3-inch displays, but the updated model gets Kia’s latest software and graphics, plus Apple CarPlay and Android Auto connectivity is now wireless.

The centre console also features a fingerprint authentication system, which allows users to start the car without a smart key or digital key. Elsewhere, there’s a slightly squared-off steering wheel and the cockpit as a whole has a classier look and feel. It also now boasts the latest safety and drive assist features.

Kia EV6 Eurotunnel

Our EV6 (an all-wheel-drive GT-Line S) was in its element cruising down the 60 miles to the Eurotunnel and then meandering up to Lille from Calais. The scenic 77-mile route made little impact on the range and we arrived with more than 50% charge left.

Powerful, comfortable, whisper-quiet and as smooth as ever, the EV6’s 480-litre boot swallowed up our luggage. Had we have been carrying passengers, two adults would have been perfectly content in the back.

Kia EV6 Lille city driving

The weather was cold and damp in Lille, but will didn’t let it dampen our spirits – and we had plenty of time to investigate.

The centre of Lille is fairly compact and packed with independent shops, big brands, restaurants, bars and cafes, so there no shortage of things to do.

Lille Christmas market

And, of course, at this time of the year it’s worth strolling over to the Christmas Market (also known as the Village de Noël de Lille) at Place Rihour, where you’ll find gift ideas, Christmas decorations, plus festive food and drink.

Around the corner in the Grand Place, you can go for a ride on the giant Ferris wheel before checking out the Christmas grotto.

Kia EV3 Lille
(Kia EV3)

We were back on the road the following morning – this time in the recently launched Kia EV3.

Looking not unlike a pint-sized EV9, the EV3 is a distinctive and impressive 100% electric compact SUV, which is sure to be top of many wish-lists in 2025.

Kia EV3 France

Spacious, easy to drive and rammed with the latest tech, it comes with two battery options – 58.3kWh and 81.4kWh – delivering claimed ranges of 270 and 375 miles respectively.

Our Long Range was an effortless joy to drive back from Lille. Our route down included a stop-off at a hypermarket at Hazebrouck for Christmas treats, plus a quick charge at an Ionity station just off the A25 near Steenvoorde.

For the record, a 10-80% charge takes 31 minutes (at 150kWh). We only needed to get back up to 60% for our drive back to Biggin Hill, so 15 minutes was enough.

Interestingly, the cost of electricity per kilowatt-hour (kWh) at Ionity was €0.59 (less than 50p), compared to 74p in the UK.

Kia Ionity charging
(L to R: Kia EV6, EV3, EV9)

The EV3’s big 460-litre boot, complete with adjustable floor (the area below is ideal for crushable items such as bread and pastries), easily managed our cabin luggage-sized cases, plus boxes and bags full of festive booze and gifts.

Less than a week after my brief first drive in the EV3, it was a great opportunity to spend some quality time behind the wheel, and it didn’t disappoint.

We arrived back at Biggin Hill with more than 30% charge left, and if nothing else, it reinforced my belief that the EV3 is going to be the go-to electric vehicle for many families.

The entry-level Standard Range is competitively priced from £32,995, while longer range versions start at £35,995. The revised EV6 range starts at £45,575, and it’s better than.

Whether you choose an EV3 or EV6 – or a Niro EV or EV9 for that matter – you won’t be disappointed. And remember, all Kia cars come with a generous seven-year warranty, so there’s peace of mind too.

Joyeux Noël

Vauxhall Grandland review

Vauxhall Grandland review

We get to grips with the all-electric and mild hybrid versions of Vauxhall’s stylish next-generation Grandland family SUV…

If ever there was a case of a model that’s evolved for the best over the years, it’s the Vauxhall Grandland.

Originally launched in 2017 as the Grandland X, it was facelifted in 2021 (and the ‘X’ was dropped from the name), but it’s fair to say that it was never the most scintillating SUV on the market that.

The all-new second-generation Grandland is still more sensible than scintillating, but it is a more impressive proposition and deserves to be on every family SUV shortlist.

Vauxhall Grandland review

At launch, it’s available as a 100% electric (for the first time) and mild hybrid, with a plug-in hybrid to follow.

Built on the same platform as its Stellantis cousin, the Peugeot 3008, the Grandland is a good-looking, if fairly generic SUV, featuring the latest 3D iteration of Vauxhall’s signature ‘Vizor’ front end, which now houses an illuminated griffin badge and headlight bar.

There’s a central spine running down the bonnet (a nod to Vauxhalls of old) and there’s plenty of lower body cladding right across the car, while the rear gets a full-width light bar separated by lit-up Vauxhall lettering, plus a meaty upper spoiler.

Three trim levels are offered (Design, GS and Ultimate), and if you choose one of the higher specs (GS is expected to be the most popular), you’ll be able to opt for a contrasting roof, which looks much cooler.

Vauxhall Grandland review

It’s also worth mentioning that those cutting-edge headlights are what’s known as Intelli-Lux Pixel Matrix HDs, no less, and they have more than 50,000 elements. They really do bathe the road ahead in light, and the auto high beam function worked efficiently, so I didn’t get flashed once.

Inside, it’s attractive, spacious and well put together, but like most Vauxhalls, it lacks the wow factor of some competitors. The good news is that Vauxhall claims that 85% of the materials use are recyclable.

The size of the infotainment system depends on the trim chosen, so entry-level Design only gets you a 10.0-inch touchscreen, while the GS and Ultimate upgrade to a more impressive 16 inches. Thankfully, Vauxhall has kept some physical short-cut buttons below the screen and the head-up display adjustment toggle is on the door panel in front of the window switches.

Vauxhall Grandland review

The touchscreen is nothing flash in terms of colour and details, but the screen is clear, easy to use and responsive, and naturally there’s DAB radio, sat nav and Bluetooth, plus Android Auto and Apple CarPlay smartphone mirroring.

There are a lot of blacks and greys in the cabin, so it’s a tad dull, and the surfaces are a mix of soft-touch higher up, and scratchy-hard down below.

The seats are comfortable with plenty of adjustment, and there’s more than enough head and leg room in the back for taller adults.

Vauxhall Grandland review

Unlike many of its rivals, the Grandland has the same boot capacity on the mild-hybrid and 100% electric models, with 550 litres on offer (expanding to 1,645 litres with the 40:20:40 split rear bench folded down).

Visibility is mostly good, but the shallow rear window doesn’t offer the best view, which is where the reversing camera and sensors come in.

I tested the Grandland Electric and Grandland Hybrid versions on a mix of roads in Norfolk and Suffolk.

Gareth Herincx driving the Vauxhall Grandland

The Grandland Electric is the most impressive of the two. It gets a 73kWh battery mated to a 210bhp electric motor on the front wheels for an impressive WLTP range of up to 325 miles. Rapid charging at speeds of up to 160kW deliver a 10-80% charge in 26 minutes.

It’s also worth noting that it comes with a heat pump, for greater efficiency, as standard, yet it’s an optional extra on some rivals.

A 98kWh battery option will arrive soon, offering a superb official range of 435 miles. The 73kWh Grandland Electric’s performance is fairly sedate by EV standards, but more than enough for everyday driving with a 0-62mph time of nine seconds.

Vauxhall Grandland review

On the road, it feels more substantial than the outgoing model, and there’s a reason for that, because it’s 173mm longer, 64mm wider and 19mm taller – and its lugging around a heavy battery.

It’s fair to say that it’s not the most sophisticated ride, which is on the firm side. That said, while it doesn’t glide over bumps in the road and it’s fidgety at times, there’s decent body control in more challenging corners.

I suspect the big 20-inch wheels on my test car might not have helped with the ride quality, but overall it’s handles decently – it’s just not an engaging driving experience that will put a smile on your face.

On the plus side, its light steering is perfectly suited to urban driving and it’s refined with a whisper quiet e-motor and very little wind noise.

Vauxhall Grandland review

Three drive modes are on offer (Normal, Sport and Eco), but as ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Normal for the best blend of performance and efficiency.

Thankfully, there are steering wheel paddles, which offer three levels of brake regeneration, so there’s no need to access the touchscreen, but like so many EVs, the brake pedal lacks feel and is spongy.

Officially, energy consumption is 3.6 miles per kWh, and I got pretty close to that, so a real-world range of around 250 miles should be possible – more in city driving and warmer temperatures.

The Grandland Hybrid pairs a 1.2-litre petrol turbo with a 48V hybrid system, giving a total of 134bhp and a 0-62mph sprint of 10.2 seconds.

Vauxhall Grandland review

CO2 emissions are a low 124g/km and Vauxhall claims it can do 51mpg, though we managed around 45mpg.

As mild hybrids go, it works well. It will even run on electric-only power for short periods at slow speeds, which isn’t always the case. Apparently, the electric motor can work up to 84mph and cover 50% of town and city driving.

It seems brisker than the official acceleration figure suggests, and the six-speed dual-clutch transmission and hybrid integration work smoothly. It’s only when pushed that the little three-cylinder makes itself known.

So, the Grandland Hybrid is well suited to urban areas and cruises well enough on faster roads.

But just like its 100% electric sibling, the ride is firm, there’s a fair amount of brake pedal travel and the steering is light, again resulting in a drive that lacks involvement.

Ultimately, it’s unfair to judge the new Grandland too harshly on its driving dynamics because it’s great value compared to some of its rivals and it’s a car that’s more about practicality than performance.

Vauxhall Grandland review

The Grandland Electric is up against the likes of the Tesla Model Y, Skoda Enyaq, Renault Scenic E-Tech, Ford Explorer and Volkswagen ID.4, while the Grandland Hybrid’s competitors include the Peugeot 3008, Hyundai Tucson, Kia Sportage and Nissan Qashqai.

And starting at £34,700 (for the Hybrid) and £40,995 (Electric), the Grandland range is competitively priced.

Finally, even though it’s yet to be tested by Euro NCAP for safety, it does come with a comprehensive suite of driver assistance and safety technology as standard.

Verdict: Whether you go for the mild hybrid or 100% electric version, the stylish next-generation Vauxhall Grandland is an honest, sensible, well-equipped family SUV that delivers value for money, space, safety and practicality.

Vauxhall Motors

MINI Aceman review

MINI Aceman review

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

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

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

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

MINI Aceman review

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

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

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

MINI Aceman review

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

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

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

MINI Aceman review

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

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

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

MINI Aceman review

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

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

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

Gareth Herincx driving the MINI Aceman

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

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

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

MINI Aceman review

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

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

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

MINI Aceman review

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

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

MINI UK

MINI Aceman review

Ford Explorer review

Ford Explorer

We get behind the wheel of Ford’s much-anticipated 100% electric family SUV…

In the music business, they say the second album is always the most difficult. Ford has a similar problem with the all-new Explorer.

Not only are there high expectations for the long overdue family-sized EV (it suffered a six-month delay earlier this year), but a lot hangs on it because Ford has fallen behind rivals in the electrification race.

Ford Explorer

The Mustang Mach-E was launched in 2021, and good though it is, up until now it’s been Ford’s only fully electric car.

There’s also the perception from some that the Explorer is a badge-engineered Volkswagen ID.4. Yes, it’s true that it also uses the Volkswagen Group’s MEB platform, but the good news is that the Explorer couldn’t be more different and it’s very much a Ford.

You only have to look at it. There’s none of the blancmange styling of the VW. Slightly shorter, wider and lower than the ID.4, it’s a distinctively boxy SUV with short overhangs and an athletic stance.

Ford Explorer

The bluff front end is dominated by a large Ford badge and there are smooth curves all over the body, while the light signature is instantly recognisable.

There are big wheels, a nice pert rear end with a slim window, and the roofline is a little lower than most competitors.

Inside, the Ford Explorer boasts a big 14.6-inch portrait touchscreen which is unique in that can tilt forwards and backwards by up to 30 degrees, and there’s a small storage area behind. The soundbar on top of the dash is pretty novel too.

Ford Explorer

I suspect the tilting touchscreen is more of a gimmick because it will probably stay where it is once it’s been positioned initially, but there you go.

The screen resolution is good and the graphics are slick, but navigating beyond the initial screen isn’t always intuitive.

Just like the Mustang Mach-E, Ford has thankfully stuck with a small digital display ahead of the driver (it shows essential info such as speed and range) as well as the main touchscreen.

Ford Explorer

Unlike the Mach-E, some of the Explorer’s switchgear is shared with its ID cousins. Not a VW strong point. So, a stubby gear selector replaces the right-hand stalk, the steering wheel has touch-sensitive, haptic controls, and the window switches are fiddly.

Overall, there’s plenty of space inside the Explorer up front and for adult passengers behind. It’s even possible for rear passengers to tuck their feet under fully-lowered front seats, which isn’t always a given.

The 470-litre boot capacity is smaller than some rivals, but on the plus side, there’s no load lip, there are 60/40-split rear seats and a ski hatch.

Ford Explorer

Load capacity increases to 1,400 litres with the rear seats flipped down. Additionally, there are various cubbyholes dotted around the cabin, and there’s a handy 17 litres of stowage space in the “MegaConsole” under the front centre armrest.

It was hard to fault the build quality of our test cars, though the interior doesn’t have the wow factor of some rivals and there are a few too many hard surfaces high up for my liking.

Priced from £39,875, you can choose from three versions of the Explorer – an entry-level Standard range model with a 52kWh battery and rear-mounted 168bhp electric motor, offering a claimed 239 miles on a full charge.

Ford Explorer

A single-motor Extended Range with a 282bhp motor and a 77kWh battery that’s good for a superb 374-mile range, plus the range-topping dual motor Extended Range, which has a combined output of 335bhp, all-wheel drive and a 79kWh battery pack giving it a 329-mile range.

The 52kWh model is equipped with a 135kW onboard DC charger, and takes 28 minutes to go from 10-80%. The 77kWh and 79kWh variants can be charged at up to 185kW, which results in a 10-80% time of around 26 minutes. Impressive times in theory, but as ever, variables such as ambient temperature and driving style will dent those charge times.

There are two trim levels, Select (available with the Standard Range car and the RWD Extended Range) and Premium (also on the RWD Extended Range, and the only way to get the AWD Extended Range).

Ford Explorer

I tested the two Extended Range models, and frankly I was virtually won over from the moment I sat in the driver’s seat.

I prefer a low driving position, which is a rare experience these days with EVs, because you tend to sit perched above the battery back.

Not only was I comfortable, but once on the road, it was far more involving than your average electric SUV to drive.

Ford Explorer - Gareth Herincx

It would be an exaggeration to say that the Explorer is as dynamic as the best Fords of the past, but in EV terms, it’s very good.

Tuning the dampers, suspension and roll bars, Ford’s engineers have clearly worked their magic. Eco, Normal, Sport and Individual drive modes are available too.

Sure, the ride is on the firm side, yet it’s forgiving over potholes, and composed for the most part, while body lean is well controlled in more challenging corners.

There was slightly more road noise than I was expecting, but then it always seems unfair to pick on this with EVs, given that they are so quiet.

The steering has just the right amount of weight for it to remain light but still feel precise, though the brakes are on the spongy side (another quirk of VW’s ID cars).

Ford Explorer

Effortless on the motorway, it’s a doddle to drive in town too. The turning circle is tight, visibility is good and there are plenty of cameras and sensors to help you manoeuvre.

Ultimately, there’s little to choose between the two models. Naturally, the all-wheel drive has more traction and it’s swifter (0-62mph in 5.3 seconds), but the RWD is cheaper, has more range and is more than fast enough (6.4 seconds).

If anything, the heavier dual-motor version’s ride seemed a tad more supple at low-speed, but that’s splitting hairs.

So, the Ford Explorer drives well, easily making it more agile than rivals including the Volkswagen ID.4, Tesla Model Y and Hyundai Ioniq 5.

Driven sensibly, it’s quite possible to extract as much as 4.5 miles/kWh out of the Explorer, which is excellent.

The only slight disappointment is that there are no steering wheel paddles to adjust the brake regeneration levels. Instead, you have to rotate the gear selector from ‘D’ to ‘B’, which is clunkier than it could be.

Verdict: The Ford Explorer is a very impressive package and has definitely been worth the wait. Distinctive, comfortable, safe and engaging to drive, it’s one of the best electric family SUVs on the market.

Ford UK

New Vauxhall serves up the perfect coffee break

Gareth Herincx

37 mins ago
Auto News

Vauxhall Mokka Coffe-e

Meet the Vauxhall Mokka Coffe-e – the EV with an onboard Barista counter.

The one-off concept has been developed to ensure drivers have access to their caffeine fix no matter where they charge.

It’s a fact that Brits drink some 95 million cups of coffee a day, but Vauxhall research has revealed that three quarters of EV drivers intentionally plan journeys to include charge points that offer coffee.

What’s more, 80% of Vauxhall owners are coffee drinkers with 64% enjoying at least one cup a day.

The Vauxhall Mokka Coffe-e concept features two coffee machines – ground and pod – both using Mokka inspired premium coffee blends.

A milk steamer, coffee grinder, knock box, and fridge are all integrated, ensuring drivers have everything they need to make the perfect coffee.

Vauxhall Mokka Coffe-e

A bespoke pull-out drawer houses barista quality tools, including scales to measure a precise quantity of beans, a Weiss Distribution Technique (WDT) tool to ensure a smooth extraction flow of coffee, and an espresso tamper to evenly pack the grounds, all of which enhance the flavour of brewing the perfect coffee.

The coffee grinder, mini fridge and knock box all sit within a bespoke cabinet, concealed by two Alcantara covered doors with stainless steel door handles and hand stitched design echoing the interior details of the Mokka Electric.

Within the base of the unit is a pull-out table to provide a flat surface to assemble drinks. When not in use, the table stows away securely into the base of the unit and just below that live two hand-crafted British-made Fox umbrellas to account for our unpredictable weather.

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