Kia – Pulpaddict

Electrified Genesis GV70 review

We road test the new electric version of one of the stars of the Genesis range – the GV70 medium-sized SUV…

Before we start, if you’re unfamiliar with the Genesis brand, then here’s a quick recap.

Genesis is the luxury arm of the Hyundai Motor Group, which also includes Kia. So, think Lexus/Toyota or Infiniti/Nissan.

Genesis was launched in the UK in the summer of 2021 and the GV70 was one of the first models, though at the time it was only available with petrol and diesel engines.

Fast forward to 2022 and an all-electric variant of the GV70 has been added to the range, though it’s marketed as the ‘Electrified GV70’, which is a term more often associated with hybrids.

Starting at £64,405, it is on the pricey side and its main competitors include the Audi Q4 e-tron, BMW iX3, Mercedes-Benz EQC and Tesla Model Y.

Currently only available with all-wheel drive, the Electrified GV70 combines a 77.4kWh battery with two electric motors, delivering 700Nm of torque and a range of up to 283 miles.

Most of the time it pushes out 436hp and can accelerate from standstill to 62mph in 4.8 seconds.

However, if you hit the ‘Boost’ button on the steering wheel you get access to the full power (483bhp), for about 10 seconds, which is enough to reduce the 0-62mph time to just 4.2 seconds.

Apart from the instant torque and the refined, whisper quiet driving experience, the EV version of the GV70 is much the same as its ICE (Internal Combustion Engine) siblings – which is no bad thing.

The GV70’s classy interior has comfortable leather seats and it oozes quality. There’s a huge 14.5-inch central infotainment screen which can be operated by touch or via the rotary dial down by the gear selector.

Thankfully, it’s not too minimalist either. Instead, there are some accessible buttons and switches – and most importantly of all – physical climate controls.

There’s plenty of space for rear passengers, while the luggage capacity is a little smaller than the non-electric versions, but it’s still a decent 503 litres with the seats in place. Flip them down and there’s a useful 1,678-litre load space with good access.

For substantial 2.3-tonne SUV that wasn’t designed as a pure electric vehicle from the ground up, the GV70 handles surprisingly well.

The suspension is on the firm side, but the overall driving experience is a relaxing one. Unlike some competitors, it can be hustled on more challenging roads and it’s good fun – especially in Sport mode.

Naturally there’s a bit of body roll in faster corners, but it’s not excessive and the Electrified GV70 remains composed.

Add precise steering, good visibility and plenty of traction to the well soundproofed cabin (there are double-glazed windows and an acoustic laminated windscreen to help minimise tyre and wind noise), and it just keeps ticking the right boxes.

There are Eco, Comfort and Sport driving modes, plus a one-pedal driving option which can bring the car to a halt without having to touch the brake pedal.

It also features an e-Terrain mode, but we didn’t get to test it in anger. Let’s just say that it’s probably more than enough to get you out of a muddy field at a festival site.

Living with the Electrified GV70 is easier than some rivals too, because it comes with an ultra-fast charging capability, which can take the battery from 10-80% in 18 minutes when hooked up to a super rapid 350kW charger.

There is also a vehicle-to-load feature (V2L) for plugging in external devices, such as camping equipment, laptops or tools, for example.

It’s also worth noting that Genesis has a deal with the IONITY charging network which means five years’ of discount rates.

If safety is a priority then it won’t disappoint either. The Genesis GV70 range enjoys a five-star score from Euro NCAP, with high ratings in the occupant and safety tech categories.

The long list of standard safety and driver assistance kit includes autonomous emergency braking (AEB), lane keep assist, automatic high beams, rear-cross traffic alert, blind spot monitoring and a reversing camera.

Finally, don’t forget that Genesis offers a completely different VIP ownership experience.

There are no dealerships. Instead, you visit a studio where you can interact with a Genesis Personal Assistant (GPA), who’s under no pressure to make a sale and is employed on a commission-free basis.

It’s hoped the GPA will remain a direct point of contact throughout the ownership experience, delivering cars for test drives and purchases, and collecting your car for servicing (providing a like-for-like Genesis while your car is away).

What’s more, Genesis’s 5-Year Care Plan includes servicing, roadside assistance, courtesy car, mapping and over-the-air software updates.

Verdict: Handsome, generously equipped, safe, spacious, comfortable, packed with tech and a joy to drive, the Electrified GV70 is one of the best big zero emissions SUVs on the market. If that hasn’t convinced you, then add the VIP ownership experience and five-year warranty/care plan to the list.

Genesis UK

Kia XCeed review

It’s time to get back behind the wheel of Kia’s popular XCeed compact crossover, which has just been treated to a facelift…

The XCeed is an important car for Kia in the UK, accounting for 10% of the South Korean company’s sales in the country during 2021, and more than half of all Ceed family sales over the same timeframe.

Just to recap, the XCeed is longer and taller than a standard Ceed hatch, and features a higher ground clearance and driving position, bigger wheels and a more rugged look.

The makeover brings a fresher exterior design, more kit and a new ‘GT-Line S’ trim level.

The design tweaks are subtle. Outside, there are updated LED head and taillights, a revised front grille and bumpers, plus new colours such as Sprint Green.

Interior upgrades are harder to spot, but apparently the lower portion of the instrument panel has been redesigned, with touch-sensitive buttons, dials and switches that control the audio volume, heating, and ventilation systems.

Meanwhile, the choice of engines is now between a 1.5-litre turbo petrol and a plug-in hybrid.

Priced from £23,395 to £32,995 for the PHEV, the XCeed line-up now consists of ‘2’, ‘3’ and ‘GT-Line S’ trim levels with GT-Line S replacing the old range-topping ‘4’ model.

Entry-level 2 grade comes with 16-inch alloy wheels, LED headlights, an 8.0-inch touchscreen with Android Auto and Apple CarPlay compatibility, and 4.2-inch driver instrument cluster. There’s also a reversing camera system, cruise control, speed limiter, a leather-trimmed steering wheel, plus safety systems such as collision avoidance assist and pedestrian/cyclist recognition.

The 3 adds 18-inch wheels, privacy glass and LED indicator lights on the door mirrors. Inside, there’s a 10.25-inch touchscreen, dual-zone automatic air conditioning, along with front seats that are heated and have electrical lumbar adjustment.

The range-topping GT-Line S gets a 12.3-inch driver’s digital display, plus a 10.25-inch central touchscreen. Other goodies include special 18-inch wheels, a bespoke body kit, a panoramic sunroof, black leather and suede seats that are heated front and rear, a powered tailgate, an upgraded JBL sound system and a wireless phone charger.

The interior is perfectly decent, but compared to newer Kia models, such as the Niro, Sportage and EV6, it looks dated up front where there’s a curvy instrument binnacle and separate centre touchscreen instead of the merged panoramic, dual 12.3-inch screens.

That said, the XCeed’s infotainment system is a perfectly good and intuitively laid out display, while the interior itself is well put together with plenty of soft-touch surfaces.

The driving position is comfortable and there are no complaints in the visibility department.

There’s ample space in the cabin for adults front and rear. Boot capacity is 426 litres with the seats up and 1,378 litres with them folded down, though the PHEV’s boot is smaller at only 291 litres (1,243 litres in total).

We tested the plug-in hybrid and petrol versions of the new XCeed.

The entry-level 1.5-litre four-cylinder petrol engined car (badged T-GDI) develops 158bhp and can sprint from 0-60mph in 8.7 seconds (top speed 129mph).

Economy is up to 44.8mpg, while CO2 emissions are 143g/km. Drive sensibly and 45-48mpg is quite possible.

The engine itself is punchy, but vocal when pushed. That said, it settles down nicely on the motorway, while the six-speed manual shifts well.

The steering is light and accurate, body lean is well controlled and overall the XCeed is agile and delivers a decent drive.

Some may find the suspension a little on the stiff side and it’s not the most sophisticated of rides on poorer surfaces, but it feels planted and it’s more dynamic than you might think.

The PHEV combines a 1.6-litre petrol with a 8.9kWh battery and electric motor (producing a combined 139bhp) mated with a six-speed dual-clutch transmission.

With a top speed of 99mph, it takes 10.6 seconds to sprint to 60mph and offers up to 30 miles in electric-only mode.

In theory it can return as much as 200mpg. The reality is that your economy will depend on your journey lengths and whether you keep the battery charged up.

Drive with the battery depleted on longer journeys and you’re looking at closer to 40mpg.

Crucially, especially for business users who get tax benefits, tailpipe CO2 emissions are just 32g/km.

The XCeed PHEV is generally more refined than its ICE (Internal Combustion Engine) sibling. The hybrid system itself is smooth and switches between petrol and electric, and vice versa, almost seamlessly.

It feels planted on the road and zips along surprisingly swiftly in Sport mode, while the six-speed auto box is particularly slick.

Yes, you heard right, the XCeed PHEV isn’t afflicted with a CVT gearbox like most plug-in hybrids, so no high-revving din under heavy acceleration.

More comfortable than sporty, spirited drivers will find body lean well controlled in more challenging corners.

It’s also worth noting that the XCeed PHEV can (unusually for a car of its size and type) tow a braked trailer of up to 1,300kg.

Verdict: The refreshed Kia XCeed is better than ever. Whether you go for a straight petrol or the plug-in hybrid version, it’s more comfortable than engaging, but still a great all-round package. Add the affordable price and generous seven-year warranty and it’s no wonder it’s been selling so well.

Kia UK

Genesis GV60 review

We road test the first pure electric car from the new, upmarket Genesis brand…

Before we begin, let’s start with a quick refresh. Genesis is the luxury arm of the Hyundai Motor Group, which also includes Kia. So, think Lexus/Toyota and DS/Citroen. Only launched in the UK in the summer of 2021, its impressive stable of prestige cars includes saloons, SUVs and an estate.

Up until now, the range hasn’t quite matched up to the equivalents from BMW, Audi, Mercedes-Benz and Volvo.

The good news for Genesis is that we think the fully electric GV60 will go down as the brand’s breakthrough model.

Developed alongside its award-winning cousins, the Hyundai Ioniq 5 and Kia EV6, the GV60 is arguably the most successful of the trio in the looks department.

Slightly shorter than the Ioniq 5 and EV6, it’s nicely proportioned with a curvaceously muscular stance and short overhangs. There are flush-fitting door handles along its flowing profile, plus the option of rear-facing cameras instead of conventional door mirrors. Slim, stacked headlights and a broad black grille are highlights up front, while its sexy derrière is a candidate for Rear of the Year.

Priced from £47,005, the new Genesis GV60 is available in three trims (Premium, Sport and Sport Plus) and all versions come with a 77.4kWh battery, but different choices of electric motor.

It’s not worth listing the differences between the grades when it comes to goodies. Let’s just say, the GV60 is generously equipped, though obviously you should compare. Perhaps more importantly, it’s the technical differences that matter.

The GV60 Premium gets a single 225bhp electric motor that drives the rear wheels, giving up to 321 miles of range.

Sport versions come with dual motors producing a total of 314hp. These cars are four-wheel drive, but range is down to 292 miles.

The top-spec GV60 Sport Plus we tested gets a more powerful dual-motor setup that produces an impressive 483bhp in total, though range is down again to a still decent 289 miles on a single charge.

It’s worth noting that there’s a boost button on the Sport Plus which unlocks a 10-second blast of gut-wrenching power. Oh, and those 0-62mph times range from 7.8 seconds for the Premium down to 4.0 seconds for the Sport Plus.

The Genesis GV60 also comes with a state-of-the-art 800-volt electrical system that lets you charge it using ultra rapid 350kw chargers from 10-80% full in just 18 minutes.

Alternatively, a 10-80% charge via a more common 50kW connection will take 73 minutes, while a 10-100% boost from an 11kw home wallbox takes seven hours 20 minutes.

The cabin is spacious and faultlessly finished, though it’s worth test-driving the GV60 is you regularly carry taller than average rear passengers because of the sloping roofline.

Two wide 12.3-inch digital screens take care of infotainment duties, but thankfully there’s also a good balance of traditional buttons and dials to easily access commonly used functions.

The interior’s party trick is the gorgeous crystal ball in the middle of the centre console (Genesis calls it a ‘Crystal Sphere’) which revolves to reveal a rotating dial with Drive, Reverse, Park etc when the GV60 is ready to go.

The boot has a useful 432-litre capacity to the parcel shelf, expanding to 1,550 litres with the rear seats folded down. There’s also space under the bonnet – the perfect spot to store your charging cables.

My only criticisms of the cabin are that the brushed metal effect used extensively has a plastic feel to it – not unlike a much cheaper Hyundai. Also, visibility through the small rear window isn’t the best, and there’s no wiper.

The GV60’s driving position is comfortable, if fairly high, and the car itself certainly feels substantial.

Obviously it’s quiet, refined and very fast. The Sport Plus we tested had adaptive predictive suspension, which uses information from the front camera and navigation system to adjust damping in advance, delivering an impressively comfortable ride.

There’s good body control in corners, but ultimately the GV60’s agility will always be compromised by its width and two-tonne weight. In other words, you’d need some track time to have the confidence to take it close to the limit.

That said there’s a serious amount of grip and traction from those epic 21-inch Michelin-shod wheels, so you can still have fun and a play with the various drive modes.

We found Comfort mode does just fine and the GV60 is at its best cruising effortlessly along at the legal limit. Oh, and a special mention for the steering wheel paddles which let you vary the amount of brake regeneration through five levels, from frictionless coasting to one-pedal driving.

Finally, the steering is light and accurate, but there’s not much in the way of feedback, while the brakes are progressive, unlike many EVs.

Before we sign off, it’s worth remembering that Genesis is no ordinary brand, offering a completely different VIP ownership experience.

It’s hoped the GPA will remain a direct point of contact throughout your ownership experience, delivering cars for test drives and purchases, and collecting your car for servicing (providing a like-for-like Genesis while your car is away).

What’s more, Genesis’s 5-Year Care Plan includes servicing, roadside assistance, courtesy car, mapping and over-the-air software updates.

Verdict: The all-new Genesis GV60 is a class act. Big, practical, comfortable, safe and a joy to drive, it’s one of the best electric crossovers on the market with serious kerb appeal. Add the unique sales and aftercare package and it’s sure to appeal to buyers who prefer the finer things in life.

Genesis

All-new Kia Niro named 2023 ‘Car of the Year’

Gareth Herincx

2 days ago
Auto News

The latest version of the Kia Niro has been named the best new car on sale by leading car buying advice website Carbuyer.co.uk.

The Niro, which is available with a choice of hybrid, plug-in hybrid and fully-electric powertrains, scooped no fewer than three of the 18 categories on offer.

Carbuyer’s judges could hardly believe the transformation Kia has made with this second-generation Niro. Editor, Richard Ingram, said: “Our favourite small family car, our top hybrid, and of course our overall Car of the Year, the fabulous new Niro builds on everything we loved about the old one, but with sharper styling, and a cutting-edge interior.

“It remains a practical, efficient and easy to drive family car – with a powertrain to suit all buyers. The Kia Niro is a most deserving winner of our 2023 Car of the Year award.”

Kia wasn’t the only Korean manufacturer to make a splash at this year’s Carbuyer Best Car Awards. The Hyundai Tucson – Carbuyer’s overall Car of the Year just 12 months ago – was awarded Best Family Car, while the Hyundai i20 N scooped Best Hot Hatchback for the second year in a row. Finally, the SsangYong Musso was awarded the Best Pickup prize thanks to its strong value, practicality, and generous kit list.

Carbuyer Car of the Year 2023 winners

Carbuyer Car Of The Year	Kia Niro
Best Small Car	Skoda Fabia
Best Small Family Car	Kia Niro
Best Family Car	Hyundai Tucson
Best Large Family Car	Skoda Kodiaq
Best Estate Car	Skoda Octavia Estate
Best Small Company Car	Cupra Born
Best Company Car	BMW i4
Best Sports Car	BMW 2 Series Coupe
Best Convertible Car	MINI Convertible
Best Hot Hatchback	Hyundai i20 N
Best Hot SUV	Cupra Formentor
Best Pickup	SsangYong Musso
Best Small Electric Car	Fiat 500
Best Family Electric Car	MG ZS EV
Best Large Electric Car	Nissan Ariya
Best Hybrid	Kia Niro
Best Plug-in Hybrid	Mercedes C 300 e
Best Large Plug-in Hybrid	Lexus NX 450h

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Kia Niro review

We test drive the Hybrid, Plug-In Hybrid and EV versions of the all-new second generation Kia Niro…

The Niro compact crossover is an important car for Kia. After the slightly larger Sportage, it’s the South Korean brand’s second most successful model.

A genuine game-changer when it was launched in 2016, it was available with self-charging hybrid, plug-in hybrid or 100% electric powertrains and offered practicality, peace of mind and economy at an affordable price.

Fast forward six years and more than 70,000 have been sold, while 55% of all Niro sales are fully electric. In fact, the e-Niro was the UK’s second best-selling EV in 2021.

The success of the all-electric version especially was no surprise, given the value for money it offered, plus that 282-mile range.

Now it’s time for the second-generation Niro. Again, there are hybrid, plug-in hybrid and fully electric versions, and this time round it’s slightly bigger (65mm longer, 20mm taller and 10mm wider) and the interior features a higher proportion of sustainable and recycled materials.

Pricing starts at £27,745 (Niro Hybrid), followed by the Niro Plug-in Hybrid (£32,775) and the popular Niro EV from £34,995. Note, it’s no longer badged ‘e-Niro’.

There are three trim levels (‘2’, ‘3’ or ‘4’) and a choice of eight colours, with top spec ‘4’ models offered with an eye-catching two-tone paint option which features the C-pillar in contrasting Steel Grey or Black Pearl, depending on the chosen body colour.

Naturally, there are differences in spec and equipment between the trim levels, but as standard you get goodies such as LED headlights, rear parking sensors and camera system, a touchscreen display with DAB radio, Android Auto and Apple CarPlay, plus driver assistance technologies such as Forward Collision Avoidance with car, pedestrian and cyclist recognition and junction crossing – and Smart Cruise Control.

Top-of-the-range ‘4’ grade models get a head-up display, twin 10.25-inch touchscreen, an instrument cluster display, heated rear seats and ventilated front seats, a power operated tailgate, electric sunroof, an uprated Harman Kardon premium sound system, driver’s side memory seating, and front passenger lumbar support.

There’s also Remote Smart Parking Assist, Parking Collision-Avoidance Assist and PU vegan leather seat coverings, containing Tencel from eucalyptus trees.

The all-new Niro EV combines a 64.8kWh lithium-ion polymer battery pack and a 201bhp electric motor.

Torque is rated at 255 Nm, and it can accelerate from 0-to-62 mph in 7.8 seconds. More importantly, an electric driving range of 285 miles is claimed.

Recharging from 10-80% takes as little as 45 minutes – up to nine minutes quicker than the outgoing model.

In colder months, the system uses navigation-based conditioning to pre-heat the battery when a charge point is selected as a destination, which helps shorten charge times and optimise battery performance.

The Niro Hybrid has a 1.6-litre petrol engine paired with a six-speed dual-clutch automatic transmission. There’s also a 43bhp electric motor and small 1.32kW battery, delivering a combined maximum power output of 139bhp.

It can accelerate from standstill to 60mph in 10.4 seconds, fuel economy is up to 64.2mpg, while CO2 emissions are 100g/km.

The Niro Hybrid (and Plug-in Hybrid) also feature a new ‘Green Zone’ drive mode, which automatically switches to electric power based on location guidance from the navigation system, driver patterns, or manual selection by the driver.

Expected to be popular with business users because of its low CO2 emissions and tax benefits, the Niro Plug-in Hybrid uses the same 1.6-litre engine as the Hybrid, a larger 11.1kw battery (it takes about 2.5 hours to charge it at home) and an 83bhp electric motor, producing a combined 180bhp and 265Nm of torque.

Crucially, it has an electric-only driving range of up to 40 miles – more than enough to complete the average daily commute in the UK.

The Niro Plug-in Hybrid can cover the 0-60mph sprint in 9.4 seconds, CO2 emissions are just 18g/km, while fuel economy could be as high as 353mpg (in theory).

Whichever version you go for, the new Niro is a much bolder looking crossover than the outgoing car with angular design cues and a hint of the larger Sportage. And those sharper looks continue to the rear corners which feature high-set upright boomerang-shaped lights.

The smart interior is attractive, and well designed, with twin 10.25-inch displays giving the dashboard a wow factor. Featuring slick, sharp graphics, the infotainment system is intuitive to use – something of a Kia trademark. Broadly speaking, the quality of the cabin, in terms of materials used and build quality, is good, but it won’t worry premium rivals.

There’s a real feeling of space and plenty of leg and headroom for adults in the back, while luggage capacity varies depending on the model chosen. For the record, the Plug-in Hybrid has 346 litres, the Hybrid gets 451 litres, and the EV boasts 475 litres. Flip the rear seats and you get 1,342, 1,445 or 1,392 litres.

You sit quite high in the comfortable seats so there’s a commanding driving position. Visibility is generally good, but those chunky rear pillars leave a bit of a blind spot.

The three versions of the Niro each have their own character. Naturally, the Niro EV is the smoothest and most refined of the trio.

It’s swift without being gut-wrenchingly quick like some other electric cars. And for a crossover with no performance SUV pretensions, it handles well (with the accent on comfort). Sure, there’s some body roll if it’s pushed, but it’s well controlled and it generally feels planted.

There’s good traction through the front wheels, while the all-round grip is impressive. There are various drive modes, and you can also adjust the level of brake energy recuperation using paddles behind the steering wheel. It’s worth playing around with them, but we found the normal/mid settings worked best for us.

The Plug-in Hybrid is refined too, unless you floor it and the petrol engine kicks in. Drive sensibly and the transition between electric and petrol, and vice versa, is much smoother.

There’s more than enough performance on tap for everyday driving and it works well with the six-speed automatic gearbox. Obviously, EV mode is a joy, if not as quick as it’s pure electric sibling.

With a firm suspension and sharp steering, it’s a lively performer and more agile than you might think, but as with the EV, it’s at its best cruising along.

The lethargic full Hybrid is the most disappointing version of the Niro. It’s not a bad car, but its shortcomings are apparent when it’s tested alongside the PHEV and EV models.

Not only is it down on power compared to its siblings, but the six-speed automatic gearbox can be tiresome. It’s fine at city speeds, but can become hesitant on faster roads, meaning the engine is more vocal, resulting is a far less relaxed driving experience.

On the plus side, it will slip into EV mode for short bursts in stop-start traffic or when manoeuvring, CO2 emissions are low, and the fuel economy is comparable.

The Hybrid has a slightly softer ride than the PHEV, and again is easy to drive. Just don’t push it.

The Niro hasn’t been tested for safety by Euro NCAP, but we’d expect it to get a maximum five stars (like the Sportage and EV6) because it’s packed with driver assistance and safety technology.

Finally, the Niro comes with a large dose of peace of mind because, as with all Kia cars, it comes with a generous seven-year warranty.

Verdict: The all-new Kia Niro family-sized crossover is a step-up from its predecessor, offering a winning blend of good looks, space, safety, practicality, generous equipment levels and comfort.

Kia UK