supermini – Pulpaddict

BYD Dolphin Surf review

We take the 2025 World Urban Car award-winner – the BYD Dolphin Surf – for a drive in its natural habitat…

It’s taken a while, but the democratisation of electric vehicle ownership has finally shifted up a gear.

For years, the biggest barrier to switching for many drivers has been high list prices. Thankfully, now electric cars are becoming more accessible than ever.

In the last year alone we’ve seen the launch of the cheapest new EV on the market, the Dacia Spring, plus others starting below or just above the £20k-mark, including the Leapmotor T03, Citroen e-C3, Fiat Grande Panda, Renault 5 and Hyundai Inster.

The only caveat is that all the EVs at the affordable end of the market are smaller vehicles with claimed ranges of between 137-229 miles.

And no, that’s not enough to drive from London to Middlesbrough, but the simple fact is that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is much less, especially in urban areas.

Clearly, if you want to travel longer distances, you will have to invest in an electric vehicle with a bigger battery and a range north of 300 miles, but the arrival of small EVs that are around the same price as their petrol-powered rivals is significant.

Which brings me to this week’s review of the Dolphin Surf – the latest model from Chinese giant BYD, which is battling Tesla for the crown of world’s biggest electric vehicle maker.

Marketed in China as the Seagull, BYD wisely thought Dolphin Surf might work better in the UK, given the bird’s aggressive reputation.

Not to be confused with the Dolphin, another small EV from BYD, the Dolphin Surf has a supermini footprint, which means that it’s about the same size as a Ford Fiesta or Suzuki Swift, though being electric it’s a little taller.

Starting at just £18,650, it’s a distinctively cool hatchback with a sporty edge thanks to its bold stance, integrated roof spoiler, full-width LED tail-lights and Lamborghini-like headlights.

There’s a choice of two battery sizes – a 30kWh pack paired with an 87bhp electric motor in the entry-level Active model, and a larger 43.2kWh version in the Boost and Comfort trims. Boost also gets the 87bhp e-motor, while Comfort is uprated to 154bhp.

That’s good for a claimed range of 137 miles (Active), 200 miles (Boost), and 193 miles (Comfort). Perhaps more importantly, given that the Dolphin Surf is primarily a urban car, range figures for city driving are as high as 203, 305 and 288 miles, respectively.

Thanks to all that EV instant torque, it’s quick off the mark too, though perhaps the 0-62mph acceleration times of 11.1, 12.1 and 9.1 seconds don’t do it justice.

The Dolphin Surf has maximum charge rates of 65kW (Active) and 85kW (Boost and Comfort), so it can get from 10% to 80% in 30 minutes. If you can plug in from home, it’ll take up to five hours.

It’s also worth noting that the Dolphin Surf also features Vehicle-to-Load (V2L) capability, which means that you can plug in household gadgets such as portable speakers, camping lights, or even a coffee machine.

Priced at £23,950, my Comfort-spec test car in Lime Green certainly turned a few heads during my drive in north London.

Once you’re inside, the first thing you notice is that it’s surprisingly spacious. A strict four-seater, it’s possible for a six-footer to sit behind another six-footer, and there’s loads of headroom.

Boot capacity is a very useful 308 litres (expanding to 1,037 litres with the rear seats flipped down), and there’s a space beneath the boot floor, which is ideal for storing charging cables.

The driving position is a little high for my liking and I felt a little perched, but the Dolphin Surf isn’t alone in that respect.

The cabin itself has some nice design touches and is well put together, even if there’s a lot of hard plastic on show.

That said, it’s well equipped with a floating 10.1-inch touchscreen that rotates (landscape or portrait), a dinky driver’s display (the font and graphics are a little too small), plus a row of fiddly physical controls (including the gear selector) which require a twist. It was only at the end of my drive that I realised the parking brake is a button at the end of the “barrel”!

As well as a full suite of safety and driver assistance aids (including intelligent cruise control, autonomous emergency braking, lane-departure assist and auto high beams), vegan leather seats, electrically adjustable and heated mirrors, rear parking sensors and a rear-view camera all come as standard.

Choose Boost and Comfort spec, and others goodies such as heated front seats, wireless smartphone charging and rear privacy glass are available. You can add rain-sensing wipers to the list too, though sadly no rear wiper is fitted.

On the road, the Dolphin Surf is just what you’d expect of a city car. It’s nippy with light steering, good visibility and a tight turning circle.

I didn’t get to drive it out of town, so I can’t comment on its handling closer to the limit, but it ironed out poorer road surfaces well for a car with a fairly firm suspension, and there seemed to be decent traction from the Hankook iON Evo tyres – not always a given for a lightweight front-wheel drive EV.

The brakes felt a little grabby to me, but then my test car was just being driven in. The brake regeneration available won’t please everybody. There are two relatively mild settings, but no one-pedal-mode or steering wheel paddles for adjustment.

Additionally, there are three driving modes: Comfort, Sport, and Eco. Eco dulls the driving experience, but is fine for tiddling along in traffic. Sport livens it up, but as ever, Comfort delivers the best balance of performance and efficiency.

Talking of which, I managed to get 4.8 miles per kWh out of the BYD Dolphin Surf in urban driving without trying, so a useful real-world range of more than 200 miles is more than possible even on colder days.

So, the Dolphin Surf is an impressive all-round package, and I haven’t even mentioned BYD’s six-year warranty, PCP packages as low as £269 deposit/£269 monthly payments, plus a fast-growing network of dealerships.

Verdict: The cool little BYD Dolphin Surf is going to become a familiar sight on our roads. Affordable, surprisingly spacious, safe, easy to drive and efficient, it’s backed up with a generous six-year warranty.

BYD UK

Citroen e-C3 review

We get behind the wheel of the Citroen e-C3 – one of the most affordable electric cars on the market…

There are many reasons why EVs are not selling as well as had been hoped, including the lack of incentives, patchy public charging infrastructure and range anxiety.

But for many drivers, it’s the upfront cost – which is why cars like the all-new Citroen e-C3 are so important.

Starting at £21,990, it’s about the same price as an equivalent, well-equipped, small petrol hatchback.

And while its claimed range is a modest 199 miles, it’s more than enough for most motorists.

The fact is that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is much less, especially in urban areas.

In other words, small EVs are starting to make sense for more drivers, especially if you can charge from home and can take advantage of cheaper electricity tariffs.

The Citroen e-C3 isn’t even the cheapest five-door electric car on the market. The Dacia Spring wins that title (priced from £14,995), followed by the Leapmotor T03 (£15,995). However, the likeable Citroen is more grown-up and edges it when it comes to comfort, kit and practicality.

Like its stablemates under the giant Stellantis umbrella, which also includes Peugeot, Fiat and Vauxhall, Citroen is hedging its bets with its new compact hatchback because it’s also available with a basic petrol engine (from £17,990).

Originally launched in 2002, the C3 is now in its four generation. And just to demonstrate its importance – 5.6 million have been sold globally since then, making it the brand’s best-selling model ever, even dethroning the iconic 2CV.

The Citroen e-C3 is the first electric version of the C3, which now features SUV-inspired styling, including short overhangs, front and rear skid plates, roof rails and large 17-inch alloys.

Retaining the same footprint as the outgoing model, the new car is 10cm taller, while ground clearance has also increased.

First impressions are great. It’s good looking in a chunky way, feels solid and the contrasting roof colours are cool. I particularly liked the Monte Carlo Blue with a white roof option.

Inside, the e-C3 isn’t as cheap and nasty as you might think. While there are plenty of hard plastic surfaces, there’s also a swathe of fabric trim across the middle of the dashboard, while the cockpit design itself is funky and modern.

Up front, there’s a 10.25-inch touchscreen, a small, low-set, oblong steering wheel and a sleek digital driver’s display integrated into the dashboard above.

The set-up works nicely, though the main infotainment screen’s graphics are fairly basic.

The cabin is surprisingly spacious and the driving position is a tad higher than you’d expect in a small hatchback, but then the e-C3 has a crossover feel.

There’s no shortage of headroom and there’s a decent amount of legroom in the back. At 310 litres, the e-C3’s boot is about average (there’s a high lip, but it is fairly deep), and if you fold down the 60:40-split rear seats, a total of 1,188 litres of storage is available.

However, the standout feature of the e-C3’s interior is the level of cushioning and support provided by Citroen’s squidgy ‘Advanced Comfort’ seats.

All versions come with a generous level of standard equipment, including LED headlights, electric door mirrors, rear parking radar, rear spoiler, cruise control, manual air conditioning, six airbags, and a suite of driver assistance and safety features.

Depending on which trim level you opt for (Plus or Max), other goodies on offer include power-folding and heated door mirrors, leather-effect steering wheel, LED rear lights, rear privacy glass, wireless charging and a rear camera.

At launch, the Citroen e-C3 is available with a 44kWh battery that’s good for an official range of up to 199 miles, with 100kW DC rapid charging providing 20% to 80% of capacity in as little as 26 minutes.

Its front-mounted electric motor produces 114bhp, which translates into a claimed 0-62mph time of 11 seconds, and a top speed of 84mph.

Those figures may sound modest, but the reality is that it’s quick enough off the line and it can hold its own on faster roads and motorways.

In fact, it drives well, though of course, with its light steering and excellent visibility, it’s best suited to an urban environment.

It’s also an ideal small car for dealing with the UK’s pothole-blighted roads. In addition to the superb seats, it’s also blessed with Citroen’s ‘Advance Comfort’ suspension which soaks up imperfections and delivers a refined, smooth rode for the most part.

Despite its height and soft suspension, the e-C3 manages to corner well too with controlled body lean.

I’d estimate the real-world range is closer to 150-160 miles, though if most of your driving is in built-up areas the claimed 199 miles is more than possible, especially in warmer weather.

Interestingly, there’s no ‘B’ button for increasing regenerative braking on the gear selector (a Stellantis fixture until now). Instead, there’s a ‘C’ (for comfort) button.

So, disappointingly, the regenerative braking levels can’t be adjusted and there’s no one-pedal driving mode.

Ultimately, the e-C3 is very capable and good value for money. A car that will help bring all-electric motoring to the masses.

Verdict: The new Citroen e-C3 is an affordable and appealing small EV with an accent on comfort and practicality.

Citroen UK

MG ZS Hybrid+ review

We road test the all-new, full hybrid MG ZS compact family SUV…

It’s been a busy year for MG Motor UK. Not only has the Chinese-owned brand launched the acclaimed MG3 Hybrid supermini, but the next-generation MG HS mid-sized SUV and the ground-breaking Cyberstar electric sports car.

As if that isn’t enough, along comes the next generation MG ZS, which is now bigger, better and still a bargain.

The new ZS has a lot to live up to. The outgoing model was one of the UK’s best-selling cars. Since launching in 2017, it has notched up more than 100,000 sales.

Priced from £21,995-£24,995, the MG ZS Hybrid comfortably undercuts its many rivals including the Ford Puma, Hyundai Kona, Volkswagen T-Cross Skoda Kamiq, Renault Captur, Nissan Juke and Toyota Yaris Cross.

For this generation, the ZS is currently only offered as a full hybrid (there’s no EV version) and it uses the same system as the MG3 Hybrid .

In other words, there’s no need to plug it in and the system combines a 1.5-litre four-cylinder petrol engine with an electric motor, delivering a total power output of 193bhp.

The electric motor contributes 134bhp and 250Nm of torque, enabling the ZS to accelerate from 0-62mph in a punchy 8.7 seconds. Paired with a three-speed transmission, drive is via the front wheels (there is no all-wheel drive option).

The small 1.83kWh battery allows for short bursts of pure electric driving, which helps the ZS Hybrid delivers claimed fuel economy of up to 55.4mpg and CO2 emissions as low as 115g/km.

Two trim levels are available – SE and Trophy. Entry-level SE offers goodies including a 12.3-inch infotainment touchscreen (with Apple CarPlay, Android Auto and built-in sat nav), a 7.0-inch driver’s digital instrument cluster, a reversing camera, rear parking sensors, and keyless entry, plus the MG Pilot suite of safety and driver assistance systems.

Range-topping Trophy adds black leather-effect upholstery, heated front seats and steering wheel, a 360-degree camera, rear privacy glass, a six-way adjustable driver’s seat and 18-inch alloy wheels.

The new ZS Hybrid has styling that brings it into line with the HS and MG3 Hybrid . Better proportioned than the outgoing model, it’s longer, taller and wider, while its smoother lines are kinder to the eye, even if the nose treatment does bear more than a passing resemblance to the Suzuki Across.

Considering the ZS is at the budget end of the market, the interior looks and feels surprisingly good. There are some soft-touch surfaces, and the faux leather seats in the Trophy version are top quality.

There’s plenty of space in the cabin with lots of storage areas. Rear seat legroom is especially generous, and taller passengers will have no complaints either.

For the record, the boot has a decent 443-litre capacity, expanding to 1,457 litres with the rear seats folded.

The driving position is pretty high up front. It’s not a deal-breaker and I soon got used to it, but I would prefer a little more downward travel. However, there’s no excuse in 2024 for the lack of steering wheel reach adjustment.

The infotainment system is a big improvement on the previous iteration, but still not the best. On the plus side, there are physical shortcut buttons beneath the main screen. However, it’s not always the fastest or most intuitive system to use, while the steering wheel controls are fiddly.

On the road, the MG ZS Hybrid is pleasant to drive, but let’s be honest, it won’t put a smile on the face of more spirited drivers.

It’s smooth and refined for the most part, but when you put your foot down or head uphill, the petrol engine kicks and the revs rise big time. The gearbox doesn’t help because it’s occasionally unpredictable and holds onto gears longer than necessary.

So, the new ZS is best enjoyed at a leisurely pace, or simply cruising along.

The steering is light and precise and it’s a doddle to drive, but the ride is on the firm side and it can be fidgety over poorer surfaces at lower speeds. There’s also a fair amount of wind and road noise make it through to the cabin.

Push it in more challenging corners and body lean is kept well in check, but even with Sport drive mode activated (there’s also Standard and Eco), it’s never going to be a dynamic car to drive.

It’s worth mentioning that there are also three energy regeneration modes that can be adjusted using the two programmable buttons on the steering wheel. Always a joy to engage extra regen on downhill stretches to charge up the battery pack.

Based on our test drive on a variety of roads, we’d say economy of 50mpg is realistic, which is impressive.

Finally, if you’re looking for peace of mind, like all MGs, the ZS Hybrid comes with a generous seven-year/80,000-mile warranty.

Verdict: Put simply, the all-new MG ZS Hybrid is an economical family-sized SUV for about the same price as a supermini. It may not be top of the class for dynamism on the road, but it is a doddle to drive, spacious, well-equipped, and it’s blessed with a seven-year warranty.

MG Motor UK

Suzuki Swift review

We take our first drive in the all-new 2024 Suzuki Swift small hatchback…

The Suzuki Swift is one of the world’s great automotive survivors. More than nine million have been sold in 40 years and the popular supermini is now into its fourth generation.

Even though SUVs of all sizes are dominating vehicle sales, Suzuki still thinks there’s a place for the five-door Swift.

In fact, as stalwarts such as the Ford Fiesta, Nissan Micra and Kia Rio disappear from the sector, there may even be an opportunity. After all, what are long-time Fiesta owners going to buy next time round – especially if they aren’t ready to go electric?

As ever, Suzuki’s answer is to offer a reasonably-priced, practical car that drives well and does what it says on the tin.

Starting at £18,699, the next-gen Swift doesn’t look unlike its predecessor at first sight.

Get a little closer and you’ll see that it’s bolder with a swathe of subtle design tweaks. It’s also fractionally longer and higher.

Evolutionary styling highlights include a sharp shoulder line that runs along the side of the car, L-shaped signature LED headlights, a piano black grille and sporty rear roof spoiler.

The back door handles are now conventionally mounted, instead of on the C-pillar, while the distinctive clamshell bonnet is shallower than before.

The new look works well and gives the Swift a more muscular stance. What’s more, it’s available in eight paint colours and four dual-tone colours, which utilises the car’s “floating roof”.

Inside, the cabin represents a big step-up for the Swift in terms of design and technology – two areas where the outgoing car was starting to show its age.

The centrepiece is the 9.0-inch infotainment touchscreen display with shortcuts below and wireless Apple CarPlay/Android Auto connectivity, complemented by a redesigned dashboard. It’s not cutting edge, but miles better than before.

Thankfully, Suzuki has also stuck with physical switches and buttons for the climate control and other necessities such as heated seats.

Sadly, one feature remains, and that’s the mass of scratchy black surfaces in the cabin.

There are just two trim levels – Motion and Ultra – and the impressive standard equipment list includes adaptive cruise control, sat nav, keyless entry and start, rear parking sensors, a rear camera, lane departure warning, rear-cross traffic alert and blind spot monitoring.

For launch, there is just one petrol engine available – a three-cylinder 1.2-litre mild hybrid (12V) producing 81bhp.

It’s about as powerful as the unit in the old car, but it’s now 8% more fuel efficient and produces less CO2 (as low as 99g/km).

On the road, it’s clear that the latest Swift is all about economy. It feels less peppy (0-62mph in 12.5 seconds) than the previous generation 1.0-litre petrol turbo and the manual gearbox has to be worked fairly hard to extract any meaningful performance.

That said, even though it only a five-speed, you don’t find yourself reaching for sixth because the ratios are well judged.

For the record, an automatic transmission will also be offered, along with a 4×4 option.

The new Swift rides well. It’s not the most sophisticated system out there, but does the job, while body lean is nicely controlled. There’s even some fun to be had.

And because it’s such a lightweight car, it feels nimble and responsive.

Overall, the cabin is more refined than its predecessor and the engine only makes itself known under heavy acceleration.

Economy of around 50mpg is easily achievable in mixed driving, so the claimed 64.2mpg could well be a possibility on a long run.

Inside, there’s just enough room for adults front and rear, while the boot is a respectable 265 litres (589 litres with the backs seats flat) and there are plenty of small storage spaces dotted around the cabin.

My only slight gripe is that the driving position is on the high side for my liking, but you do soon get used to it.

So, the all-new Suzuki Swift is better than ever, which is just as well because its rivals in the small hatchback sector include the big-selling Vauxhall Corsa, Volkswagen Polo, Dacia Sandero and Skoda Fabia.

And if all that isn’t enough, there’s now another good reason to choose a Swift.

Customer service has always been a Suzuki strength. Now there’s extra peace of mind too, courtesy of the new extended warranty plan.

On top of the basic three-year/60,000 miles warranty, this is now extended to seven years/100,000 miles (whichever comes first), as long as scheduled services are booked within the Suzuki dealer network.

Verdict: The all-new Suzuki Swift is a real step-up from its predecessor and well worth a test drive. Honest, competitively priced, stylish, comfortable, easy to drive and economical, it now also offers more peace of mind.

Suzuki Cars UK

SEAT celebrates 40 years of the Ibiza

Gareth Herincx

16 hours ago
Auto News

Spanish car brand SEAT is marking 40 years of its best-selling model with the Ibiza Anniversary Limited Edition.

Since its introduction in 1984, more than six million SEAT Ibiza cars have been sold over five generations.

Named after the island of Ibiza, it was a turning point for the company’s success.

The first-generation model was the first vehicle developed by the brand without the assistance of a technological partner, drawing on internal expertise and that of partners including Giorgetto Giugiaro for the exterior styling, Karmann for the interior design and Porsche for the powertrain.

“The success of the iconic Ibiza meant that some countries recognised the vehicle even before the brand! said SEAT CEO Wayne Griffiths.

The SEAT Ibiza Anniversary Limited Edition will feature new equipment, as well as a new alloy wheel and design cues.

The vehicle’s exterior design benefits from the exclusive Graphene Grey colour on the body and Cosmo Grey on the 18-inch alloy wheels, as well as the standout lasered “Anniversary Limited Edition” logo on the car’s B-pillar.

Inside, the cabin is given a new twist with the introduction of exclusive textile Bucket seats, giving front occupants a new level of dynamism and comfort, a new Dark aluminium matt finish for the door and console, as well as a lasered “Anniversary Limited Edition” logo on the doorstep.

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