We road test the latest car from BYD’s growing stable – the all-electric Atto 2 compact SUV… You’ve got to hand it to BYD. In just two years, the giant Chinese technology company has established itself in the UK with a 2% market share and 88 dealerships. The latest addition to the line-up – the …
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Skoda Elroq review
We spend some quality time with the Skoda Elroq – one of our favourite family EVs on the market…
The last time I tested a Skoda EV was in 2021. It was the impressive Enyaq – the brand’s first electric car.
Apart from a “coupe” version of the Enyaq, there’s been nothing else on the zero-emissions front until the 2025 launch of its little brother, the Elroq.
Priced from a competitive £31,510, it’s about the same size as a Nissan Qashqai, and its many all-electric SUV rivals include everything from the Volvo EX30 and Ford Explorer to the Kia EV3 and Renault Scenic E-Tech.
I’ve just spent a week with the Elroq, and it’s clear that Skoda has another success on its hands.
First impressions are great. It’s a nicely-proportioned, sharp looking car, featuring the Czech manufacturer’s new styling direction called “Modern Solid”, which includes a “Tech-Deck” face.
While it’s shorter than the Enyaq, the Elroq’s wheelbase is almost the same, meaning that there’s ample space front and back for adults.
In fact, right from the moment I adjusted the driving seat, I knew I was going to like the Elroq. Unlike most EVs where I feel perched, I could lower the seat to my preferred position.
Vitally, this ability to sit lower in the car makes you feel more involved in the driving experience.
As you’d expect in a Skoda, there are plenty of smaller storage spaces too, while the boot is a decent 470 litres, expanding to 1,580 litres with the rear sets folded down.
Overall, it’s a stylish, well-built interior, even if it’s on the minimalist side when it comes to the dashboard. Apart from a row of buttons below the air vents, and the multi-function steering wheel, everything is controlled via the central touchscreen.
Swiping and prodding any screen on the move isn’t safe, so sticking essentials such as climate control in there makes no sense. Rant over.
The Elroq is offered in four trims: SE, SE L, Edition and SportLine, plus the performance-focused, range-topping vRS. As well as this, you’ll have to choose from various battery and electric motor configurations.
The options range from the entry-level 50 model with a 52kWh battery and 168bhp motor that produces 310Nm of torque. That’s sufficient for a 0-60mph acceleration time of 8.7 seconds.
Next up is the Elroq 60 with a 59kWh battery, 201bhp motor and 310Nm of torque. That’s good for a 0-60mph sprint of 7.7 seconds.
Then there’s the Elroq 85 complete with a 77kWh battery and 282bhp motor, generating a potent 545Nm of torque, which is enough for a very brisk 0-60mph time of 6.4 seconds.
For the record, the vRS has twin motors and a 5.2-second sprint time.
Finally, it’s worth noting that all Elroq models, except for the vRS, are rear-wheel drive.
It’s no surprise that the Elroq is quick off the mark, but it’s range that matters for most.
Depending on the model chosen, according to the claimed figures, range varies from 232 miles (Elroq SE 50) to 355 miles, for my test car – the Elroq Edition 85.
On the road, the soft suspension gives the Elroq a comfortable if slightly floaty, ride, though it only becomes unsettled over bigger bumps.
Progress is refined and parking is a doddle thanks to light steering, good all-round visibility, a tight turning circle, and the various electronic aids.
Push on and there’s surprisingly little body lean on twisty roads, but it’s clearly set up more for comfort than driving engagement – even with the ability to sit lower in the car.
Also, the brakes are fine, but on the spongey side, while front-end grip is fine in the dry, but might be more challenging in slippery conditions. In other words, it’s at its best cruising along.
If you fancy experimenting, the drive modes available include Normal, Eco, Sport and Individual, which allow for customisation of settings such as engine response, steering and suspension. As ever, Normal offers the best combination of performance and efficiency, while Eco is sensible for long motorway runs and Sport spices things up a little for short bursts.
There also an optional DCC (Dynamic Chassis Control) with Normal, Comfort, Sport and Custom settings. It features adjustable dampers that vary the level of ride firmness, but I suspect most buyers will be happy with the standard-set-up.
All but entry-level models get paddles on the steering wheel to adjust the level of regenerative braking, plus there’s a “B” mode on the gear selector, which is useful for eking out extra miles on long downhill stretches of road, for instance.
A 10-80% rapid charge is possible in around 30 minutes across the line-up, and of course it’ll charge overnight if you have a home connection.
Claimed efficiency for my test car was 4.1 miles per kWh. On a long run I got close to 4.0, and at worst during my week I achieved 3.2. So, driven sensibly, it’s one of the more efficient EVs on the market. In city driving, a range north of 300 miles is possible, but on mixed roads you’re probably looking at a real-world range closer to 275 miles.
Ultimately, the Skoda Elroq is an impressive all-round package and represents great value for money.
Verdict: Skoda has another winner on its hands with the electric Elroq compact SUV. Stylish, spacious, safe, comfortable and easy to drive, it’s affordable and has a decent range.
Ford Puma Gen-E review
First chance to get behind the wheel of the new Ford Puma Gen-E – the electric version of the UK’s best-selling car of 2023 and 2024
How time flies. Five years ago, I attended the press launch of the original (petrol) Ford Puma in sunny Spain.
I remember it well. Not only was the sporty compact SUV impressive, but it was the last major new car event before the first lockdown.
It’s a mark of the success of the Ford Puma that it’s now become one of the most familiar cars on the road.
A worthy successor to its big-selling ancestors sporting the “Blue Oval”, such as the Fiesta and Focus, the Puma is still topping sales in the UK, despite the shift towards hybrids and EVs.
Sure, the Puma is available as a mild hybrid petrol (EcoBoost in Ford speak), but it’s never been able to compete with zero emissions newcomers such as the Kia EV3, Jeep Avenger, Peugeot 2008, MINI Aceman, Alfa Romeo Junior and Volvo EX30 – until now.
Apart from its bluff nose (no need for a radiator/grille in an EV), white badging on the boot lid and a bigger tailgate spoiler, the Puma Gen-E looks just like the regular car, though if you look really hard down below, the battery pack is visible below the sill.
And it’s this 43kWh lithium-ion battery that’s the heart of the Puma Gen-E.
Integrated into the car’s modified platform, it’s good for an official range of up to 233 miles – or up to a claimed 325 miles of city range.
Paired with a 165bhp electric motor that drives the front wheels, it manages 0-62mph in 8.0 seconds, tops out at 99mph and develops 214lb ft of torque.
A 10-80% recharge time of just 23 minutes is quoted, with a peak rate of 100kW.
Ford has worked wonders inside, where despite its new innards, the designers have actually managed to increase the Gen-E’s luggage capacity from the petrol Puma’s 456 litres to 566 litres, which includes a 43-litre ‘frunk’ under the bonnet (ideal for storing charging cables).
The caveat there is that 145 litres of that space is made up of the ‘GigaBox’ in the boot, which is underfloor storage that would have housed a spare wheel back in the day.
Interestingly, the regular Puma gets a slightly smaller ‘MegaBox’, because the exhaust pipe nibbles into the underside space.
Whether you get a GigaBox or MegaBox, it is very useful, and even includes a plug, so you can stick items such as muddy wellies in there and then hose it down.
For the record, the maximum load capacity with the rear seats flipped down is 1,283 litres.
Up front, there’s a 12.8-inch digital driver’s display and a 12.0-inch centre touchscreen with Alexa built in, plus Apple CarPlay and Android Auto connectivity.
The driver’s display is relatively big and there’s a fair amount of information on it such as speed, range, traffic sign recognition and a charging/brake regen meter.
Annoyingly, even with the huge, slightly oblong steering wheel, some of the screen is obscured.
The gear selector is now on a column stalk, so space is freed up in the centre console (the handbrake has also gone), resulting in more space between the seats too.
The Ford Puma Gen-E is well put together, though there are a few too many hard surfaces on the dashboard and lower down for my liking.
Overall, it’s possible to transport four adults in the Puma (five at a push). However, rear passenger space is cosy. I could just squeeze in behind someone of the same height (5’11”), but it would be uncomfortable on a long journey. Also, taller rear seat passengers might struggle if you opt for the full-length sunroof which takes up some of the headroom.
Standard-fit safety and driver assistance systems include AEB (autonomous emergency braking), a Rear View Camera, Cruise Control with Intelligent Speed Limiter, Lane Keeping Aid and Lane Departure Warning.
On the road, the Puma Gen-E is smooth and refined – or at least it was on the lovely roads in and around Barcelona in Spain, where the international launch event was staged.
If whisper-quiet electric motion isn’t enough for you, then you can switch on the digital propulsion sound. You’ll either like it or loathe it. For me, the novelty soon wore off.
The Puma Gen-E’s acceleration isn’t neck-snappingly quick like some EVs, but fast enough – and most importantly – controlled.
It’s nimble and agile too, helped by a kerb weight of 1,560kg, which is modest for an electric car. And even though it’s about 300kg heavier than its petrol sibling, it still drives like the Puma adored by so many.
The reality is that many may prefer the electric version, because it’s simplicity itself to drive. Just push the Start button, engage Drive, press the accelerator and you’re off with no gears to worry about. In fact, if you choose one-pedal mode, it will even bring the car to a standstill when you lift off the accelerator.
For me, one of the great things about the EV version of the Puma is the driving position. You don’t feel perched like some small EVs, so it is possible to hunker down and feel more involved with the car. This is despite the Puma Gen-E being about the same height as a Jeep Avenger or Volvo EX30.
With instant torque, impressive grip and little body lean in more challenging corners, the Puma Gen-E delivers an engaging drive. Add the strong yet progressive brakes, and it generates confidence, encouraging you to push on.
It will be interesting to drive it on UK roads, where I suspect some may find the suspension on the stiff side at lower speeds on rough roads, but for now, the Puma’s zero emissions transition has been a success.
Four driving modes are offered – Normal, Eco, Sport and Slippery – which tweak the steering and throttle response. Have a play, but as ever, Eco dulls the driving experience, Normal offers the best blend of performance and efficiency, and Sport dials up the fun.
I didn’t get to try Slippery mode, but it’s meant to optimise the car’s performance in less than ideal conditions, such as snow, ice, and wet surfaces.
The Ford Puma Gen-E is not perfect though, and the range of 233 miles is likely to shrink to below 200 miles in real-world driving, though it could creep above if it’s mainly driven in a low-speed urban environment.
Bear in mind 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 that a range of less than 200 miles probably won’t trouble most motorists, especially if they have a home charger.
Ford claims it’s the most energy-efficient powertrain, and judging by the limited data I collected on my test drives, there’s some truth in that assertion.
At worst I achieved around 2.5 miles per kilowatt-hour, but at best I managed 4.4miles/kWh, rising to 5.1 miles/kWh on one run – the most impressive energy efficiency I’ve managed in any EV.
The new Ford Puma Gen-E is available in two different specs (Select and Premium) and there are six colours to choose from: Frozen White, Electric Yellow, Agate Black, Solar Silver, Fantastic Red and Digital Aqua Blue.
Crucially, it’s priced from below £30,000 (£29,995) and Ford is also offering its Power Promise in a bid to take the stress out of EV buying and owning.
The scheme includes a free home charger with installation included, up to 10,000 miles of free charging credit and a five-year service plan.
Ultimately, the Puma Gen-E is a little late to the electric compact SUV party and it’s up against stiff competition from rivals that have been designed from the ground up as EVs – many with bigger battery options and longer range.
That said, Ford has created an electrified Puma that loses none of the appeal of the petrol-powered original, yet delivers huge potential savings and is kinder to the planet.
Verdict: The Ford Puma Gen-E is an ideal entry-level electric car that’s likely to be a particularly big hit with the legions of Puma and Fiesta owners out there looking to make the big switch to zero emissions motoring. Easy to drive, just as practical inside and out, and arguably more engaging to drive, the electric Puma should definitely be on your EV shortlist.
Kia EV3 review
We road test the Kia EV3 – the latest entrant in the highly competitive electric compact crossover sector…
Kia has come a long way since its UK launch in 1991. It’s now one of the biggest-selling brands in the UK – and it’s been making electric cars for 10 years.
The latest is the EV3, which joins the Niro EV, EV6, and EV9. Put simply, it’s an all-electric compact SUV boasting bold styling.
I’ve clocked up some decent miles in the EV3 already, and there’s no doubt that it’s another winner from the South Korean brand.
Available with two battery options – 58.3kWh and 81.4kWh – it delivers claimed ranges of 270 and 375 miles respectively.
Priced from £32,995, the EV3’s is up against some fierce opposition in this hotly-contested sector – the Jeep Avenger, Volvo EX30, Cupra Born, Skoda Elroq, Mini Aceman, Volkswagen ID.3 and Smart #1, to name but a few.
The EV3 is well equipped. Even the standard Air trim gets the full infotainment setup, heated seats, a heated steering wheel, reversing camera and rear parking sensors.
Upgrade to GT-Line trim (which also brings the bigger battery), and there’s wireless smartphone charging, ambient lighting and tinted rear windows.
The range-topping GT-Line S gets a Harmon Kardon stereo upgrade, a head-up display, 360-degree parking view, heated rear seats and a sunroof.
Looking not unlike a pint-sized EV9, the EV3’s blocky, yet futuristic styling makes it stand out from the crowd.
The wheels are pushed out to each corner, the roofline is long and slopes gently towards the rear, where there’s a wraparound tailgate spoiler.
At the front, the EV3’s headlights are arranged vertically and pushed out to the corners, giving a clean front end.
The rear lights are also slim and upright, while the wheel arches are sharply cut. All these features help to give the car an assertive stance.
Inside, the EV3 is thankfully not as minimalist as some rivals. The dashboard is dominated by a 12.3-inch driver’s display screen, a 12.3-inch central infotainment touchscreen and a 5.3-inch climate control screen.
Like all Kia cars, the whole set-up is intuitive and it’s good to see a few physical controls have survived.
There’s rightly a focus on sustainably sourced and recycled materials and build quality is impressive, though it’s some way off a premium cabin experience.
Space is one area that’s hard to fault. There’s ample room for adults front and back, while the boot is a cavernous 460 litres, expanding to 1,250 litres with the rear seats down.
There are plenty of storage spaces inside the car too, and there’s a small ‘frunk’ under the bonnet – perfect for storing the charging cable.
The EV3 is comfortable and most drivers will approve of the elevated driving position. Personally, I prefer to sit lower in a car where I feel more involved.
I tested the entry-level and flagship versions of the EV3, with 58.3kWh and 81.4kWh batteries respectively, on a mix of roads in the UK and France.
For the record, all models get a 201bhp electric motor, delivering a brisk 0-62mph time of 7.5 seconds (Air) and 7.9 seconds (GT-Line and GT-Line S).
Charging speeds are pretty good at 128kW, but not ultra-fast like more expensive Kia EVs. Still, that’s still good for a 10 to 80% recharge in around 30 minutes.
The EV3 drives well with a combination of light steering, good visibility and decent body control, with just a little lean in more challenging corners.
For the most part, it rides well too, though we found the entry-level ‘Air’ (with the smaller battery and 17-inch rims) was slightly more compliant.
And with progressive brakes (not a given with EVs) and a slick regenetive braking system adjusted by paddles on the steering wheel, the EV3 is hard to fault.
Eco, Normal and Sport drive modes are available too, though as ever, Normal offers the best blend of efficiency and performance.
Refinement is also good, with limited road and wind noise, and no electric motor whine.
Crucially, we’d estimate the EV3 has a real-world range of 210-220 miles for the standard range battery, and around 300 miles for the long-ranger.
Finally, as with all Kia cars, the EV3 comes with a generous seven-year/100,000-mile warranty, in addition to an eight-year battery warranty.
Verdict: Kia has done it again with the EV3 – another superbly executed electric vehicle to add to an already impressive line-up. Distinctive, spacious, safe, competitively-priced and easy to drive, the Kia EV3 is one of the best all-round, family-friendly EVs on the market.
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.
