fastback – 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

Citroen e-C4 X review

We road test the stylish new four-door version of the pure electric Citroen e-C4…

The “affordable” end of the EV market is becoming extremely competitive – and Citroen is up for the fight.

Starting with the bargain basement Ami city runabout, through to the e-C4 hatchback, and up to the e-Berlingo and e-SpaceTourer people carriers, there’s plenty of choice from the French manufacturer in the sub-£40,000 category.

The latest model is the new e-C4 X, which isn’t just a saloon version of the e-C4. Sure, there’s some déjà vu initially because it looks identical from the front.

However, it’s new from the rear doors back, and unlike its sibling, it’s only available as an EV (no petrol or diesel engines).

And rather than just stick the boot in (remember the Vauxhall Belmont, Ford Orion and Volkswagen Jetta?), Citroen has given the e-C4 X a sleek derriere that’s much sexier than the hatchback.

The marketing blurb claims it “combines the elegant silhouette of a fastback with the modern look of an SUV”. I wouldn’t go that far, but it certainly has added kerb appeal.

The Citroen e-C4 X is around 240mm longer than the e-C4 cargo space is larger too (up from 380 litres to 510 litres). There’s also a decent amount of room for passengers in the rear seats, and if you need more load space, the rear seats can be folded flat to create an area of 1,360 litres.

Other than that, the e-C4 and e-C4 X are very similar, in terms of spec and driving experience.

Both are only available with a 50kWh battery mated to a 134bhp electric motor with drive via the front wheels. In theory this provides a range of up to 222 miles and delivers a 0-62mph time of 9.5 seconds.

You get 100kW DC rapid charging, meaning a 10-80% top-up can be completed in 30 minutes when connected to a compatible public rapid charger. Or to put it another way, hook it up to a 100kW charger and it will add 59 miles of range in 10 minutes.

Naturally, it will also fully charge overnight at home using a wallbox, and regenerative braking will recover energy otherwise wasted when slowing down or coasting.

There are three trim level available – Sense, Sense Plus and Shine.

Starting at £31,995, Sense kicks off the e-C4 X line-up. Offering the best value for money, it comes as standard with LED exterior lights, 18-inch alloy wheels, a 10-inch touchscreen with Apple CarPlay and Android Auto connectivity, plus a 5.0-inch digital driver’s cluster, dual-zone climate control and rear parking sensors, plus safety essentials such as autonomous emergency braking (AEB) and lane-keep assist.

Next up is the mid-spec Shine (£33,995) which adds built-in sat nav, a head-up display, heated steering wheel, adaptive cruise control, blind spot monitoring and a reversing camera.

Finally, range-topping Shine Plus (£34,495) gets Alcantara and leather effect upholstery, heated front seats and Safety Pack Plus with Highway Driver Assist (semi-autonomous driving capability).

Inside, the e-C4 X is comfortable, thanks to Citroen’s famed Advanced Comfort padded seats. Elsewhere, apart from the odd hard surface, the cabin is a pleasant place to be with a logical layout.

Thankfully, up front it hasn’t gone completely minimalist and still retains some buttons and dials for essentials. The infotainment touchscreen is much improved, but it still isn’t the slickest system out there.

I also wasn’t keen on the old school head-up display which projects info onto a plastic panel above the dashboard. It works well enough, but it was right in my line of vision.

Oh, and a special mention for a clever storage solution above the glovebox which allows your front-seat passenger to view a tablet device via a retractable holder fully integrated into the dashboard.

On the road, the Citroen e-C4 X is much the same as its hatchback sibling. In other words, it won’t put a smile on your face, but it delivers a smooth ride (though “magic carpet” is pushing it) and impressive cabin refinement.

It doesn’t offer gut-wrenchingly fast acceleration like some EVs, but it’s eager enough for everyday driving.

There are three drive modes (Eco, Normal and Sport), but frankly Normal hits the spot. Eco is fine for pottering around town, while Sport adds a little zip. However, push it on more challenging corners and there’s a fair amount of body roll, so the e-C4 is best enjoyed at a more leisurely pace.

Elsewhere, light steering and a relatively high driving position add to the easy on-the-road experience. It would just be nice if the brakes were a little more progressive.

Real-world range is likely to be closer to 200 miles, but if you can live with that then the e-C4 X is a welcome addition to the affordable EV scene.

I suspect it may prove to be popular with taxi drivers too, because that boot can consume a serious amount of luggage. However, families might prefer the wider hatchback opening of the e-C4.

Rivals include the MG4 EV, Peugeot e-2008, Kia Niro EV, Ora Funky Cat and Renault Megane E-Tech.

Verdict: Sensible, smooth, safe, comfortable and practical, the all-electric Citroen e-C4 X’s distinctive design delivers a fastback-style rear end with the boot of a large saloon.

Citroen UK

Peugeot 408 review

We road test the rakish new Peugeot 408. It’s certainly got kerb appeal, but what’s it like to drive?

The all-new Peugeot 408 is marketed as a fastback. In fact, it’s more of a mash up of a hatchback, SUV-coupe and saloon.

Ultimately, what really matters is that when it comes to car design, Peugeot is on a roll. From the 208 supermini, to the 308 hatchback and 3008 crossover, there’s not a pug in the range (if you’ll excuse the pun).

The 408 is priced from £31,050 to £43,300, and this large family car sits taller than a saloon or hatchback and lower than an SUV/crossover.

You can choose between a conventional petrol or a plug-in hybrid, and both are paired with an eight-speed automatic gearbox, while a 100% electric version will join the line-up in the next year or so.

The 408 has a sleek, sloping roofline, giving it a coupe-esque profile. Up front, there’s a wide, imposing grille with body-coloured strakes, flanked by ‘lion’s fang’ daytime running lights and slim, mean-looking headlights.

The rear end sees a modest outing for Peugeot’s signature ‘lion’s claw’ rear lights and a chunky black bumper below. Overall, the 408’s derriere is not unlike a Lamborghini Urus, no less.

Inside, it’s much like the smaller 308 (which is no bad thing). So, as ever with Peugeots, the small steering wheel is placed below the digital driver’s display.

However, this ‘i-Cockpit’ design is not to everyone’s taste. I prefer to sit low in any cabin, and in the 408 I found the top of the steering wheel obscured the upper reaches of the instrument binnacle.

That said, it’s perfectly comfortable once you get used to the set-up and many drivers may prefer the generally slightly elevated driving position (compared to a conventional saloon or estate).

Elsewhere, the cabin reflects Peugeot’s push upmarket with quality materials, plenty of soft-touch surfaces and a satisfying weight to the doors. It’s all well finished too and the seats are comfortable and supportive.

The centrally mounted 10-inch i-Connect Advanced infotainment system is clear and slick enough, and I liked the row of i-Toggles (touch-sensitive, short-cut buttons mounted lower down), which can be configured as favourites. There’s also a row of physical switches below for essentials such as climate control. The infotainment system can also be updated over-the-air.

There’s no shortage of space up front or behind, though taller back-seat passengers may struggle for headroom, thanks to the sexy roofline.

When it comes to luggage capacity, the petrol version offers 536 litres, rising to 1,611 litres with the rear seats folded down. The plug-in hybrid delivers slightly less (471/1,545 litres) because the battery eats into the boot space.

The new Peugeot 408 is well equipped and there are four trim levels – Allure, Allure Premium, GT and First Edition.

Allure gets 17-inch alloy wheels, LED headlights, a reversing camera with rear parking sensors and part-leather seats, plus a 10-inch touchscreen with Apple CarPlay and Android Auto.

Allure Premium adds larger 19-inch alloy wheels, keyless entry, front parking sensors, adaptive cruise control, rear cross-traffic alert and long-range blind spot protection.

Range-topping GT cars get different 19-inch alloy wheels, a body-coloured grille and a sporty body kit. Inside, there are aluminium trims on the door sills, ambient lighting and green contrast stitching.

Limited-run First Edition adds goodies including 20-inch alloy wheels and a 10-way electrically adjustable driver’s seat with massage functions.

I tested both the 128bhp petrol and the more powerful of the two plug-in hybrid versions (178bhp and 222bhp).

This entry-level model utilises the 1.2-litre PureTech three-cylinder engine used extensively across the Peugeot and Citroen ranges.

It’s a punchy performer and seems swifter than the 0-62mph figure of 10.4 seconds. It tops out at 130mph, while economy is up to 48.1mpg and CO2 emissions are as low as 133g/km.

It may seem odd to power a relatively large car with such a dinky engine, but it works. Yes, it’s thrummy if you put your foot down, and it sometimes has to work a little harder than a bigger engine, but overall it’s an impressive unit perhaps best suited to urban environments.

The plug-in hybrid version we tested has a 1.6-litre four-cylinder petrol engine, paired with a 109bhp electric motor, producing a combined 222bhp.

The PHEV gets from 0-62mph in 7.8 seconds and goes on to a maximum speed of 145mph. In theory, it’s capable of up to 269.5mpg, but as with any plug-in hybrid, your economy will depend on many factors such as the length of your journey, whether you keep the battery fully charged, the temperature and how your drive.

Just as importantly, the 408 PHEV offers up to 40 miles of electric-only driving, while CO2 emissions are as low as 26g/km, unlocking substantial tax savings for business users.

So, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home or elsewhere, your visits to the petrol station could be few and far between.

The battery on both plug-in hybrid versions has a capacity of 12.4kWh and two types of on-board single-phase charger are available – a 3.7kW as standard, or an optional 7.4kW. Charge times are 3hrs 25mins and 1hr 40mins respectively.

There’s no doubt that the PHEV version offers the most relaxed driving experience overall and suits the 408 best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless.

That said, push on or select Sport mode and the 1.6-litre engine becomes a little more vocal.

The eight-speed automatic gearbox works well too, only occasionally holding on to a gear for a tad too long.

The ride on both the petrol and hybrid versions is smooth and the car soaks up the bumps nicely.

The 408 has good road manners. It feels substantial, yet body lean is well controlled and there’s decent grip.

The steering is light and responsive, and the car is easy to manoeuvre. However, visibility out of the slim rear window isn’t great and I’d prefer a rear wiper.

The Peugeot 408 occupies something of a niche, so identifying rivals isn’t so easy. The Volkswagen Arteon Shooting Brake, Renault Arkana and Cupra Formentor, spring to mind, but its most obvious competitor is closer to home. The C5 X, from Citroen (Peugeot’s French cousin) is very similar, yet cheaper.

Verdict: The all-new Peugeot 408 manages to strike a balance between economy, comfort, practicality and sportiness. Safe and well equipped, it has a classy feel and oozes kerb appeal.

Peugeot UK

Kia EV6 review

We test the all-new Kia EV6 – an electric car that’s more than just eye candy

Kia has always been ahead of the curve when it comes to electrification – from the EV version of the quirky Soul in 2015 to the game-changing e-Niro of 2018, plus hybrids along the way.

Now the South Korean car company is on the money again with its EV6 – Kia first’s electric-only vehicle with a 300-mile plus range.

At launch the futuristic fastback is available as either a 321bhp four-wheel-drive (dual motor) or a more affordable 226bhp rear-drive (single motor). The usable battery capacity is 77.4kWh, regardless of which configuration you choose.

The single motor has the greatest range (328 miles compared to 314 miles). The top speeds for both are 114mph, while the 0–60mph time for the four-wheel-drive version is 2.1 seconds faster at 5.2 seconds.

Charging from 10-80% takes as little as 18 minutes via 350kW ultra rapid charger (it’s future-proofed with 800-volt charging infrastructure). A more common 50kW charger will take one hour 13 minutes, or if you can plug-in at home (7kW) it will take seven hours 20 minutes.

Priced from £40,840 to £51,840, its rivals include everything from the Ford Mustang Mach-E to the Jaguar I-Pace, Polestar 2, Tesla Model 3, Volkswagen ID.4 and its cousin, the Hyundai Ioniq 5.

A smidgen smaller than an I-Pace, the boldly styled EV6 also shares the stubby nose, short overhangs, pop-out door handles and big wheels of the Jag.

Inside, it’s spacious and slick, with plenty of room for five adults. Our only gripes are that we’d like the driver’s seat to lower a little more and rear visibility could be better.

Elsewhere, there’s a generous 490 litres of space in the deep, but shallow boot, expanding to 1,300 litres with the rear seats folded.

The EV6 also features extra storage at the front – a front boot, front trunk, or ‘frunk’ – providing an additional 52 litres of storage space for RWD models and 20 litres for AWDs – more than enough space for charging cables.

Inside the cabin it has a classy feel and it’s well put together, but there are more hard plastic surfaces than we would like.

On the plus side, it is trimmed in a range of sustainable materials, such as “vegan leather” seats, and sections of the dashboard and centre console are clad in recycled plastics, equivalent to 107 plastic 500ml water bottles per car.

There’s a large, curved touchscreen on top of the dashboard, alongside a digital driver’s display. Both are 12.3-inches and feature Kia’s usual clear graphics. Generally, it looks state-of-the-art and delivers a good mix of dials, buttons and touchscreens.

Standard equipment with the entry-level EV6 includes Apple CarPlay and Android Auto connectivity, LED lights, heated front seats and steering wheel, sat-nav based smart cruise control and autonomous emergency braking (AEB).

Goodies further up the range includes wireless smartphone charging, privacy glass, blind-spot collision warning, a panoramic sunroof, remote smart park assist, a powered tailgate, a 14-speaker Meridian audio system and a head-up display.

On the road the EV6 is comfortable, refined and turns heads for all the right reasons. There really is nothing like it on the market at present.

We tested both the single and dual motor versions and frankly there’s not much between them. If money is no object and the loss of 14 miles of range makes no difference, then go for the all-wheel drive version which is a tad faster and offers extra traction.

A button on the steering wheel allows you to choose between Sport, Eco and Normal drive modes. Normal is just fine and Sport is fun for overtaking, while Eco is strictly for Scrooges and motorway runs.

The steering wheel paddles let you choose between six levels of regenerative braking, the last of which switches to “one-pedal” driving, which harvests maximum energy when you lift off the accelerator, bringing the car to a stop without touching the brakes.

The EV6 does a decent job of hiding its two-tonne weight, feeling agile and staying flat in faster corners. However, when really pushed the crossover origins it shares with the Hyundai Ioniq 5 are more obvious. No doubt the upcoming GT version will unleash the EV6’s full dynamic potential.

That said, the steering is light enough in town, yet adds weight at speed, while the brakes are more progressive than many an EV.

No car is perfect and the EV6 is no exception, but it’s still an impressive all-round package with a range far exceeding many premium rivals.

Verdict: The all-new, all-electric EV6 is another great value game-changer from Kia – a winning blend of style, performance, practicality, technology and long-range capability.

Kia Motors UK