car reviews – Pulpaddict

Kia EV4 review

We test drive the hatchback and fastback versions of the intriguing all-electric Kia EV4

It could be argued that the bold styling of the latest EV from Kia is a sure sign of the South Korean car company’s growing confidence.

Borrowing design cues from its cousins, the EV3, EV6 and EV9, it’s less angular with smoother surfaces, and it features a low-slung bonnet with vertical front headlights pushed to the corners.

A direct rival to the all-electric Volkswagen ID.3, MG4 and Cupra Born, the EV4 is available as a hatchback – and unlike its competitors – also as a “fastback” saloon.

Whichever version you choose, the EV4’s design is at its most divisive at the rear.

Of the two, the hatchback’s design is the more convincing, while the fastback is just odd, and that’s being charitable. The overhang is massive and there are boomerang-shaped LED tail lights. It may be Kia’s most aerodynamic EV ever, but it’s just not quite right. Judge for yourself.

In terms of size, the EV4 hatchback is about the same size as a Ford Focus or Vauxhall Astra, while the fastback is 30cm bigger, making it longer than an EV6.

I admire car companies that dare to be different, but frankly I can’t imagine why someone would choose the fastback over the hatchback.

Interestingly, globally the fastback is expected to be the more popular version, but in the UK as many as 85% of customers will choose the hatchback.

Perhaps the only positive is that the fastback’s boot is an impressive 490 litres, compared to the hatch’s 435 litres.

Just like the rest of Kia’s EV range, the EV4 is offered in three trim levels (Air, GT-Line and GT-Line S).

Priced from £34,695, the entry-level Air hatchback is available with either a 58kWh battery or a larger 81kW pack, while the GT-Line and GT-Line S models are only be offered with the larger battery.

All versions of the EV4 have a single, front-mounted electric motor that delivers 201bhp and 209lb ft of torque.

That results in a decent 0-62mph time of 7.5 seconds in the lighter hatchback with the smaller battery. Upgrade to the bigger battery and that climbs to 7.7 seconds, while the GT-Line or GT-Line S trims nudge that figure up to 7.9 seconds.

The fastback is only available in GT-Line or GT-Line S trims and also takes 7.9 seconds to complete the 0-62mph sprint.

Range varies from a claimed 273 miles in the 58kWh hatchback to 388 miles in the 81kW hatchback (Air trim with 17-inch wheels) – the first time a Kia EV has offered a range of more than 380 miles on a single charge. The fastback tops out at a still impressive 380 miles.

If you’re familiar with Kia’s recent interior design, the EV4’s is much the same. Up front it’s uncluttered, yet user-friendly, with a triple-screen layout consisting of a 12.3-inch digital instrument cluster behind the wheel, another 12.3-inch screen for the infotainment, and a 5.3-inch display between the two for climate controls.

It’s just a shame that climate section is slightly obscured by your hand when holding the wheel.

Thankfully, it’s not totally minimalist, like some rivals, so there are some buttons and you can adjust the wing mirrors without having to delve into the central touchscreen!

However, the driving position is a bit perched for my liking (I’m 5’11”) even at its lowest setting, the steering wheel would benefit from more adjustment and the left footrest could be closer.

There’s a huge amount of legroom at the back in both versions, which is just as well because there’s no room to stick your feet under the driver’s seat if it’s fully lowered.

Headroom in the hatchback is good, but passengers over six-foot will struggle in the fastback with its dramatically sloping roofline.

The fastback also has a narrower rear window, but even that doesn’t massively affect rear visibility.

Overall, it’s well equipped, there are plenty of soft-touch surfaces inside the cabin, the build quality is as good as ever, and the doors close with a satisfying clunk.

On the road, the EV4 feels wide at first, but you soon get used to it.

As you’d expect from those acceleration figures, it’s no slouch off the line, while the steering is light and the brakes are nicely progressive (not a given with hybrids and EVs).

The suspension set-up will be on the firm side for some, but it’s comfortable for the most part – even if it has a tendency to thud over really poor surfaces.

It’s probably at its best on motorways and fast A roads, where it feels smooth and refined, and there’s very little in the way of wind and road noise.

And while it’s capable and composed on more challenging roads, with plenty of grip and good body control, it’s hardly exciting.

Additionally, there are Snow, Eco, Normal and Sport drive modes accessed via a button on the steering wheel. As ever, default Normal offers the best blend of power and efficiency, though Sport is fun for short bursts.

You can also adjust the regenerative braking via paddles behind the wheel – great for clawing back charge while coasting to a halt or on downhill stretches of road.

Despite the weight and length difference, there’s little to choose between the hatchback and fastback on the road.

Ultimately, the EV4 doesn’t quite deliver the kind of driver involvement bonus you’d expect from a hatchback or saloon over an SUV.

When it comes to charging, a 10-80% battery boost takes 29 minutes (31 minutes for long range) when plugged into a 150kW DC fast charger – or 5hrs 20mins via an 11kW AC charger (7hrs 15mins for the bigger battery).

It’s efficient too. I achieved as much as 4.2 miles per kWh, which is good going. I’d say the real-world range of the larger battery models is an impressive 300 miles-plus.

As ever with a Kia, the EV4 comes with a generous seven-year/100,000-mile warranty.

Verdict: If you’re not a fan of SUVs, then the all-new Kia EV4 could be the electric vehicle for you. Not only do you get a choice of hatchback and fastback body styles, but an impressive long range, a spacious interior, comfortable driving experience and competitive pricing.

Kia UK

Cupra Tavascan review

We road test Cupra’s second all-electric model – the slick and sporty Tavascan family coupe-SUV

The Cupra Tavascan is one of many models (as varied as the Audi Q4 e-tron, Skoda Enyaq and Ford Capri) sharing the same platform as the Volkswagen ID.4.

If you’ve read my reviews of the Volkswagen ID range (excluding the superb ID Buzz van), you’ll know that I’m not a fan of the “blancmange” styling.

The Cupra Tavascan couldn’t be more different, with its distinctive sculpted exterior design – a blend of SUV and coupe body style – and bold, yet upmarket, interior.

So, just as the Cupra Born eclipsed the ID.3, the Tavascan is a cut above the ID.4/ID.5.

That said, with a starting price of £47,350, the Tavascan should be good.

The first Volkswagen Group electric vehicle manufactured in China, you can choose between rear-wheel and all-wheel drive models with different power outputs (both sharing the same 77kWh battery pack.

The entry-level Tavascan puts out 281bhp (0-62mph in 6.8 seconds) and has a claimed range of up to 353 miles.

The range-topper gets two e-motors, which send 335bhp through all four wheels, resulting in a sprint time of 5.3 seconds and a range of up to 323 miles.

My test car was the flagship Tavascan VZ2, priced from £60,845.

In addition to the 15-inch touchscreen with Apple CarPlay and Android Auto connectivity, matrix LED headlights, 12-speaker Sennheiser sound system, and suite of driver assistance and safety kit fitted to all Tavascans, it gets 21-inch alloys, special bucket seats and leather upholstery.

In fact, a big thumbs up for the interior in general, which has a unique design featuring a curvaceous dashboard swooping into a central division between the driver and passenger that’s reminiscent of the wishbone-shaped halo head safety device used in motor racing.

The only black mark up front is that Cupra uses VW’s frustrating infotainment system, complete with haptic touch-sliders, and touch-sensitive steering wheel controls.

Elsewhere, there are plenty of soft surfaces inside the cabin, plus ample head and legroom for rear seat passengers, while the easily-accessed boot is a generous 540 litres, expanding to 1,550 litres with the back seats flipped. Sadly, there’s no ‘frunk’ under the bonnet to store charging cables.

Just as importantly, the Tavascan is well built and has a premium feel, which helps to justify that price tag. And if you’re looking for some peace of mind, then Cupra’s five-year warranty for up to 90,000 miles, along with eight-year/100,000-mile warranty for the battery, helps.

One of the faster family-sized electric SUVs on the market, it’s refined and more than quick enough for our roads.

The steering is nicely weighted and there’s abundant grip, while the suspension setup might be on the firm side for some, but I think it’s well balanced – delivering a blend of composure in more challenging corners, and comfort in everyday driving.

The only let-down is the spongy brakes – an unfortunate characteristic of other ID-based cars.

This is especially disappointing in the Tavascan, because it’s one of the few electric SUVs with a low driving position, should you want it, allowing you to feel more involved with the car. Sadly, the vagueness and extra foot pressure needed to bring it to a halt rather blunts the otherwise dynamic driving experience.

There are six driving modes (Range, Comfort, Performance, CUPRA, Individual and Traction), all selectable via buttons on the steering wheel and the infotainment system. They are worth a play, but as ever, default Comfort offers the best balance overall.

I drove the Tavascan in late summer over a variety of UK roads, and on a mix of journeys. I averaged around 3.6 miles/kWh, which is pretty much par for the course with SUVs of this size.

I’d estimate the real-world ranges are closer to 270 miles (against the claimed 323 miles) for the AWD model I tested, while the entry-level RWD car should nudge 300 miles (353 miles). Obviously, those range figures are subject to other factors too. So, for instance, expect better range figures in lower speed urban areas.

And just in case you’re wondering, the Tavascan’s peak 135kW rapid-charging speed allows a 10-80% top-up to be completed in around half an hour.

Verdict: If you want a sporty, spacious, family SUV with a premium feel that stands out from the crowd, then the Cupra Tarascan should be on your shortlist.

Cupra UK

Honda Prelude review

The much-loved Honda Prelude is back on sale after 24 years – we get behind the wheel of the sporty two-door, now with hybrid power, at the press launch in the south of France

If you’re under 40, the significance of the return of the Honda Prelude might pass you by.

For the rest of us, the reborn coupe is an intriguing prospect, for a few reasons – not least its sleek look.

With a hint of the latest Toyota Prius up front, a rear that could grace a Porsche, and a purposeful stance, the stunning sixth-generation Prelude oozes kerb appeal.

Borrowing the tried and tested e:HEV full hybrid system from the Civic, plus the Type R’s suspension, it has classy genes.

Then there’s Honda’s new S shift system which aims to simulate a regular eight-speed transmission with wheel-mounted paddles.

Sporty coupes account for just 1% of UK sales in an automotive scene dominated by SUVs and small hatchbacks, so Honda isn’t looking to shift tens of thousands, but now there’s no Audi TT or Toyota GR86, the Prelude’s only real rival is the BMW 2 Series Coupe, so there is a business opportunity.

Priced from £40,995, the 2025 Prelude pairs a 2.0-litre petrol engine with a small 1.1kWh battery and two electric motors making a total of 181bhp and 315Nm of torque.

The engine (sadly not the turbo used in the Type R) rarely drives the wheels itself. For the most part, it’s used a generator, sending energy to the e-motors.

The result is a combination of decent performance and economy. In fact, the 0-62mph sprint time of 8.3 seconds feels faster, thanks to the electric motors’ instant torque.

Most of the time you’re likely to just select D for Drive and head off with the default “dual electric motor automatic transmission”, though the Prelude doesn’t have a mechanical gearbox as such.

If you want to enhance your involvement, Honda has developed what it calls S Shift, which is meant to emulate a regular automatic gearbox in sound and feel.

Simply press the S Shift button on the steering wheel and use the paddle shifters to change between the simulated gears.

It’s a clever system, not unlike the virtual shifts available on the Hyundai Ioniq N EV.

However, Hyundai’s version turns up the volume with more active engine noise and better-judged gear ratios, resulting in a more rewarding and involving sporty drive.

While the S Shift is a little underwhelming, it is entertaining to have the option, and it’s at its most effective in Sport mode (the others are default GT, and Comfort).

Nevertheless, the new Prelude is still one of the most entertaining hybrids on the market.

Brake hard into a corner and the system will shift down and blip the throttle for you, but don’t expect the pops and crackles of the Ioniq N.

Honda has been more successful when it comes to the front-wheel drive Prelude’s handling.

Borrowing the dual-axis struts and adaptive damping setup from the potent Civic Type R, the Prelude delivers an engaging drive, though with more of an accent on ride comfort and refinement than outright performance.

Shod with quality Continental tyres, there’s plenty of grip through more challenging corners, while the Brembo brakes are progressive (rarely the case in a hybrid) and offer serious stopping power.

The suspension may be a little stiff for some, but at least the Prelude is agile and composed with little body lean.

Owners of the regular Civic will instantly feel at home inside the Prelude, which has much the same look and feel up front.

In other words, it’s a driver-focused cockpit which includes a 10.2-inch digital instrument display, plus a 9.0-inch central touchscreen with wireless Apple CarPlay and Android Auto connectivity.

Wireless smartphone charging, an eight-speaker Bose sound system, a full suite of driver assistance and safety technology, a flat-bottomed steering wheel and supportive sports seats are also part of the package.

The driving position is suitably low and sporty, forward visibility is good, while the overall fit and finish is impressive, even if it lacks a wow factor.

As with most coupes, there’s a compromise when it comes to practicality. The truth is that the rear seats are only suitable for children. Lift the giant rear hatch and there’s a useful 264-litre load space, rising to 663 litres with the rear seats folded down.

Honda’s reputation for reliability may also be another plus point for the Prelude, along with low running costs. A claimed 54.3mpg is not be sniffed at – nor are C02 emissions of just 117g/km.

Ultimately, the new Prelude doesn’t quite live up to expectations, but it’s still a stunning, well-engineered coupe that handles well.

Verdict: The 2025 Honda Prelude has been reborn as an intriguing hybrid sports coupe. Elegant, economical, innovative and intriguing, it’s definitely worth a test drive – just don’t expect a two-door Civic Type R.

Honda UK

Renault 5 review

We get behind the wheel of the winner of the 2025 European Car of the Year award, and one of the best new EVs on the market – the Renault 5 E-Tech

The reborn Renault 5 is easily one of the most eagerly-awaited electric cars of recent years.

For those too young to remember, the award-winning Renault 5 was one of the first true superminis.

Between 1972 and 1995, more than five million were built, and the little hatchback is still fondly remembered.

Fast forward to 2025 and the 5 is back. Renault has wisely followed Fiat (500e) and BMW (MINI Cooper) down the electric retro route rather than revive a much-loved nameplate and slap it on a modern SUV (Ford Capri).

Now marketed as the Renault 5 E-Tech Electric, the new 5 is a bit bigger than the original, but thankfully its styling is utterly faithful to its famous forebear.

For the record, the original measured 3,660mm (length), 1,750mm (width) and 1,320mm (height), while the 2025 EV’s vital statistics are 3,922mm, 1,774mm and 1,498mm.

In other words, the most obvious difference is in height, due to the battery pack which stretches across the chassis below the seats, just like most new electric cars.

The good news is that unlike almost all EVs, you’re not perched because Renault’s comfortable seats adjust down. The result is that you feel much more involved as a driver.

The downside is that the already cramped rear passenger space is further compromised because it’s impossible to slip your feet under a lowered front seat. C’est la vie.

In fact, I would have given the driving position a 10/10 if it wasn’t for the fact that there’s no footrest for your left leg either.

The new Renault 5 is offered with a choice of two power units and two battery sizes, both employing a single electric motor driving the front wheels.

So that’s 40kWh (“urban range”) and 52kWh (“comfort range”) batteries, with power outputs of 118bhp and 148bhp respectively.

Perhaps more importantly that translates into ranges of 192 miles (40kWh) and 252 miles (52kWh) and 0-62mph sprint times of 9.0 seconds and 7.9 seconds.

The plus side of smaller batteries is that a rapid charge from a 100kW connection (80kW on the smaller battery) takes around 30 minutes, so even though long journeys require a stop or two, the downtime is reasonable.

Competitively priced from £21,495, the new Renault 5 is available with three regular trim levels – Evolution, Techno and Iconic Five.

Entry-level Evolution features 18-inch alloy wheels, climate control air-con, wireless smartphone connectivity, rear parking sensors, a 7.0-inch digital instrument panel and 10.1-inch central touchscreen.

Step up to the mid-range Techno and you get a larger 10-inch digital instrument panel, wireless phone charger, adaptive cruise control, ambient lighting, a rear-view camera and two-tone paint options.

Topping the range is the Iconic Five, with diamond-cut 18-inch alloy wheels, heated front seats, and extra safety features including blind-spot monitoring.

The Renault 5 is available in a set of vibrant colours (though I prefer Midnight Blue) and it’s packed with neat details, such as the reinvented vent grille on the bonnet (Techno trim and above) with an illuminated “5” that indicates the car’s charge status.

It’s less retro, and more funky and modern inside. Thankfully it’s not too minimalist, so there are some physical controls for essentials such as climate control.

However, the steering wheel is overloaded with stalks (gears, lights and washers), plus a stubby, dated one for audio, while the gear selector is fiddly.

Thankfully, the infotainment system has integrated Google services.

Overall, it’s well put together, and apart from a few hard, plastic surfaces, the upholstery fabric made from recycled plastic bottles works well, and the seats are very comfortable.

As previously mentioned, the rear seats are for small people only, while the boot delivers a useful 326 litres of space, expanding to 1,106 litres with the rear seats folded.

On the road, the Renault 5 doesn’t disappoint. I drove my test car (Iconic trim with the larger battery) on a range of UK roads. And it’s not often that I say this, but at the end of the week, I really didn’t want to give it back.

Though it’s not outstanding in any department, it’s right up there in most, and it has a certain je ne sais quoi.

A clever balance of comfort, refinement and fun, it’s nippy in town and fast enough out on the open road.

It’s agile too, with quick steering and almost no body roll in more challenging corners, while the brakes are nicely progressive and there’s plenty of grip, giving you the confidence to push on.

If you want more performance, then opt for the Alpine A290 – the hot hatch version based on the same platform from Renault’s performance arm.

Ultimately, the Renault 5 will sell largely because of its looks and keen pricing. And when you consider that the average car in the UK travels around 20 miles a day (about 140 miles per week) – then even its modest range shouldn’t put buyers off.

Talking of which, in real-world driving I’d estimate the 40kWh is good for 150 miles between charges, and the 52kWh around 200 miles.

Of course, the Renault 5’s natural habitat is in urban areas, in which case the range will go up, because EV batteries are much more efficient at slower speeds.

Verdict: The Renault 5 E-Tech is a breath of fresh air, brimming with joie de vivre. Affordable, fun to drive, comfortable and retro cool, it’s going to become a familiar sight on our roads.

Renault UK

Jaecoo 7 SHS review

We drive the eye-catching Jaecoo 7 SUV – the promising first model from a Chinese company new to the UK

For a brand that only launched here at the beginning of the year, Jaecoo’s success has been stellar.

According to data from the Society of Motor Manufacturers and Traders (SMMT), the Jaecoo 7 SHS was the UK’s best-selling plug-in hybrid in August. Of course, time will tell whether it can maintain that kind of sales momentum, but that achievement alone is nothing short of remarkable.

Sister company to Omoda, which debuted in 2024, and ultimately owned by Chinese giant Chery, Jaecoo focuses on SUVs, so it has its work cut out in this fiercely competitive segment.

Aggressive pricing and a seven-year/100,000-mile warranty helps, but joint Jaecoo-Omoda dealerships are also spreading fast, helping to create an awareness and peace of mind which must make them the envy of some other new Chinese brands.

A mid-sized SUV/crossover, the Jaecoo 7 has its sights on everything from the Kia Sportage and MG HS, to the Range Rover Evoque and Audi Q3.

It’s not without kerb appeal either. If you look beyond the huge front grille with chrome-trimmed vertical slats, it bears more than a passing resemblance to the Range Rover Evoque and Velar, while the interior is surprisingly plush at first sight.

Two Jaecoo 7 models are available. A straight petrol with two or four-wheel drive, starting at just £30,115, or a petrol plug-in hybrid (badged SHS, or “Super Hybrid System”), priced from £35,165 (FWD only).

And it was the latter that provided my introduction to the brand.

Pairing a 1.5-litre four-cylinder petrol turbo engine with two electric motors and 18.3kWh battery, it delivers a total of 201bhp to the front wheels.

This results in a 0-62mph dash in 8.5 seconds, and with a full charge, it can achieve an electric-only range of up to 56 miles, according to official WLTP figures.

In theory, the combination of petrol and electric power gives the Jaecoo 7 SHS a long total range of up to 745 miles, while fuel economy of up to 403mpg is possible.

Inside, the cabin is spacious and light, and the driving position is on the high side for my liking. My only other slight gripe is the steering column which could do with a greater telescopic reach adjustment.

Rear seat passengers (up to five) have plenty of space, though the 412-litre boot capacity (expanding to 1,335 litres with the rear seats flipped down) is average for a car of this size.

It’s fairly minimalist up front with a huge reliance on the big 14.8 infotainment touchscreen. Even the climate system is controlled via the touchscreen, rather than physical dial. A cardinal sin in my book.

Prodding and swiping a screen isn’t ideal on the move, and sure enough, the distraction warning is triggered as soon as you take your eyes off the road.

Add that to the other alerts for speed and lane departure, and it makes for a frustrating driving experience. That said, it’s not unusual with new cars these days, and if you look hard enough, it is possible to switch some of them off.

On the plus side, the Jaecoo 7’s tech helped it score a maximum five stars in Euro NACP safety tests.

Other goodies in this high-spec Jaecoo 7 SHS include a head-up display, heated rear seats, tinted windows, and an eight-speaker Sony sound system.

Build quality is good, though on closer inspection, some of the materials used aren’t quite as classy and there are some hard, scratchy plastics down below.

On the road, the big takeaway is that the SHS hybrid system is clever and very slick, delivering an EV driving feel, with ample torque and straight-line speed.

Unlike most other plug-in hybrids, the Jaecoo 7 never lets the battery fall to 0%, so even once you’ve used most of the electric-only range on offer, the engine acts more like a generator.

It’s only at higher speeds or during particularly aggressive acceleration that the engine kicks in to drive the wheels. It’s a tad harsh when it does, but then it’s such a contrast to the otherwise serene cabin.

For most buyers, the general driving experience will be fine, but for those who enjoy more dynamism sophistication, it will disappoint.

From the ultra-light steering to the firm ride and tendency to wallow, it won’t put a smile on your face.

However, it’s a lovely cruiser, and driven sensibly, most buyers will be happy with their purchase.

It’s just a shame this plug-in hybrid doesn’t give you the confidence that all-wheel drive offers, especially in slippery conditions. That said, it still has a ground clearance of 200mm and a wading depth of 600mm, which could come in useful on extreme weather days.

Unusually for an PHEV, the battery can recharge at up to 40kW, and it can be boosted from 30-80% capacity in just 20 minutes at a fast charger. Of course, you can still plug it in at home for a more leisurely 6.5 hours.

So, if you’re not a high miler, keep your battery charged up, and run around in EV mode, your visits to the service station for petrol could become rare events. Even if you use the Jaecoo 7 on longer journeys, 50-55mpg is achievable.

Ultimately, the Jaecoo 7 is a mixed bag and would benefit from a more engaging driving experience, but as a first effort, it’s impressive and deserves its success.

Verdict: If you’re looking for an efficient, generously-equipped family SUV that stands out from the crowd and offers serious value for money, then the Jaecoo 7 SHS should be near the top of your shortlist. Now add the seven-year/100,000-mile warranty, top safety rating and fast-growing dealership network, and it’s definitely worth a test drive.

Jaecoo UK