Volkswagen ID.3 – Pulpaddict

Volkswagen to electrify the Pope’s vehicle fleet

Home / Auto News / Volkswagen to electrify the Pope’s vehicle fleet

The Vatican has teamed up with Volkswagen to replace the city state’s entire car fleet with electric vehicles by 2030.

At the beginning of 2024, VW will deliver some 40 fully electric models from its ID family, ranging from the ID.3 to the ID.4 and ID.5.

The vehicles are part of the decarbonisation strategy of the world’s smallest state, aiming to make the fleet climate-neutral by 2030.

Imelda Labbé, Member of the Board of Management for Sales, Marketing and After-Sales at Volkswagen Passenger Cars, and Dr Christian Dahlheim, Chairman of the Board of Management of Volkswagen Financial Services AG, personally handed over the first two EVs to the Vatican – a pair of ID.3 Pro Performance 2 models.

Tags electric vehicle EV pope Pope Francis popemobile Volkswagen Volkswagen ID 3 Volkswagen ID.4 Volkswagen ID.5 VW

Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Smart #1 review

We get up to speed with the first of a new generation of Smart cars – the awkwardly-titled #1…

The Smart #1 compact SUV is the first fruit of a new joint venture between Mercedes-Benz and Chinese giant Geely, which also owns Volvo, Polestar and Lotus.

Sharing a platform with the upcoming Volvo EX30, the #1 (pronounced ‘hashtag one’) is a class act and about the same size as a MINI Countryman, Volkswagen ID.3 or Peugeot 2008.

Clearly a departure from the iconic city car, the Fortwo, the #1 is likely to transform Smart into a serious player in the EV sector.

Of course, it’s no stranger to electric vehicles. An EV version of the Fortwo was first introduced way back in 2008 and the Smart range has been 100% electric since 2019.

Already crowned Best Small SUV at 2023 What Car? EV Awards, the boldly styled #1 is distinctive, though its rear has a hint of a scaled down Mercedes-Benz EQB.

There’s also plenty of scope for personalisation with a wide range of colour and ‘floating’ roof colour combinations.

The clever design continues inside the surprisingly spacious cabin where there’s a quality, slightly quirky feel, and it’s loaded with tech.

As is the trend (unfortunately), the Smart #1 is minimalist up front with just about everything controlled via the 12.8-inch central infotainment screen (Apple CarPlay is integrated, but Android Auto is yet to come).

Additionally, all Smart #1s also get a slim 9.2-inch driver’s digital instrument cluster for info such as speed, plus a head-up display is also available on more expensive models.

Thankfully, there are useful shortcuts along the bottom of the main touchscreen, for essentials such as climate control, but you can’t even adjust the wing mirrors without having to access the touchscreen.

On the plus side, the menu structure is intuitive and the screen is responsive. What’s more, the system will save your profile, so it will remember your individual settings every time you drive the car.

Personalising settings takes a while, but once you switched off irritating things like Driver Exhaustion Alert, Steering Wheel Re-Centring and Lane Assist, you’re well on your way.

Oh, and there’s also an animated fox lurking on the infotainment screen. It’s a fun face for the voice assistant, and you’ll either find it cute or annoying.

Awarded a maximum five stars in crash testing by Euro NCAP, the #1 is packed with the latest safety and driver assistance systems.

Smart says the #1 has the same interior space as a Mercedes-Benz E-Class, and I don’t doubt it for a moment. There’s plenty of head and leg room throughout and the 60:40 split rear seats recline and slide backwards and forwards.

Boot capacity is not best-in-class, ranging between 273 – 411 litres (up to 986 litres with the rear seats flipped), though there is a tiny 15-litre ‘frunk’ under the bonnet.

Competitively priced from £35,950, there are two Smart #1 specs (Pro and Premium) and both get a 66kWh battery pack and a 268bhp motor that drives the rear wheels with 253lb-ft of torque.

Pro models get a reasonable 260-mile range, while Premium is capable of up to 273 miles thanks to the addition of a heat pump and other tech tweaks.

Both accelerate from 0-62mph in just 6.7 seconds, while 150kW charging speed means a 10-80% top-up takes as little as 30 minutes.

The Smart #1 is rapid enough as it is, but if you want serious performance, then opt for the range-topping Brabus #1.

Starting at £43,450, this hot all-wheel drive version gets an extra electric motor, develops a huge 422bhp and is capable of 0-62mph in a savagely fast 3.9 seconds. The downside is that the range in the heavier Brabus #1 drops to 248 miles.

We tested the Smart #1 Premium and it’s swift, smooth and refined with some of the best road manners in its class. The ride is on the firm side, but it still manages to iron out all but the poorest of surfaces, while wind and road noise are well contained.

Staying surprisingly flat in faster corners, it hides its 1,800kg weight well. Grip levels are impressive too, though it could get a little playful if you floor it in the wet.

It feels especially agile in town, and thanks to a tight turning circle of 11 metres and good visibility, it’s easy to manoeuvre.

The Smart #1 is fun on faster, twisty roads, but at its best cruising smoothly.

You can choose between three driving modes – Eco, Comfort and Sport. As ever, Comfort is best for everyday driving. In fact, only throttle response, steering weight and the regenerative brake level are altered anyway.

Like many EVs, the brakes aren’t the most progressive, and the brake regen was a tad fierce for my liking.

Talking of gripes, the driving position is on the high side, but then that’s generally the case with SUVs – particularly electric ones with a battery pack underneath.

It’s hard to assess the Smart #1’s real-world range based on a day of driving, but it held its charge well and at least 200 miles would be a reasonable expectation – maybe closer to 240-250 miles in the city.

So, while it may not have a 300-mile range, it’s quick to charge, which means that longer journeys are still a realistic proposition. That said, I suspect the majority of #1s will spend most of their time in urban environments anyway.

Finally, the Smart #1 comes with a three-year unlimited mileage warranty, plus an Integrated Service Package which includes maintenance and MOT, and vehicle wear and tear items for three years/30,000 miles.

Verdict: The Smart #1 small SUV is one of our favourite EVs in the £35-£40,000 price bracket. Swift, spacious and safe, it has a classy, funky feel and delivers an engaging drive.

Smart UK

2023 Volkswagen ID.3 review

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Volkswagen UK

MG4 EV review

We road test the distinctive MG4 hatchback – not only is it a great value electric vehicle, but it delivers a surprisingly engaging drive…

You’ve got to hand it to MG Motor – a car maker that continues to defy the cynics with its blend of award-winning, reasonably-priced models that offer peace of mind thanks to a generous seven-year/80,000-mile warranty as standard.

The result is that the now Chinese-owned company is enjoying record-breaking sales and is the “UK’s fastest-growing mainstream car brand”.

Just to put that into perspective, MG’s 51,050 sales in 2022 were up nearly 67% year-on-year and some way ahead of established brands including Renault, Mazda, Honda, Citroen, Suzuki, Dacia and Fiat.

I’m already a fan of the MG ZS EV crossover and MG5 EV estate, but the new MG4 EV is something else, adding serious style and impressive driveability to the mix.

For me, the MG4 is a breath of fresh air in an automotive world dominated by high-riding SUVs. I prefer to sit lower in the cabin. I want to feel more involved and enjoy extra agility.

In the EV world, there aren’t many hatchbacks on offer. Currently, the MG4’s most obvious rivals include the Nissan Leaf, Volkswagen ID.3, the Cupra Born and the ORA Funky Cat.

You only have to look at the picture of the car (here in signature Volcano Orange) to see that it’s no ordinary hatchback.

Up front there’s a swooping nose, sculpted bonnet, angular LED headlights and aggressive air intakes. The profile is aerodynamic and crisp, while the rear features a complex two-part roof spoiler, a full-width LED taillight bar topped with unique, inset zig-zag lines.

Competitively priced from just £26,995, range will depend on the battery size chosen – so it’s up to 218 miles with the 51kWh, or a possible 281 miles if you opt for the 64kWh battery.

Both battery units power an electric motor, producing 168bhp with the smaller battery or 200bhp (larger one). As with most EVs, there’s a single-speed automatic gearbox, while drive is via the rear wheels.

The 51kW Standard Range battery version accelerates from 0-62mph in 7.7 seconds, while the 64kWh Long Range unit is slightly slower (7.9 seconds). So, whichever you choose, the MG4 is no slouch.

There are two trims levels (SE and Trophy), with the latter exclusive to the bigger battery.

All MG4 EVs are generously equipped with a 10.25-inch touchscreen (thankfully including physical short-cut buttons below) with Apple CarPlay and Android Auto connectivity, plus an additional 7.0-inch digital driver’s display as standard, along with climate control, rear parking sensors and 17-inch alloys.

Other goodies include keyless entry, automatic headlights, electrically adjustable heated door mirrors and a height and reach-adjustable steering wheel.

The MG4 is wider than you think with a long wheelbase, so there’s plenty of space for passengers, front and rear. And, despite the sporty roofline, there’s ample head and legroom in the back.

There’s also a decent luggage capacity of 363 litres, rising to 1,177 litres with the rear seats folded down.

Driving an MG4 couldn’t be easier. Once you’re inside, simply put your foot on the brake, select D for Drive via the rotary gear selector in the centre console, release the parking brake and you’re away.

On the road, the MG4 delivers just what you’d expect from an EV – and more. The ride is comfortable and refined. There’s a little road and wind noise, but it’s in no way excessive, while the engineers have done a great job of insulating you from lumps and bumps in the road.

The steering is light and there’s good forward visibility. However, the slim tailgate window makes backing into spaces slightly trickier, but there is a useful reversing camera and the top-of-the-range Trophy version I tested is blessed comes with a 360-degree camera.

The revelation with the MG4 is that it’s one of the few reasonably priced electric cars to treat owners to a genuinely dynamic drive (the MINI Electric is another example).

Hustle it through more challenging corners and it stays flat and planted, helped by a low centre of gravity from the batteries mounted far down in the chassis and 50:50 weight distribution.

It feels agile and lively, and it can even get playful in the wet or on looser surfaces, thanks to the rear-wheel drive set-up. Unlike many competitors, the brakes are well judged, inspiring confidence and adding to an overall smoothness.

The MG4 features three driving modes (Eco, Normal and Sport) plus four different levels of brake regeneration (Low, Medium, Strong and Adaptive). Normal/Medium worked best for me in everyday driving, though Sport/Low spice things up for overtaking and the odd blast.

If you can find a rapid 150kW connection, a 10-80% charge can take as little as 35 minutes and, if you have a wallbox, it will also charge overnight at home.

All in all, the MG4 is a fantastic EV. Sure, the infotainment touchscreen isn’t state of the art and it’s a tad slow to power up, while the steering wheel controls are fiddly. Additionally, rear visibility isn’t ideal and the boot could be bigger, but overall it’s a fab car at a great price.

Verdict: Affordable, distinctive, well equipped and practical, the MG4 delivers the kind of driving dynamics that’s streets ahead of many EVs twice the price. Add MG’s generous seven-year warranty, and it it’s a no-brainer if you’re ready to switch to 100% electric motoring.

MG Motor

ORA Funky Cat review

We road test the first car from a new brand to the UK – the ORA Funky Cat EV…

With its cool name and retro looks, this affordable electric hatchback is our introduction to ORA – one of five brands owned by Chinese car giant, Great Wall Motor.

Founded in 1984, GWM is China’s largest producer of SUVs and pick-up trucks, and the Funky Cat will be followed by more 100% electric siblings, probably all with cute feline names.

Apparently, ORA stands for “Open, Reliable and Alternative” and so far the strategy seems to be working well because ORA sold 135,000 cars in China during 2021 and several thousand UK motorists have already registered an interest in the Funky Cat.

Priced from £31,995, ORA has kept it simple at launch with just a ‘First Edition’, available in four colours, including Aurora Green and Nebula Green.

Featuring a 48kWh battery offering an official range of 193 miles, power comes from a 169bhp electric motor driving the front wheels, giving a 0-62mph time of 8.3 seconds and a top speed of 99mph.

It can be charged via a 6.6kW home charger in five hours 24 minutes, or 3 hours 12 minutes using an 11kW public charger.

If you can find a rapid 100kW connection, you’ll be back on the road in less than 45 minutes.

The Funky Cat is bigger than it looks in pictures, so it’s more Golf than Polo, or Focus than Fiesta. Crucially, it’s also about the same size as the VW ID.3 – the electric vehicle ORA reckons is the Funky Cat’s closest rival (though we’d say the Citroen e-C4 is closer still).

With its blend of retro features and modern touches, this five-door family hatchback is a breath of fresh air on the road.

There are hints of MINI, VW Beetle, Nissan Micra and Alfa Romeo MiTo, with its round headlights, sloping nose and bonnet creases.

The Funky Cat’s wheel-in-each-corner profile is more unique with clever curves and a high waistline, while its pert rear is not unlike a Nissan Leaf, though the ‘Cat’ has low set lights, a full width lightbar along the bottom of the tailgate window and a sporty spoiler.

The interior is right up there with the MINI Electric in terms of build quality and the near-premium use of materials. It feels solid too (the doors close with a satisfying clunk).

It’s funky inside with a minimalist design and a trim matching the exterior colour. There’s a big two-spoke steering wheel, a row of toggle switches and a 10.25-inch touchscreen, plus a large digital driver’s display (also 10.25 inches).

Note: Apple CarPlay and Android Auto will form part of an over-the-air update in summer 2023.

A special mention for the voice command system, which works surprisingly well. Simply say “Hello Ora” and you’re away. It recognises your voice too and it’s very good at opening and closing windows!

The Funky Cat is spacious too, with enough room for adults to sit behind adults, though the boot is a modest 228 litres (rising to 858 litres with the rear seats flipped down).

The heated and electrically adjustable leatherette seats are comfortable and even feature cool cross stitching usually found on luxury cars (check out the door cards too).

When it’s time to set off, simply select D via a centrally located rotating knob, release the parking brake and you’re away. Accompanied by a distant whine, the Funky Cat is as swift as you’d expect for a relatively lightweight EV.

Smooth, comfortable, fun, and easy to drive with light steering, visibility is good, while cabin refinement is admirable.

There’s also some decent performance (it’s not hard to spin the front wheels if you floor it, especially in the wet) and you can choose from various drive modes.

Stick to Eco for town driving, Normal on more open roads and Sport for occasional bursts of range-sapping run.

You can also select single-pedal drive mode, which almost eradicates the need for brakes – simply lift off and it slows down fast. Or you can choose between three levels of regen via the touchscreen.

However, despite its looks, the Funky Cat is no match for the MINI Electric in the handling department. Push it to the limit in faster corners and it becomes unsettled, but for everyday driving it’s a joy.

So, as long as you don’t go expecting hot hatch driving dynamics, the Funky Cat won’t disappoint, while a real-world range of 150 miles is way above the smaller MINI’s 100 miles.

Standard kit on the Funky Cat Launch Edition includes LED headlights, wireless phone charging, adaptive cruise control and a 360-degree camera system, a rear traffic cross alert and autonomous emergency braking (AEB).

In fact, it’s so safe that Euro NCAP awarded it a maximum five stars in crash testing.

No car is perfect, and the Funky Cat is no exception., because it’s not without its irritations.

For instance, the indicators are tricky to cancel. They require an incredibly light touch and it’s all too easy to activate the opposite signal.

We’re sure it won’t be such an issue after a few weeks of ownership, but it’s not ideal initially.

The various bongs and safety warnings are slightly overbearing too, while the infotainment screen looks cool, but could be much bolder with a larger typeface.

Overall, the Funky Cat is an impressive debut model for GWM in the UK, and if it can keep its pricing competitive, it could be the cat’s whiskers.

Verdict: The all-new ORA Funky Cat is a welcome addition to the EV scene. Not only does it stand out from the crowd, but it also offers practicality, fun driving, good build quality, a useful battery range and a five-year unlimited mileage warranty.

GMM ORA UK