Latest news with #MiniAceman
The Independent
a day ago
- Automotive
- The Independent
Living with the Mini Aceman: It's a hit with Gen Z
Over the past twelve months, Mini replaced its entire range. The hatchback has been renamed Cooper, the Countryman SUV has got bigger and the Aceman has slotted into the sweet spot between the two of them. Both the Cooper and Countryman have electric options, but it's only the Aceman that's exclusively fully electric. I've got one on my driveway for the next few months to see how living with what Mini calls a 'crossover SUV' is really like. We already have one Mini on our driveway, a 2015 five-door Mini hatch that belongs to my daughter, Gemma, and was once the star of an episode of Hollyoaks – the Mini, not Gemma. Gemma now has the digital keys to the Aceman, too, and has been using it instead of her own MINI to see how she fares with electric driving. We'll be updating my review as I drive and get to know the Aceman better, so check back in to see how the fully electric Mini measures up in the real world. Mini Aceman SE Sport Base price: £35,405 Options: Legend Grey paint (£550), 19' wheels (£550), Level 3 option pack (£6,500) Total price: £43,005 Battery size: 54.2 kWh Maximum claimed range: 244 miles 0-62mph: 7.9 seconds The Mini Aceman after week ten Much as I love the Aceman, I haven't been driving it much recently. The odd trip away has seen my 26-year-old daughter, Gemma, grab the keys to see how it measures up to her 2015 Mini Cooper and to see how she fares with an all-electric car. She even took me out in it to the opening of a new fruit yoghurt shop (called Frurt - how did they come up with that?!) that she'd been invited to. I always find it a bit odd being driven by my daughter, but she's been well trained! It did give us a chance to have a chat about the car and what she likes and doesn't like about it. We'll get the one negative she talks about out of the way first, and it's amazing what some people find in a car that just would never occur to me. 'When I'm driving in the dark and there's a car behind me with its lights on, the door mirrors seem to dim a bit,' Gemma told me. 'I really don't like that!' Like her father – and so many new car buyers these days – Gemma doesn't like the constant beeping if, by chance, she happens to exceed the speed limit by a couple of miles an hour. But she was pleased to see that BMW has given you the option of setting a 'fast button' on the steering wheel to help you deactivate the warning, or set it to control something else you might do regularly, like changing radio channels. But what about the drive? 'I love the way it feels like my own Mini - and I really get what Mini says when it talks about 'go-kart handling',' said Gemma. 'It's quick, I love the instant reaction you get when you put your foot down a bit, and I really like the noise that you get, too – I know it's a fake noise, but it just sounds appropriate and fun.' Gemma's a big fan of the new Mini interior, which goes into all three of the new Mini models. 'I really like the fabric across the dash and the way the lighting inside the car can be changed to give different themes,' she says. 'You've always been able to change the colour of the lights in Minis and this just takes it on to a new level.' However, it's the central, circular OLED screen that she's really fallen for. 'It's crisp, clear and I love how you can even personalise it,' said Gemma. 'I think there are probably too many themes or driving modes, but I love the sounds you get when you change them. 'It's a good job we've got a head-up display in this car, though, otherwise the only speedo you'll see would be the one on the display in the centre. Oh, and if I'm being picky, I wish Apple CarPlay would go across the whole screen rather than just a square in the middle of the circle.' Charging hasn't been a problem, either – although Gemma does benefit from our charger at home. She's used the public charging network only once, but the range of the Mini has been enough for her trips from our home in South Bucks to her friends in Cambridge and in Bicester. So, when the Aceman has to leave the Fowler family, how will Gemma feel? 'It won't be a hardship to go back into my Mini, but I've loved the Aceman. It's a nice size, great to drive, I love the fact that it's electric and zero emissions and the tech is fantastic. I'm a Mini fan and would seriously consider buying an Aceman as I prefer to have five doors.' From my point of view, the Aceman is the car I jump into most, because it's just so easy to live with and so much fun to drive. It's the perfect car to drive into London. not least because I don't have to pay the congestion charge but it's so easy to nip in and out of traffic and easy to park. And just lately I tend to have been keeping the car in go-kart mode, as much for the sharp throttle response as the fact you get more of the fantastic synthesised noise when you accelerate. Call me a geek, but that's one of the things I really love about electric Minis. The Mini Aceman after week five Test cars may come and go on my driveway, but my Mini is still the one I jump into most because of its fun and easy-going nature. Even after time away from it, the Mini is always a pleasure to drive again – it just fits in with life so easily. It's small enough to park anywhere – with cameras relaying their images to the big, circular, OLED screen in the centre of the dash – while the car will park itself quickly and efficiently, too. Many cars' self-parking systems are just too difficult to use and, frankly, you can do it quicker yourself. But the Mini's is great, and I do love a bit of tech. Admittedly my car comes with the pricey 'level three' option pack, but there's nothing I'd need to add to the Mini's roster of kit. I love the crisp head-up display and the Harman Kardon audio system, but best of all is the digital key that uses my iPhone to control the car. The Mini-supplied key, with its keyring that mimics the cool strapping across the dash and on the steering wheel, is chunky and cumbersome. So being able to leave that behind and just use my phone is a real boon. As I approach the car, it unlocks and plays its fancy light animation, and the car will then start once it knows my phone is inside. It's another Mini feature that just makes life easy – other than making me forget my house keys because there's no longer a need to visit the key box as I leave the house. I don't think there's another car that blends three important things: snappy acceleration, fun and secure handling (Mini calls it go-kart handling, and that pretty much sums it up), and the synthesised noise you get as you accelerate that just fits perfectly with the spirit of the car. Sure, that firm ride is still there, but it's the price I'm paying for those sexy 19in wheels. One other thing I like is the Mini App, which will let me open the car remotely, check on range and charging status, set the climate control to get the car to the right temperature before my journey, and tell me where my car is. Why would I need to know where my car is? Well, my daughter Gemma tends to leave her own Mini on the driveway and take mine instead. That's fine – but it would be nice to know beforehand. In Gemma's hands the Mini has been up to her friend in Bicester and her other friend in Cambridge, to her work and back on numerous occasions and even a 150 mile round trip to see her grandad. More on Gemma's thoughts in the next report, other than to say she loves the Mini, but just wishes it had a little more range – or at least wishes it got closer to the claimed maximum of 244 miles. Around 200 seems to be the current average. The Mini Aceman after week one Although the new Aceman is definitely compact at 4,079mm, that makes it about a meter longer than the original classic Mini and 221mm longer than today's three-door Mini Cooper. It's still dwarfed by the Countryman though, which is 366mm longer still. What does that mean in the real world? Well, the Mini has just taken three of us – including my 88-year old dad – for a weekend to his club in central London, the aptly-named Union Jack Club. My Mini doesn't have a Union Jack on its roof, but the tail lamps still sparkle with a Union Jack style. My wife was relegated to the back seats, where she had no complaints about space, just the bumpy ride, which I'll come back to. She did love the panoramic glass roof, which is ideal for sightseeing around London. The glass roof is part of the £6,500 Level 3 pack – Mini certainly knows how to charge for options. The boot easily coped with three cabin bags plus a few other things, and the Mini was a joy to drive around London where the sharp acceleration from the 215bhp electric motor made nipping in and out of traffic great fun. Being zero-emissions, I didn't have to pay London's Congestion Charge once the car was registered. The crossover SUV style also made it comfortable for my dad, who's not as nimble as he once was, to get in and out. One thing he loved was the big 9.5in OLED screen in the centre of the dash. I'm a fan, too, although I wish Apple CarPlay could go full screen rather than just appearing as a square in the middle. Driving in and around London in stop/start traffic is where the Aceman is at its best and its most efficient. Mini says a range of 244 miles should be possible in my car, but 200 has been the maximum so far. However, driving around town has seen efficiency jump above the four miles per kWh mark and a full charge is now showing 218 miles. If I reduced the number of motorway miles I've been doing, I reckon 230 miles or more will be easily achievable on a single charge – and I haven't yet felt short of range. The only slight issue we've had with the car so far is the ride comfort. When I'm driving alone, I'm fine with what Mini refers to as 'go-kart handling'. Driving the Aceman always puts a smile on my face with its snappy acceleration and just as quick reaction to steering inputs. However, my passengers report that the ride is firm and even worse in the back. Part of that is probably down to the optional 19in wheels my car came with rather than the standard 18in wheels, which would probably be a little more compliant. I'm fine with the way the car drives, the impressive quality, the style and the tech on board too. Not only that fabulous circular screen and its impressive usability, but little things like being able to use my phone as the key rather than the chunky one that came with the car. So it's an impressive start to life with the Mini Aceman. Let's see how the rest of the family get on with it in the coming weeks and months.
Forbes
5 days ago
- Automotive
- Forbes
Test-Driving The 2025 Mini Aceman John Cooper Works
2025 Mini Aceman JCW I believe in the saying: 'Life's too short to drive boring cars'. After passing my driving test, I made a beeline for a Daihatsu Copen, a tiny two-seater that looks like a Croc sandal. I didn't care that people laughed as I tootled past with the roof down, my head poking out like a protruding toe through a worn-out sock. I was driving something special. A few years ago, I bought a Mini Paceman Cooper S, also known as the Countryman's ugly sister. It's good, but when I heard Mini was dropping the 'P' with its new model, my intrigue spiked. I never tested the Mini Aceman. But I, of course, said yes when Mini asked if I fancied a go in its lightly spiced John Cooper Works (JCW) guise. It doesn't take me long to become smitten with odd cars; it's usually love at first sight. Was that the case with the Mini Aceman JCW? I'm not sure, but hear me out. I like its startled face: its gawking eye-like headlights and its large mouth-esque plastic 'grille'—it's almost like it's seen John Cooper's ghost. But it didn't quite make me tingle the same way as the first JCW Countryman did. 2025 Mini Aceman JCW From the side and rear, the Aceman JCW follows the Countryman's design cues but is smaller in size, and this got me, and many others, asking a question: Who's it for? The answer is simple: like Mini's, but don't like the idea of cramming bags of shopping and a Great Dane in the boot of a three-door Cooper hatch? The Aceman's the one for you. Of course, you can opt for the larger Countryman with its 505-litre boot, but it's a bit more cumbersome. The Aceman JCW shares a very similar interior with the JCW Electric three-door, but it has a loftier roofline. The pin-sharp touchscreen is filled with quirky animations and features, including a selfie camera. Entry-level Minis are usually fun, but if you want to take pleasure to the next level, you'd usually opt for a Cooper S or the ASBO-inducing John Cooper Works (JCW). The latter's usually powered by potent and burbly engines that aid the Mini's already naughty character, but that's recently changed. You can still buy ICE versions, but Mini's upped its EV game, giving buyers a broader choice. 2025 Mini Aceman JCW The Mini Aceman JCW shares its 254bhp motor and 54.2kWh battery with its low-slung three-door JCW sibling. This means a 242-mile combined (WLTP) range, 0-to-62 mph in 6.4 seconds and a 124mph top speed, but there's a catch. To get all 254 bhp, you pull back on an aptly named 'boost' paddle behind the steering wheel, which gives you 10 seconds of hair-on-fire mid-range madness. Straight-line pace isn't enough for a JCW, many cars at the same price point can achieve those acceleration figures, instead, JCW's were always praised for their tight chassis and snappy brakes. But the Aceman variant has been left in the oven that little bit too long: its chassis is just too firm. A Porsche 911 GT3 almost feels Rolls-Royce-like in comparison. The Aceman JCW is a compact electric SUV, and it should be able to traverse crumbling urban roads at 30 mph without bouncing its occupants through the sunroof. I noticed a slight improvement as speed increased, but I was always of the car fidgeting beneath me. Likewise, it doesn't like mid-corner bumps. Hitting these throws the car off course and largely dampens the fun factor. 2025 Mini Aceman JCW interior Finding smooth tarmac drastically changes the Aceman JCW's behaviour. Its steering is tight and precise, and throwing its 1,800kg around bends is heaps of fun thanks to its grippy tyres. This, combined with snappy brakes, means it can be amusing. Regarding range, my test car averaged 3.5mi/kWh over motorways, dual carriageways and country roads. Realistically, the Aceman JCW should return circa 180 miles in warmer weather over potholed roads and roughly 190 on slower routes. Mini's injected the Aceman JCW with its zesty spirit. It's like a four-wheeled carnival; you'll never get bored of touching or looking at it. The Mini Aceman JCW also boasts great efficiency and has a decent range, and enough interior space, but it's simply too firm for most roads. Follow me on Instagram.
Daily Mirror
22-05-2025
- Automotive
- Daily Mirror
I drove seven electric cars in one day – one surprising vehicle blew me away
Electric cars are steadily becoming more and more popular as the UK becomes more eco-friendly and petrol prices refusing to go down. But venturing into the market for your first EV can be daunting with a range of questions needing answering. How much should you spend? How far should the car be expected to go on one charge? I'm as interested as any in the new wave of EVs and had the chance to test seven in one single day at the Society of Motor Manufacturers and Trader's annual test day at Millbrook Proving Ground in Bedford. In short, it is an opportunity for journalists to reacquaint, or in my case get to know, a whole host of cars currently on sale in the UK today. I managed to get behind the wheels of the Hyundai Inster, Mini Aceman, MG S5, Ford Explorer, Leapmotor T03, BYD Sealion, and Ford Mach E Rallye. My previous experience of electric cars up until this point had been two iterations of the brilliant Porsche Taycan, the Mercedes EQA SUV, and it's bigger brother the EQC. As a result, the test day was a good time to put a few more learnings through my head, shoulders, knees, toes, and bottom. With the number of electric cars on the rise in the UK, it's probably a good idea to actually drive a few of them. Top of the list of the electric cars I drove that day was the second cheapest of the septet, the Hyundai Inster. The Hyundai Inster is a small city car whose starting price is just over £23,000. Think of it as like Hyundai's electric equivalent of Fiat's relaunch of the 500 in the 2000s. It's a small car designed for cities with eye-catching looks and a funky interior; it's not designed to break land speed records, just take to the shops and maybe the occasional long journey. On Millbrook's alpine handling course's ever tightening turns and cambered sweeps it certainly ticked the fun box with a battery that, at its smallest is 42kWh, but can be given 49kWh if you opt for a more expensive model. The main competitors for this car are the likes of the Dacia Spring and Citroen e-C3, vehicles which I admittedly haven't tested yet. I loved how brave the interior of Inster was with its mix of tactile surfaces and buttons alongside the various storage options available. I was repeatedly reminded of Fiat's relaunch of the Fiat 500 in the early-2000s, and whilst that car divided opinion, it sold in the bucketload because of it's handling, personalisation, and fun looks. I think Hyundai may have pulled off the same it wasn't the only intriguing electric car there. The Leapmotor T03 is currently the cheapest electric car on sale in the UK with prices starting at just over £15,000. Every single time I was out in a car, there was a Leapmotor gamely making an appearance somewhere, although this may have had something to do with the fact there were three of them. Leaping aboard the Leapmotor it was easy to see why it was as relatively cheap as sold, although you could get superior cars for the same money on the second hand car market. Being so small, it was certainly nimble, but describe it as anything other than 'briefly brisk' would be too complimentary on its performance. It's not designed to go up against the Taycan or BMW i4, it's designed for those who want an accessible entry into the EV world. Accessible it is, but one can't help but feel the money would be better spent on a nearly-used petrol or hybrid car that was bigger. Speaking of bigger, the Ford Explorer SUV, the Blue Oval's electrified family vehicle that I reviewed for the Mirror. It felt large and comfortable; but lacking in seat support that meant one didn't feel entirely gripped during tight manoeuvring. It has a solid platform though which felt flat and level during said manoeuvring, particularly if a pothole was encountered or sudden stop required. From a technological perspective, the battery size ranges from 52kWh all the way up to 79kWh with the former coming in rear-wheel drive form and the latter in four-wheel drive guise. On the road, there was good visibility thanks in large part to your raised driving position. A potential rival to the Ford Explorer is the also very red MG S5, the Anglo-Chinese's company latest attempt at an SUV product. After the ready success of its other SUV products the MG ZS and HS, the S5 EV was actually a bit of a surprise for how stable and firm it felt. Unlike other electric cars, it has some genuine steering feel and you have a good idea as to what all four wheels are doing. I came back from it slightly charmed, and realised it would be tough choice between it and the Ford if it came to it. Just like the MG, the BYD Sealion is Chinese and it was the first electric car that I have ever driven. Unlike the others, this was a genuine competitor to the Porsche Taycan and one of the highest performance electric saloons money can buy. On the inside it had two massive touch screens and a few buttons on the steering wheel to ease your way into the experience. On the road, the amount of power was clear and evident. It's certainly a vehicle that would win the traffic light grand prix if given a chance and took to turns with a high degree of alacrity even if the steering was a little vague for my liking, but that's just a personal preference. The final two electric cars to name were both from established brands, but very different in what they were trying to achieve. The Mini Aceman is another family SUV, a sort-of electric version of the Mini Countryman that we've become familiar with. It's got short overhangs front and rear that should help with parking and comes with MINI's new interior styling that includes a new chunky steering wheel from BMW (who own MINI). However, unlike the BMW 1 Series, this thick device felt at home in this family vehicle. All controls are directed through a touchscreen only central circular binnacle. Through it you can choose moods and tune to the car's radio etc. There's also a head of up display if you don't want to constantly move your head to the left to see how fast you're going. Despite the eccentricities there were two major surprises. The first was how well it handled and how much confidence one felt when the road got twisty, it cornered flat, but communicated you enough to let you know how much grip you had and where. The second was rather more surprising, it played piano music whenever you hit the accelerator. I'm not joking, when you pressed your right foot down, music emanated from the speakers, rising to a crescendo if accelerating from a slow speed. I've never had this in a car, and although it would be charming, I can't help but feel you'd be begging to find the way to turn it off after a few weeks. All in all, a good effort if you can find the silencer. The final car, the Ford Mach E Rallye, is a special run of cars from Ford. It's based on their Mustang SUV and can best be thought of Ford applying the knowhow from the World Rally Championship to a family SUV. As a such, this was on treaded tyres and came with a cue rear wing and raised suspension. It's hard then, to put this in the same category as the other cars given how bespoke it is, but it was great to an experience an electric car probably not designed with mass market appeal in mind. It's important we imbue electric cars with a sense of fun and the Mach E Rallye achieved that. All in all, it was a productive day getting behind the wheel of several electric cars, and whilst the Hyundai Inster took the day, it was evidence that the world of electric cars in the UK is not without it's varied and interesting choice.
IOL News
13-05-2025
- Automotive
- IOL News
Mini Aceman SE Review: It's really funky, but an ICE version would have widened its appeal
Like it or not, the Aceman does add a unique flavour to the EV segment. Image: Supplied The Mini 'reincarnation' at the turn of the millennium was a stroke of genius on the part of BMW, even if it was really the fruit of a messy separation with MG Rover after years of fruitless investment from the Bavarian automaker. Trouble is, there are only so many times one can reinvent the Mini concept before it becomes a little tired and hence it comes as no surprise that BMW has introduced numerous variations over the years. The latest one could be something of an ace up the brand's sleeve. The new Mini Aceman capitalises on the market's obsession with SUVs and crossover-type products while also expanding its electric vehicle range in line with the brand's ambition to become electric-only by the early 2030s. The concept is well executed in my opinion, being smaller than the not-so-mini Countryman, thereby providing a fashionable alternative to those who would previously have considered the Mini hatch. It's also instantly recognisable as a Mini, although its frontal resemblance to Kermit the Frog might not be to everyone's liking. The new model is available in some funky colours. Image: Supplied Nonetheless, I can't help but feel they have limited its appeal by making it available in fully electric guise only, particularly given how slowly many markets are warming to EVs. The Aceman E, with a 135kW motor and 310km claimed range, is priced at R800,000 on the dot, while the 160kW Aceman SE, with 406km of claimed coverage, is yours for R892,000. That puts it into direct contention with the lower parts of the Volvo EX30 range, which starts at R835,500, and the upper end of the GWM Ora 03 line-up, which tops out at R835,950. What's the interior like? At 4,079mm in length it has a relatively compact footprint, and it's not exactly family-sized, with rear legroom being fairly limited and the boot only coping with about 300 litres of luggage. But the Aceman is more about being funky than practical and that shows up in one of the most stylish interiors that I've seen in ages. Everything about it shouts high-end boutique store, from the knitted material on the dashboard, through which the lower colour shines through the upper one, to the slim, circular OLED touchscreen display that's shaped like a record. And let's not forget the small but spunky details like the decorative straps on the driver's side of the dashboard and on the central storage compartment. Big ups to the interior stylists. Image: Supplied Mini's stylists get top marks in my book for making the interior look and feel really unique as well as special. But is it functional? The central screen impresses with its crisp graphics and comprehensive menu layout, and in a nod to the past, the console also has mechanical toggle switches for the gear selector, stop-start process, parking brake, volume control and Experience Mode selector. The Experience Modes are quite an interesting feature, offering eight 'immersive' experiences that change everything from the ambient lighting to the graphics, driving sounds and driving characteristics. Go-Kart Mode, for instance, paints the town red, while also sharpening the throttle response and stiffens the steering. A digital voice also shouts 'Woo Hoo' when you activate this mode. Most often I slotted it into 'Green' mode in order to maximise my driving range, but apart from the obvious colour scheme employed here, it annoyed me on numerous occasions by changing the radio station whenever I activated the mode. Besides those two, drivers can also select from: Vivid, Core, Timeless, Balance and Trail modes, and there's a Personal Mode that allows you to mix things up and upload a personal photo for the display background. While all this may have seemed rather hip when it was being pushed through the development process by that eager young design consultant with blue or pink hair, some normal and easily accessible driving settings would have made this car a bit more practical. For instance, activating the one-pedal driving mode, which is not quite that even in the most aggressive brake regeneration mode, requires extensive menu digging on the screen, and you have to do it a few times at start up before the vehicle learns that you actually want it on a regular basis. The climate system is also operated through the screen, activated via a small short-cut icon, but this set-up is less than ideal and can be distracting. What's it like to drive? Producing 160kW and 330Nm, the Aceman SE is brisk enough in town and holds its own on the highway. While its 7.1-second 0-100km/h sprint time is respectable enough, it doesn't push you back in your seat like a performance EV. It's not slow by any means. But for what's essentially trying to be the electric equivalent of a Cooper S, it could have been a bit more exciting. With a 54.2 kWh battery under its floor, the Aceman SE has a WLTP range of 406km. These claimed range figures are always a bit on the optimistic side, but I didn't feel too much range anxiety in the Aceman and the mileage correlated fairly well with what the on-board range prediction was telling me. A slight drawback though is the maximum charging speed of 95kW, which means it doesn't juice up at DC fast chargers quite as quickly as some other EVs. The driving characteristics are more or less what you'd expect from a Mini crossover vehicle with an electric twist. The ride can feel a little firm on harsher surfaces, as with most European cars with sporty pretenses, but the handling is certainly neat enough. VERDICT We can't help but feel Mini has missed an opportunity by making the Aceman electric only, but it does present an interesting alternative to lower-end EVs such as the Volvo EX30 and GWM Ora 03. The cabin is extremely funky, and built with many recycled materials, and there are plenty of fun experience modes to play around with. It's a vehicle that can entertain, but perhaps not in the same way as Minis of old. It has certainly kept with the times though. Get your news on the go, click here to join the IOL News WhatsApp channel IOL
Forbes
08-05-2025
- Automotive
- Forbes
5 Things You Should Know About The Kia EV3
Kia EV3 Matthew MacConnell 'Best EV Crossover', 'Car of the Year', and 'Best Small Electric SUV' are all awards the Kia EV3 has secured from various publications. I found the EV3 spacious and attractive while boasting a decent range when I reviewed it last year. But before you scramble for your credit card, here are five things you should know. My EV3 'Air' press loaner was a prime example of how you don't need to spend big to get great efficiency. I drove this car over 150 miles in one week, and it returned a 3.6mi/kWh average in 'Eco' mode. On longer journeys, this stretched to 4.0mi/kWh. The entry-level 'Air' features a relatively small 58.3kWh battery, which showed around 270 miles when fully charged, although this was closer to 200 miles in real-world running. Buyers can also opt for the 81.4kWh option if the above isn't enough. This gives an official 372-mile range, but I'd anticipate between 250- to 312 miles, in reality. It's like the Tardis from Doctor Who. The EV3's exterior design reminds me of a Martian buggy because of its sharp edges and fancy LED lighting. Two six-footers won't struggle for space up front thanks to the Kia EV3's roomy front seats. Likewise, there's enough room between the seats to avoid those awkward shoulder rubs. Kia EV3 interior Kia U.K. The Mini Aceman and Volvo EX30 are more spacious in the rear, but again, two six-footers will fit. There's lots of knee and head room and all models come with integrated USB-C ports in the front seatbacks. It doesn't have clever sliding rear seats, but these do fold 60/40 to extend the cargo area. Pop the trunk, and you'll find a 460-liter area. This matches the Hyundai Kona Electric and offers more than the Mini Aceman. It also has a handy 25-liter 'frunk', which is just enough to stow the charging cable. Beep, bop, bing and bong. It'll do this constantly. You can turn this off via a setting buried in the EV3's touchscreen, but it'll reactivate once you restart the car. These ADAS systems are EU mandated, so it's not Kia's fault, and may be something U.S. models will lack. There are cheaper electric city cars available, but the entry-level Kia EV3 costs £33,005 ($44,024). This gets you a 58.3kWh Sunset Orange car with 17-inch alloy wheels, a 12.3-inch touchscreen, heated front seats and steering wheel, a reverse camera, and heaps of driving assists. The larger battery costs an extra £3000 ($4000). Kia EV3 Kia U.K. The mid-level GT-Line trim costs £39,405 ($52,556) and adds 19-inch alloys, GT-Line styling, flush door handles, driver lumbar support, LED headlights and a wireless phone charger. Those needing a heat pump will need to spend £43,905 ($58,558) for the range-topping GT-Line S. Like the non-heat pump guise, this gets heated rear seats, a 360-degree camera, ventilated front seats, a power tailgate, memory seats, a sunroof and a heads-up display. Every EV3 is comfortable over ruts and potholes, but the 'Air' edges ahead with its 17-inch alloys. It's incredibly refined even at low speeds, something some manufacturers can't master. Kia EV3 boot Kia U.K Once on the highway, my sound device recorded 66dB at 70mph. An impressive result that puts the Kia EV3 on par with the Volkswagen Tayron PHEV. MORE FROM FORBES Follow me on Instagram.
