family hatchback – Pulpaddict

2023 Volkswagen ID.3 review

Volkswagen’s bestselling EV in the UK has had an update for 2023 – we drive the new, improved ID.3…

The VW ID.3 electric hatchback has been treated to a mild makeover and tech update, despite only being launched in 2020.

Volkswagen has listened to feedback (some of it lukewarm) and acted on it swiftly. The result is a more mature proposition.

Crucially, the changes will also keep the car competitive in the ever-increasing EV family hatch sector, where rivals include the ID.3’s VW Group cousin, the Cupra Born, plus the MG4, Nissan Leaf, Renault Megane E-Tech Electric, Vauxhall Astra Electric and Peugeot e-308.

The ID.3’s exterior styling tweaks are subtle, to say the least. The front now features a longer-looking bonnet as a result of the removal of the black strip beneath the windscreen, plus larger air intakes. The honeycomb effect on the bumper has also gone and LED headlights are now standard.

Badging along the side of the car, plus decals on the rear pillar, have vanished too, resulting in cleaner lines, while the rear light cluster is tweaked and it has a distinctive X-shaped light signature.

The cabin has had an upgrade too. There are now more soft-touch surfaces, while the seat covers and door trims use fabric made of 71% recycled materials.

Finally, the infotainment system (one of the original ID.3’s biggest issues), has improved software and can now be updated over-the-air.

The menu structure is clearer and it seemed slicker and more responsive on our test drives. Even the controversial touch-sensitive sliders at the bottom of the touchscreen and on the steering wheel worked better.

Sadly, UK buyers will have to wait until 2024 for the new, larger 12.9-inch central screen, which benefits from backlit climate and volume controls – one of the big criticisms of the original car.

There’s also a more intelligent route planner for the sat nav (which schedules charging stops more effectively on longer journeys), improved voice control and an impressive augmented reality head-up display which projects directions from the sat nav onto the road ahead.

Mechanically, the rear-wheel drive ID.3 is much the same, so there’s still a choice of two batteries – 58kWh in the Pro and 77kWh in the Pro S, delivering ranges of up to 266 miles and 347 miles respectively.

Priced from £37,115, both develop 204bhp, though the Pro accelerates a tad quicker to 62mph (7.4 vs 7.9 seconds).

Another change is that the ID.3’s charging capacity has been uprated. So, the Pros S can be charged from 5-80% within 30 minutes at speeds of up to 170kW, while the Pro takes 35 minutes with a charging capacity of up to 120kW.

The revised ID.3 is no different to the “first generation” model on the road, which means that it’s competent and assured.

It’s no Golf in the handling department and is unlikely to put a smile on your face like some EVs, but it’s easy to drive and a refined cruiser.

It’s also good in the city with decent all-round visibility, light steering and a tight turning circle of just 10.2 metres.

There’s also plenty of grip and it smoothed out poorer road surfaces well, but it’s not at its happiest when hustled on more demanding roads.

There are three drive modes (Eco, Comfort and Sport), but the reality is that the ID.3 is all about comfort and extracting maximum miles from a charge.

Frankly, there’s not much between the Pro and Pros S, other than range. If anything, the 58kWh Pro S is a tad more nimble, but ultimately, the ID.3 still lacks the driving engagement of some rivals.

So, there aren’t many gripes with the improved ID.3. The brake pedal still has a relatively long travel, which takes a bit of getting used to, and paddles or buttons behind the steering wheel to adjust the brake generation level would be a bonus.

And the ID.3 can’t be faulted when it comes to space inside the cabin where there’s plenty front and rear, while the boot has a healthy 385-litre capacity, rising to 1,267 litres with the back seats flipped down.

It’s safe too, boasting a maximum five stars from Euro NACAP. The ID.3 has all the latest safety and driver assistance systems. And new for 2023 is Travel Assist, which helps keep your vehicle in its lane, keeps its distance from the vehicle in front and maintain your pre-defined speed.

Verdict: The updated Volkswagen ID.3 is a welcome improvement. Safe, spacious, refined and a doddle to drive, it’s a sensible electric hatchback choice with a good range.

Volkswagen UK

Honda Civic review

We’ve been road testing the all-new Honda Civic, and it’s no surprise to us that it’s been winning awards…

The first Honda Civic was launched 50 years ago and it’s become a legendary model in the automotive world. Now it’s the turn of the 11th generation Civic, which is only available as a full hybrid, so there’s no need to plug it in.

Officially marketed as the ‘Civic e:HEV’, it’s an old school, family-friendly hatchback. Refreshing, when the market is awash with SUVs.

At 4,551mm long, 1,802mm wide and 1,408mm high, the substantial new Civic is the longest, widest and lowest hatchback in its class.

The advantage of the increased wheelbase over the outgoing model is that it creates extra cabin space.

So, there’s plenty of room up front, while rear passengers have space to stretch their legs, and only very tall people will struggle for headroom.

The boot is a generous 410 litres, rising to 1,220 litres with the back seats flipped down, while the load space is long and wide.

The interior represents a real step up in terms of quality and functionality. There’s a solid feel overall, the seats are comfortable and there are plenty of soft-touch surfaces.

The infotainment system isn’t the slickest, but does the job nicely. Most of all, the dashboard is not too minimalist – there are still dials and buttons for essentials such as climate control, radio volume, heated seats and drive mode selection.

At the heart of the latest Civic is Honda’s clever e:hev hybrid powertrain, which is a scaled up version of the system also used in the smaller Jazz and HR-V.

Unlike hybrid systems from most other car makers, the 2.0-litre engine acts as a generator to power the battery rather than the wheels for much of the time, so it runs in EV mode as much as possible.

However, at higher speeds or under heavy loads, it can send drive straight to the front wheels. What’s more, the e-CVT transmission isn’t a conventional gearbox either, but I’ll come to that later.

The naturally aspirated four-cylinder engine (141bhp) is paired with two electric motors and a small 1.05kWh battery, giving a combined output of 181bhp.

Official figures tell much of the story, with a 0-62mph time of 7.8 seconds and a 111mph top speed. CO2 emissions are as low as 108g/km, while fuel economy is up to 60.1mpg.

Until the new Civic Type R hits showrooms, buyers will have to make do with just the one hybrid powertrain.

Priced from £29,595, the Civic e:HEV is offered in one of three specs – Elegance, Sport and Advance.

Entry-level Elegance gets 17-inch alloy wheels, front and rear parking sensors, a reversing camera, a 7.0 digital instrument cluster, plus a 9.0-inch central touchscreen with Apple CarPlay and Android Auto functionality. Safety and driver assistance features include lane-keep assist and traffic jam assist.

Sport models boast 18-inch gloss black alloy wheels, as well as black door mirrors and window frames. Inside, there’s faux leather upholstery and sportier pedals.

The range-topping Advance is treated to 18-inch diamond-cut alloy wheels, adaptive LED headlights, a panoramic sunroof, full leather upholstery, a heated steering wheel, a larger 10.2-inch digital instrument cluster and a 12-speaker Bose sound system.

Once inside, it’s immediately clear that you’re driving a rakish, fairly wide hatchback. If you’re used to the raised seating and commanding driving position of an SUV, it may take a while to acclimatise to the new Civic.

I love a low seating position. In fact, I would have preferred a little more downward adjustment, but overall, it’s a relaxed and comfortable place to be.

There’s plenty of poke, thanks to that electrical assistance, but the biggest surprise is the e-CVT gearbox.

The boffins at Honda have done their best to eradicate the sudden rise in revs you generally get when you put your foot down in a car with a conventional CVT box.

Instead, there are ‘steps’, giving the feel of conventional transmission ratios. It’s still not perfect, but it is a huge improvement.

There are three drive modes (Econ, Normal and Sport). Go for Econ on motorway journeys and 50 mpg is easily achieved, Normal is just fine for everyday driving, while Sport is fun for blasts on more challenging roads. The e-CVT works best in Normal and Sport modes.

The hybrid system is efficient and smooth, while the regenerative braking can be adjusted. At its strongest setting, it’s almost at one-pedal level, slowing the car down virtually to a halt whilst charging up the battery.

The ride is on the firm side, but not uncomfortably so, but generally it’s a great all-rounder – happy cruising motorways and stretching its legs on more engaging roads.

In fact, the new Civic offers a surprisingly agile drive. When pushed, it stays flat in more challenging corners, there’s good grip and the steering is nicely weighted, which all bodes well for the upcoming Type R.

Awarded a maximum five stars in Euro NCAP crash testing, the Civic is fitted with Honda Sensing (a suite of safety and driver assistance features) which includes goodies such as Traffic Sign Recognition, Lane Keep Assist, Adaptive Cruise Control, Collison Mitigation Brake System, Intelligent Speed Limiter and Auto High-Beam Headlights as standard.

Rivals include the Toyota Corolla Hybrid, Kia Ceed, Ford Focus, Peugeot 308, Vauxhall Astra, Mercedes A-Class, BMW 1 Series or Audi A3 Sportback.

Verdict: The Honda Civic is a fantastic all-rounder. A family-focused hatchback that’s sleek, safe, practical, well built and economical, it’s rewarding to drive and packed with the latest tech. Add Honda’s reputation for reliability and it’s right up there with the best in its class.

Honda UK

DS 4 review

Once in a while I get to road test a new car I know little about, and it proves to be something of a revelation. The stunning DS 4 is one such vehicle.

A cross between a hatchback and a compact crossover, the five-door DS 4 challenges everything from the Audi A3, BMW 1 Series and Mercedes-Benz A-Class to the Audi Q2, BMW X2 and Mercedes-Benz GLA-Class.

And if you’re new to DS Automobiles, then it’s probably best described as Citroen’s premium spin-off sister brand.

Sharing a platform with other Stellantis group cars (eg Citroen C5 X, Vauxhall Astra and Peugeot 308) the DS 4 is available with petrol and diesel engines, plus a flagship plug-in hybrid.

Priced from £29,710 to £43,550, there are two trim levels (Performance Line and Performance Line ), plus a DS 4 Cross which complements the stylish design of the DS 4 with SUV-inspired styling cues, including side skirts, gloss black roof bars, front and rear skid plates and black bumpers.

You only have to look at the pictures to see that the DS 4 oozes kerb appeal. Its profile is rakish with a blend of smooth surfaces and elegant lines – there are also big wheels and flush-fitting door handles.

The front is dominated by a large diamond mesh DS grille, slim matrix LED headlights and sharp vertical, zig-zag LED running lights, delivering a unique lighting signature, while the rear gets a slim window and sexy rear light clusters.

All in all, the DS 4 has an athletic stance and if cars were judged purely on style, it would go straight to the top of the class.

It’s the same story inside where there’s a classy, hi-tech feel mixed with top build quality. DS does things differently and the uncluttered interior is a treat with numerous clever design touches. Who else would have thought of integrating the electric window switches so beautifully into the top of the door trim?

A special mention for the seats too, which are easily the most comfortable you will find in this price bracket. There’s plenty of space too, though taller passenger in the rear may struggle for headroom if you opt for the panoramic sunroof which eats into the roof space. Boot capacity is a decent 430 litres, expanding to 1,240 litres with the rear seats folded down.

Every DS 4 features a 7.0-inch digital driver’s cluster, plus a 10.0-inch central touchscreen which its flush with the dashboard, while higher trim levels get a head-up display that’s projected neatly onto the windscreen.

The infotainment system takes some getting used to, but after a while you get the hang of it. The home screen is customisable and there are short-cut buttons below, but sadly essentials like the climate control are not permanently accessible.

There’s also a twinkly 5.0-inch touchpad (‘DS Smart Touch’) down near the gear selector, which allows you to pre-set up to six shortcuts – each with their own gesture movement. It’s a bit gimmicky, but anything that avoids tapping and swiping menus on the main infotainment screen when driving must be a good thing.

To summarise, the DS 4’s infotainment system isn’t without its frustrations, but it will grow on you. If nothing else, it’s a thing of beauty – like the rest of the cabin.

I tested the entry-level DS 4 Performance Line PureTech 130, which is fitted a 1.2-litre three-cylinder petrol turbo driving the front wheels via an eight-speed automatic gearbox. It may sound weedy for a car of this size, but it’s surprisingly powerful.

Developing 128bhp, it’s a punchy little unit and a mainstay within the Stellantis group of cars (Vauxhall, Citroen and Peugeot too).

On paper it’s capable of up to 48.6mpg, while CO2 emissions are as low as 132g/km. Top speed is 130mph and its 0-62mph time is 10.4 seconds.

There’s a pleasant thrum from the engine when pushed, but such is the refinement of the DS 4’s cabin, it’s hardly noticeable in everyday driving.

Naturally, it’s in its element darting around in an urban environment, but it settles down well on the motorway too. Push it on more challenging roads and the engine will become a little more vocal and it will run out of puff. There’s a slight hesitation getting off the mark sometimes, but generally it works well.

If you want more petrol power, then move up to the 1.6-litre four-cylinder options, delivering 178bhp and 222bhp respectively, or the plug-in hybrid which offers up to 398.5 miles of electric only motoring.

The DS 4 rides smoothly and feels planted, while body lean is well controlled in faster corners. Just the job, considering this is a car that prioritises comfort over hot handling.

Drive it sensibly and it will deliver close on 50mpg on longer runs. What’s more, you’ll arrive at your destination more relaxed than many of its rivals.

You’ll also feel special, because the DS 4 turns heads (for all the right reasons), the interior is a designer wonderland and it’s a joy to drive. The best DS I’ve driven yet, it deserves to succeed.

Verdict: Test drive the gorgeous DS 4 if you’re in the market for a premium five-door family car that stands out from the crowd and delivers a tempting alternative to its German rivals. One of 2022’s biggest surprises, you may just fall for its stunning design, classy feel, comfortable drive and twinkly charms.

DS Automobiles UK

Cupra Born review

We drive the Volkswagen ID.3’s stylish Spanish cousin, named after the cool El Born district of Barcelona…

I have to be honest, this is a painful article for me to write because I really like the Cupra Born – I just don’t think I could live with it.

Let’s start with the positives. It’s an electric hatchback. SUVs are all very well, but they are two a penny and not everyone wants to sit high up, largely disengaged from the road.

It shares a platform with the acclaimed VW ID.3, which is no bad thing. In fact, Cupra’s done a great job giving the sporty-looking Born a character all of its own with some eye-catching design features. It’s also practical with plenty of space for the family and has a decent 385-litre boot.

And as I’ll explain, even though it would be wrong to call it a hot hatch, there is still fun to be had, while its official range is between 260-340 miles, depending on the size of battery chosen.

However, like most new Cupra and (sister brand) Seat cars, along with many of the other Volkswagen Group models (eg the latest Golf), the Born has an infuriating infotainment system.

And I’m sorry, but for me it’s a deal breaker. Cockpit minimalism is all very well, but channelling so much functionality through a centre touchscreen is a step too far for me. Add touch-sensitive sliders (on the steering wheel) too, and it’s seriously frustrating.

In other words, pretty much everything from the heating to the navigation and radio are accessed via the 12.0-inch touchscreen and there are no physical short-cut buttons.

On a cold day you have to wait for the infotainment system to fire up, then fiddle around with sliders and menus. If you want to adjust the radio volume urgently, you have to mess about with the unresponsive touch-sensitive slider on the steering wheel. The same slider that you can sometimes accidentally touch with your hand when you’re turning the wheel.

If you can live with the above, then stick with this, because the Cupra Born has a lot going for it.

About the same size as a VW Golf, the Born has the edge on the ID.3 in the looks department. It has a lower, more athletic stance, with an aggressive front end featuring an inwardly sloping bonnet and large honeycomb vent below.

The rear gets a meaty diffuser, spoiler and distinctive taillight design, while Cupra’s trademark copper-coloured design flourishes adorn the car throughout.

Inside, the Born gets a digital driver’s cluster with side-mounted drive-mode selector, just like the ID.3. However, the cabin overall gets a darker look with a flat-bottomed sports steering wheel.

There are more copper accents and stitching throughout the interior, such as the air vents, door handles, centre console and sports seats. Oh, and the driving position is excellent, especially if you prefer to sit lower in the cabin (a rarity in an EV).

The Cupra Born range starts at £34,715 and at launch there was a choice of three batteries (45kWh, 58kWh and 77kWh) which power a single electric motor that drives the rear wheels.

That said, only the two more powerful versions are currently marketed. The 58kWh is available with either 201bhp or 228bhp (there’s also a 228bhp with e-Boost), while the 77kWh only comes with e-Boost.

The Born can be charged overnight by a home wallbox, but if you can hook it up to a 120kW rapid connection, 5-80% will take just 35 minutes.

There are three levels of trim (V1, V2 and V3) and we tested the 58kWh Cupra Born V2 with e-Boost, which temporarily increases power to 228bhp.

On paper, my test car had a range of up to 260 miles (closer to 220 miles in real world driving) with 0-62mph acceleration of 6.6 seconds (compared to the regular version’s 7.3 seconds).

The Born may have the looks of an EV hot hatch, but the reality is that it’s a little sharper than the sensible ID.3, but there’s no hiding its 1.8-tonne weight.

Yes, it’s fast off the line and fun to drive, but it can become unsettled if you hustle it in more challenging corners. What’s more, the suspension set-up is on the stiff side, so it’s worth test driving the Born on rougher roads too.

That said, the steering is quick and responsive, there’s plenty of traction when launching, grip in corners is good, and the sports seats are suitably supportive.

You can switch between various drive modes (Range, Comfort, Individual and Cupra) which change the response of the accelerator pedal and you can alter the amount of regenerative braking.

Oh, and the e-Boost button is fun, delivering instant performance at the push of a button on the steering wheel.

Ultimately, for me, the Cupra Born is no hot hatch in the traditional internal combustion engine sense and there’s still space in the market for an electric hatchback with the dynamism of a well sorted Golf R, Focus ST or Civic Type R.

So, there you have it – and I haven’t even mentioned the generous rear passenger space and the 1,267 litres of load space if you flip the back seats, or the maximum five-star Euro NCAP safety rating, or the generous equipment levels.

Verdict: More sporty family hatchback than hot hatch, the Cupra Born is a welcome addition to an EV sector dominated by SUVs. Fun to drive, practical and with a decent range, it’s an excellent choice (if you can live with the irritating infotainment tech).

Cupra UK

2022 Ford Focus review

We road test the new, improved version of the popular Ford Focus – now with mild hybrid assistance available…

The current fourth generation of the Ford Focus five-door family hatchback and estate was launched in 2018 and has just been treated to a mid-life makeover.

Gaining bolder looks, an updated infotainment system and more advanced driver assistance technology, a mild hybrid system is also on offer for the first time.

The update couldn’t have come sooner because the Focus has been slipping down the sales charts as buyers switch to crossovers and fully electric/hybrid cars.

It’s also facing serious competition from newer rivals such as the Vauxhall Astra, Peugeot 308, Seat Leon, Mazda 3, Skoda Octavia and Volkswagen Golf.

As before, the freshly facelifted Focus is also available as a sporty ST variant or a rufty-tufty Active version which bridges the gap between conventional family cars and SUVs.

Priced from £22,965, there’s now a choice of three engines – two petrol and one diesel. The three-cylinder 1.0-litre EcoBoost petrol unit, so familiar to Fiesta and Puma owners, is available with outputs of 123bhp or 153bhp.

Mild-hybrid tech is offered as an option on the less powerful version, and included as standard on the higher-output version, helping to boost both performance and efficiency. A choice of six-speed manual or seven-speed automatic are available on both too.

Accelerating to 60mph takes 10.2 seconds in the 123bhp car, or just 8.2 seconds on the more powerful mild hybrid model. The latter is the most efficient, returning a decent 54.3mpg, with CO2 emissions of 116g/km.

If performance is more important to you, then go for the Focus ST hot hatch, which benefits from a 2.3-litre petrol engine delivering 276bhp and a 0-60mph time of just 5.7 seconds.

High-mileage drivers still have the option of a diesel – a 118bhp 1.5-litre unit that comes with either a six-speed manual or eight-speed automatic transmission.

A 9.6-second 0-60mph sprint time is possible, while Ford claims an impressive 61.4mpg fuel economy figure (CO2 emissions as low as 120g/km).

My test car came in high spec ST-Line Vignale trim and was fitted with the 153bhp version of Ford’s punchy 1.0-litre turbo petrol engine, paired with a six-speed manual gearbox.

The refreshed front end adds kerb appeal to the Focus, while overall it has a more athletic stance. The sporty ST-Line models look especially good with a body kit that includes a rear diffuser and spoiler.

The interior has been smartened up too with all trim levels getting the much improved SYNC 4 13.2-inch landscape-oriented touchscreen infotainment system.

Even though it now incorporates the car’s heating and ventilation controls, it’s slick, colourful and easy to use. Every Focus also now comes with digital dials.

Advanced driver assistance technologies include Blind Spot Assist which can help prevent a driver switching lanes if a potential collision is detected.

Before I proceed, let’s just be clear that the 48-volt mild hybrid system used in the Focus is pretty basic. Unlike plug-in and full hybrids, it cannot drive the car alone.

Instead, it boosts engine acceleration and aids fuel economy (though that’s marginal), and it drives just like an ICE (Internal Combustion Engine) car, so no plugging in to charge the small battery.

However, when rivals such as the all-new Vauxhall Astra and Peugeot 308 are available as plug-in hybrids (with all-electric versions to follow in 2023), the Focus is barely keeping up and will lose out in the all-important business sector where lower CO2 levels means big tax benefits.

That said, there are plenty of drivers who are not ready (or can’t) make the switch to plug-in and electric vehicles, or simply prefer conventional cars for now, so there is still a place for the Focus.

And here’s the thing – I’ve driven dozens of full hybrid, plug-in hybrid, 100% electric vehicles (EVs) and SUVs with indifferent dynamics, so the Focus’s blend of driver engagement and practicality is a real treat.

Not only does it look the part, but there’s plenty of space inside for five adults, plus the boot is a competitively sized 375 litres (rising to 1,354 litres with the rear seats folded). There’s also a lovely low driving position should you want it – an impossibility in most EVs and SUVs.

Then there’s the famed handling characteristics of the Ford Focus. It’s fun to drive, feeling agile and planted with sharp steering and loads of grip.

Push it in faster corners and where some rivals will become unsettled, the Focus takes it in its stride.

That’s not all, the lively little engine punches way above its weight, providing ample power, the slick six-speed manual gearbox is an absolute joy to use and the brakes are reassuringly reactive.

The ride is on the firm side, but not uncomfortably so, while the build quality is hard to fault and cabin refinement is excellent.

Three selectable drive modes – normal, sport and eco – add to the overall driving experience.

Verdict: The Ford Focus is a fantastically well sorted car. Fun to drive, stylish, practical, comfortable, economical, and now featuring a bang up to date infotainment system, it’s still one of the best family hatchbacks on the market.

Ford UK