Kia Niro EV – Pulpaddict

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.

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.

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.

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.

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.

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?

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.

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

Omoda E5 review

We road test the all-new, all-electric Omoda E5 family SUV…

Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.

The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).

The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.

My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.

The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.

The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.

Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.

There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.

It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.

Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.

Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.

The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.

More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.

Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.

While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.

The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.

Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.

And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!

On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.

I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.

At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.

The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).

The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.

There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.

Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.

Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.

Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.

Omoda UK

Volvo EX30 review

We spend some quality time with Volvo’s smallest SUV, which also happens to be 100% electric…

Here’s something you thought you’d never hear. The most affordable car in the Volvo range is an all-new EV.

In the midst of a climate emergency, it’s essential to cut emissions, yet survey after survey says the cost of electric vehicles is one of the main reasons buyers are not making the switch from the internal combustion engine.

Volvo is doing its bit to change that narrative with the stylish EX30, which starts at a highly competitive £32,850. Sure, it’s still not cheap, but then this is a premium product from Volvo.

A tad shorter than some of its main rivals in the compact crossover class (the Kia Niro EV, Hyundai Kona Electric and Peugeot E-2008, to name a few), but it is a stylish newcomer.

Instantly recognisable on the road, it’s attractive with a defined crease along the side of the body, then there are those distinctive “Thor’s hammer” headlights and the big badge with diagonal stripe adorning the bluff front end of the car.

Inside, it’s everything you’d expect from Volvo, with a modern twist. So, it’s minimalist (there’s not much more than a central touchscreen, steering wheel and air vents) and it’s sustainable. Recycled materials include denim from blue jeans, and plastic from drinks bottles and window frames. There are clever storage spaces too.

You can choose from three versions of the EX30. The entry-level Single Motor has a 268bhp motor on the rear axle, fed by a 51kWh (49kWh usable) battery. Official figures give it a potential range of 210 miles, and it can charge at up to 134kW, so a 10-80% top-up can be delivered in 26 minutes.

The Single Motor Extended Range model is much the same, except that it has a larger 69kWh (64kWh usable) battery, giving an official range of 296 miles. Charging is slightly faster too (up to 153kW), meaning a 10-80% boost will take as little as 28 minutes.

Finally, there’s the Twin Motor Performance version, which has an additional motor on the front axle (giving all-wheel drive and a combined 422bhp), but the potential range drops to 280 miles. It has exactly the same battery and charging speed as the Extended Range model.

For the record, the Single Motor has a 0-62mph time of 5.7 seconds, the Single Motor Extended Range takes 5.3 seconds, while the Twin Motor Performance arrives at 62mph in a blisteringly fast 3.6 seconds. Torque figures are 252lb ft for the Single Motor models and a massive 400lb ft for the range-topper.

We tested the Single Motor Extended Range on a variety of roads over a week and there’s no doubt that the Volvo EX30 is an impressive package.

As is increasingly the case, there’s no key or starter button, the car recognises you as you approach (no pop-ups, just solid door handles), you get in, then select Drive and you’re off.

It’s not stupidly fast like some EVs – instead offering manageable acceleration with instant torque to get you off the line.

The EX30 is easy to drive and nimble with sharp steering. It feels lighter than its 1.85 tonne kerb weight, while the brakes are pleasantly progressive (unlike many EVs).

Hustle it and body lean is well controlled. Add solid traction and it inspires confidence – not a given these days with so many front-wheel drive EVs scrabbling for grip.

The ride is gentle for the most part, and all in all, the EX30 delivers a refined, comfortable and engaging drama-free drive.

Of course, no car is perfect and the EX30 is no exception. Our biggest gripe is that virtually everything is controlled via the 12.3-inch central display, including wing mirror adjustment and glovebox opening. In other words, there’s no conventional instrument cluster ahead of the driver with essentials such as speed, range and traffic sign recognition.

Yes, the infotainment system is Google-powered, so it gets the best hands-free voice assistant, but too much fiddling in the centre console diverts attention from the road ahead.

The other area where the EX30 is compromised is when it comes to rear space. It’s snug for adults to sit comfortably in the back and the high floor means there’s a knees-up position. The boot only has a 318-litre capacity (smaller than a Golf hatchback). That said, you can fold down the rear seats for 904 litres in total, and there’s a small frunk under the bonnet.

Finally, the recycled materials may tick all the right eco boxes, but they don’t yet have the same premium feel,. For instance, the plastic used on the dashboard and elsewhere in the cabin looks good, but it’s a tad too hard and scratchy for our liking.

We achieved an average of about 3.5 miles/kWh, which is not bad at all and should give a real-world range closer to 230 miles. There is the option for one-pedal driving, but no paddles behind the steering wheel to alter the brake regeneration.

Verdict: It’s no wonder the EX30 has already won so many awards. Volvo’s smallest and most affordable electric SUV is a winning combination of Scandi cool and sustainability, delivering a good range and efficiency, alongside a refined and engaging drive.

Volvo UK

Peugeot E-3008 review

We road test the pure electric version of the next-generation Peugeot 3008…

The Peugeot 3008 is a great example of how the automotive industry has evolved since 2007.

Back then it was a dumpy looking MPV, but all that changed in 2016. In one fell swoop, Peugeot’s designers re-invented the 3008 so that it became one of the most stylish and distinctive mid-sized SUVs on the market.

Crowned 2017 European Car of the Year, at launch it was available with a choice of petrol and diesel engines, though mild hybrids and a plug-in hybrid followed.

So, that’s SUVs in, diesels out.

The 2024 third generation Peugeot 3008 is greener still, and is first model to use parent group Stellantis’ new STLA Medium electric powertrain. Ultimately, there will be mild hybrid, plug-in hybrid and fully electric versions.

It’s on-trend too because it’s marketed as an “electric fastback SUV”, which means it has a sporty, sloping roof.

The first model in the 3008 line-up is the 100% electric E-3008. It will come with two sizes of battery (73kWh or 98kWh batteries), but initially only the former with a claimed 326-mile range will be available.

We’ll have to wait until 2025 for the 98kWh Long Range with an impressive 422 miles on a single charge, and the Dual Motor all-wheel drive (73kWh, 326 miles).

We road tested the entry-level Peugeot E-3008 73kWh Single Motor, which starts at £45,850.

And the good news is that the new 3008 is even more striking than the outgoing car. There’s a bold front end featuring slim LED headlamps integrated into the frameless grille, but the most obvious change is that it now sports an aerodynamic SUV-coupe profile (think Audi Q4 Sportback e-tron).

Naturally, Peugeot’s trademark light signatures feature too – ‘lion’s claw’ LED daytime running lights up front and ‘three-claw’ at the rear.

Inside, there’s the wow factor of Peugeot’s new “Panoramic i-Cockpit”, complete with a floating, curved 21-inch HD screen that combines the head-up display with the central touchscreen.

I’ve had my issues with Peugeot’s i-Cockpit design before, because the dinky, low-set steering wheel and higher dashboard results in a slightly awkward driving position for taller drivers (ie the steering wheel is almost in your lap, otherwise it blocks the dashboard).

Thankfully, this situation is much-improved in the E-3008, though it’s still a quirk.

The main takeaway is that the infotainment screen and instrument cluster are a huge-step up from the previous model. The graphics are still not-class-leading, but it’s a big improvement and works well.

There are no physical buttons, but the touch keys are great and the ability to create shortcuts really boosts usability. There’s also a handy “OK Peugeot” voice assistant.

The cabin is well designed and the quality is impressive as long as you don’t look too far down where more basic scratchy black plastics lurk.

It’s spacious too – not just up front, but at the back (the rakish profile doesn’t appear to have impacted headroom too much) and in the boot, where there’s a 588-litre luggage capacity, expanding to 1,663 litres with the seat folded down.

On the road the front mounted electric motor develops 213bhp and drive is via the front wheels. It’s swift, but not blisteringly fast off the line.

With 253lb ft of torque, it can complete the 0-62mph sprint in a respectable 8.8 seconds and tops out at 105mph.

For the record, the E-3008 is capable of charging speeds up to 160kW, enabling it to be boosted from 20-80% in just 20 minutes (or 30 minutes via a 100kW connection).

It’s easy to drive in urban areas thanks to light steering, a tight turning circle and good visibility for the most part, except for the rear pillars and slim tailgate window.

And despite firm suspension settings and the big 20-inch wheels on our car, it dealt with the lumps and bumps of everyday driving well, only becoming a little unsettled over larger potholes and really poor surfaces.

Grip is good, but the brakes are disappointing (a common issue with EVs) because they lack a progressive feel and have a tendency to snatch.

You’re also aware of its bulk (2,108kg) on more twisty roads, so there is some body lean. In short, it’s at its best and most refined cruising at higher speeds.

The drive modes (Eco, Normal and Sport) tweak the dynamics slightly, but you can’t alter the fact that this is a family five-seater and not one of the more engaging electric SUVs on the market to drive.

On the plus side, there are three levels of regenerative braking that are adjusted via the steering wheel paddles.

We achieved an efficiency of around 3.5 miles per kWh, which would translate to a real-world range of about 270 miles, so the upcoming 98kWh Long Range should be quite the thing when it arrives on the scene.

The Peugeot E-3008 is available with a choice of just two trim levels (Allure and GT) and its many rivals include the Renault Scenic E-Tech, Volkswagen ID.5, Nissan Ariya, Hyundai Ioniq 5, Tesla Model Y, Kia Niro EV, Volvo EC40 and Skoda Enyaq.

Verdict: If you’re looking for a classy and refined family-sized SUV loaded with kit and ample kerb appeal, then the all-new, all-electric Peugeot E-3008 could be the car for you.

Peugeot UK

Milestone: 1.5 millionth Kia sold in the UK

Gareth Herincx

15 hours ago
Auto News

Kia sold its 1.5 millionth car in the UK this April, amid a record-breaking month for the South Korean brand.

The landmark sale was a Kia EV6 GT-Line S in Yacht Blue, sold at 9:35am on 16 April at Norton Way GWR Kia in Brentford, London.

The milestone comes 33 years after Kia made its UK debut with the little Pride. The EV6 couldn’t be more different, with its fully electric powertrain and cutting-edge rapid charging capabilities.

Kia reached its first 500,000th sale in June 2013, 22 years after launching in the UK, in 1991. The millionth Kia sold was announced in January 2019, just six years later.

A record April for Kia, sales amounted to 8,044 and a market share of 6%, making Kia the fifth best-selling brand in the month and fourth in the year.

The Sportage was the sixth best-selling car in the April UK market overall, and is the UK’s third best-selling car year-to-date, with 2,192 sales in April and 15,824 this year respectively, while the Niro EV was the ninth best-selling electric car in the month and seventh year-to-date.

Kia’s popular Picanto city car was once again the best-selling vehicle in its class with 1,148 cars sold.

“This landmark achievement has been reached in record time and in yet another record-breaking month of sales, amplifying our continued success,” said Paul Philpott, President and CEO of Kia UK.

“This has in no small way been thanks to the continued efforts of our dealer partners and multi award-winning electrified product line-up.”

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