Seat Ibiza Review (2026) | Still worth buying?
In this Seat Ibiza review, Caroline Kidd tests Seat's long-standing small hatchback to see if it's still worth buying in 2026.
Seat Ibiza Review Overview
The Seat Ibiza has long been one of the brand's best-known models and a familiar sight on Irish roads. The current generation arrived back in 2017 to great success, praised for its sharp handling, practical interior and value for money. It was a sort of pretty Volkswagen Polo and was priced better too.
In recent years, attention has shifted towards sister brand Cupra as it expanded its line-up, leaving questions about Seat's future. However, the Ibiza has now received a welcome update for 2026, bringing refreshed styling, improved interior materials and upgraded technology to help it stay competitive. It goes a long way to sweeten the Ibiza, however it does show its age in places and it's hard to ignore the value that can be had in the car market these days in small electric cars and hybrids.
Pros
- Sharp handling
- Sporty looks, particularly FR versions
- Practical, easy to use interior and infotainment
Cons
Which Seat Ibiza trim should I buy?
For 2026, Seat has gently restyled the Ibiza with key changes including a new hexagonal grille design with diamond-shaped mesh in a matt or polished finish. There are also new slimmer, full LED headlights with a refined light signature and new bumpers front and rear, with a sporty diffuser style finish depending on trim. From the front, larger air curtains and lower central intake make the latest Ibiza different but familiar at the same time. There are also new alloy wheels designs and new colours like Oniric Grey.
There are four trims to choose from: SE, SE Plus, FR, Black Edition. Entry level SE models come with 16-inch alloy wheels, LED headlights and taillights. SE Plus versions upgrade the wheels to 17-inch on those fitted with the TSI engine.
It's fair to say FR versions as always look the best thanks to a sporty makeover with a special set of 18-inch alloy wheels, black wing mirror caps, dark aluminium FR badge on the boot lid and a B-pillar logo. Inside there are also bucket seats and drive modes (eco, normal, sport and individual).
Inside all versions have an 8-inch touchscreen with wireless smartphone connectivity, digital driver display, air conditioning and cruise control.
SE Plus adds height adjustment for the passenger seats, in addition to the driver's seat, parking camera and ambient lighting.
Options include wireless smartphone charging and heated front seats for extra cost.
What's the 2026 Seat Ibiza like to drive in Ireland?
Power comes from a 1.0-litre, three cylinder petrol engine with 80hp and a 5-speed manual gearbox (reserved for SE and SE Plus). Or a 1.0-litre TSI turbo petrol engine with 95hp or 115hp, and choice of 6-speed manual or 7-speed DSG automatic.
I tested the 1.0-litre TSI with 115hp and the DSG gearbox. It feels nippy to drive with 0-100 in 9.9 seconds. It shifts mostly well with the automatic, though if you catch it unawares to overtake quickly on a motorway, there is a small but of lag.
The Ibiza still feels sharp to drive after all these years, responding well to driver inputs and good body control through bends. It still gets by for comfort levels though it's bumpier on rural roads. It has fallen behind on refinement, with a lot of road noise, particularly at high speeds on the motorway.
What is the fuel consumption of the 2026 Seat Ibiza?
Fuel consumption as low as 5 litres is possible in the 1.0TSI with 95hp. The 1.0TSI DSG 115hp tested here quotes consumption at 5.5 litres per 100 kilometres. In real world driving on Irish roads it achieved an average fuel consumption of 6 litres per 100 kilometres.
2026 Seat Ibiza Interior & Practicality
While the Ibiza's basic interior layout remains the same it has had a revamp over the years that sees it get more modern digital driver display and wireless Apple CarPlay/Android Auto.
For the update, Seat has revised the seat upholsteries and added more soft-touch materials to lift the quality. While there's no hiding the fact that this is an older generation car (cue the hefty gear selector and manual handbrake), there's an air of practicality and intuitiveness to the Ibiza's cabin that many buyers may prefer to the screens and gadgets that dominate many new cars.
It's also one of the most practical small cars of its generation with good legroom for rear seat passengers and a competitive 355-litre boot. There are split folding rear seats and Isofix points on the two outer seats.
2026 Seat Ibiza Pricing for Ireland
- Seat Ibiza SE: from €24,340
- Seat Ibiza SE Plus: from €25,560
- Seat Ibiza FR: from €29,065
- Seat Ibiza Black Edition: from €30,205
Verdict: 2026 Seat Ibiza
The Seat Ibiza gets a welcome update in 2026 and a little bit of love that keeps it at the races against newer competitors. It still offers style, sharp handling and good petrol engines, making it an appealing choice for buyers who value simplicity over excessive technology.
However, its age is beginning to show. Refinement on the motorway falls behind newer rivals and others feel more modern inside. There is a threat to the Ibiza from the numerous affordable small electric cars now on sale and upcoming models like the Cupra Raval and ID. Polo. Pricing has also crept up, particularly in the higher trims, which makes it less of a bargain these days.
Even so, the Ibiza continues to deliver where it matters most. It's practical, fun to drive and economical to run, and for buyers looking for a dependable, well-rounded petrol supermini, it's worth a look.
Key facts
Model tested: Seat Ibiza FR 1.0TSI DSG
Price: €31,035
Engine: 1.0-litre turbo petrol
Power: 115hp
Motor tax: €200
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Honda Jazz Review | The Smartest Small Car You Can Buy?
Read Caroline's Honda Jazz review for everything you need to know about buying Honda's compact car in Ireland.
The Jazz is one of Honda's bestselling models in Ireland. The current generation of the Jazz is available exclusively as a fuel-sipping hybrid and marks a new chapter for Honda's compact car.
Honda Jazz Review Overview
The Honda Jazz remains one of the most practical and efficient small cars on sale in Ireland. Available exclusively as a hybrid, the Jazz combines excellent fuel economy with a spacious cabin, innovative Magic Seats and a comfortable driving experience. While its sensible styling may not attract as much attention as some rivals, the Jazz stands out for its quality, comfort and everyday usability. The range includes the rugged-looking Crosstar, which adds SUV-inspired styling and a slightly raised ride height without sacrificing the Jazz's renowned practicality.
In this review, I test the Honda Jazz Hybrid and Jazz Crosstar on Irish roads to find out if Honda's compact hybrid still deserves a place among the best small cars and hybrids available in Ireland today.
Pros
- Excellent real-world fuel economy
- Spacious cabin with clever Magic Seats
- High-quality interior
- Comfort
Cons
- Conservative styling won't appeal to everyone
- More expensive than some rivals
- Narrow rear bench is best suited to two passengers
Honda Jazz Crosstar Video Review
In this video review I test the Honda Jazz Crosstar, which adds SUV-inspired design to Honda's compact car. It's available from €34,950 and features the same 1.5-litre hybrid engine as the rest of the Jazz range.
Which Honda Jazz should I buy?
There are a few different trim levels available for Ireland: Elegance, Advance, Advance Sport and Crosstar. The Jazz gets mini-MPV like styling, which is good for practicality but it's not the most stylish small car out there.
Styling has softened over the years and its unusual shape does bring benefits to the overall aerodynamic efficiency. If you can appreciate that all the better, because the new Jazz certainly doesn't look edgy or sporty.
The Elegance model sits on 15-inch alloy wheels, while Advance, Advance Sport and Crosstar come with 16-inch. Advance Sport versions also have more gloss black finishing on the outside, black wing mirror caps, rear spoiler and a tailpipe with chrome finish.
The Crosstar has a chunkier appearance with different bumpers, silver side sills, skid plates and roof rails. It also sits a bit higher off the ground than the standard Jazz making it a valid rival to small SUVs like the Toyota Yaris Cross Hybrid.
Honda Jazz Interior & Practicality
The Jazz has an incredibly well-built cabin with an intuitive design, plenty of buttons and soft touch materials. It's head and shoulders above many rivals for quality. Standard equipment levels are good too with even the Elegance getting a 9-inch touchscreen with Apple CarPlay/Android Auto, climate control and parking camera.
The Advance adds features like heated steering wheel, heated front seats and upgraded fabric/leather upholstery. The Advance Sport adds leather steering wheel with yellow stitching, sport pedals as well as drive modes including a Sport mode, and paddles behind the steering wheel to adjust the regenerative braking.
Crossstar versions have special water-repellant seat fabric enhancing its utility and robustness for daily life.
Rear legroom is among the most generous in the class, shaming some cars and SUVs from even the class above. It's also bright and airy, making it a nice place to sit, even for adults. However it's still quite a narrow car so will be more comfortable for two. The doors also open exceptionally wide making it very practical. There are two Isofix points on the rear seats.
All versions also come with Honda's innovative 'Magic Seats' that can fold completely flat or you can flip up the rear seat bases to create an incredible amount of space.
The boot is 304 litres, which is about 50 litres less than the previous generation of the car. But it is deep and the low sill makes it very easy to load things in and out. There's also a hidden underfloor storage compartment.
What's the Honda Jazz like to drive on Irish roads?
The Honda Jazz is now sold exclusively as a hybrid based around a 1.5-litre petrol engine, two electric motors, lithium-ion battery and fixed gear transmission. The total power output is 122hp with 0-100km/h in a modest 9.4 seconds, or 9.7 seconds for the Crosstar.
But the Jazz feels much livlier than its petrol predecessor and slips easily from town to motorway and rural roads. The hybrid is smooth and responsive to drive. It's mostly very quiet, with only some engine whine when you really hit the accelerator hard.
What's more surprising, is just how well the Jazz drives. It handles almost like a sports car, staying flat through bends with plenty of grip that makes it very rewarding to drive in a way you might not expect.
It's comfortable and refined by small car standards and can hold its own on long motorway drives.
What is the fuel consumption of the Honda Jazz Hybrid?
Honda quotes fuel consumption as low as 4.5 litres per 100 kilometres. In real world driving, my average fuel consumption was 4.9 litres per 100 kilometres for the Advance Sport, which is still excellent and really puts it close to rivals like the Toyota Yaris Cross.
For the Jazz Crosstar, Honda quotes fuel consumption of 4.8 litres per 100 kilometres. In real world driving, I achieved a consistent 5/5.1 litres per 100 kilometres. Motor tax is €180 per year.
Honda Jazz Hybrid Price
- Elegance: €31,495
- Advance: €33,495
- Advance Sport: €34,950
- Crosstar: €34,950
Verdict: Is the Honda Jazz a good car to buy?
The Honda Jazz Hybrid continues to be one of the most practical and versatile small cars on sale in Ireland. While it may not have the visual appeal of some rivals, it excels in the areas that matter most to buyers: comfort, quality and efficiency.
The spacious cabin, versatile Magic Seats and generous rear legroom give it an advantage over many competitors, while the hybrid powertrain delivers impressive fuel economy without compromising much performance. It’s also refined on longer journeys and surprisingly enjoyable to drive on a twisty road.
The Jazz is not the cheapest small car on the market, but the high level of standard equipment and Honda's reputation for reliability help justify the price. The Crosstar adds a little more character and SUV-inspired styling, though all versions share the same strengths.
For buyers looking for a compact car that is economical, dependable and exceptionally practical, the Honda Jazz remains one of the very best choices in its class.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Nissan Micra Review (2026) | Price, Range and Real-World Driving Impressions
In this Nissan Micra review, Caroline tests the latest iteration of Nissan's much-loved small car, now fully electric for the very first time.
Nissan Micra Review Overview
The Nissan Micra has long been one of Ireland's favourite small cars and has a long, illustrious past with many different iterations over the years. The 2026 Nissan Micra is the sixth generation and breaks ground as the first ever, fully electric Micra. Sharing a platform and batteries with the Renault 5, the Micra has good provenance to take on the small electric car class but does it have enough distinction from its eponymous French cousin? Prices start from €25,995.
Pros
- Stylish looks
- Fun to drive
- Excellent interior tech
- Refinement
Cons
- Small boot
- Cramped rear legroom
- Not enough distinction from the Renault 5?
Which Nissan Micra trim should you buy?
The 2026 Nissan Micra is available in Ireland in three trim levels: Engage, Advance and Evolve. The 40kWh battery is reserved for the Engage, with up to 317 kilometres of range, which could work well if the car is strictly for city use. Advance models come with the choice of the 40kWh or 52kWh with up to 416 kilometres, which is likely to be the most desirable and practical option for Irish buyers. Top spec Evolve versions use the 52kWh battery only. All versions come with a heat pump as standard.
For anyone familiar with the new Renault 5, the similarities in the silhouette between the two are uncanny. Yet Nissan has bestowed unique character upon its small car with friendly circular headlights and matching rear lights. In fact it's a radical change in design from the previous Micra. It's much more stylish and there's also a completely different colour palette to the Renault 5.
All versions come with 18-inch wheels, however only the top grade get an alloy wheel design.
The mid-range Advance with the 52kWh battery is likely the sweet spot for price, range and equipment. It features adaptive cruise control, parking camera, 10-inch colour digital driver display, wireless smartphone charging and driving modes. Heated steering wheel and heated front seats can be added for just €400.
The top of the range Evolve adds 18-inch alloys, two-tone metallic paint finish, Sport interior, heated front seats and steering wheel, paddle shifters for regenerative braking and a Harmon Kardon sound system.
What's it like to drive in Ireland?
Much like the Renault 5 it shares so much with, there's a sophistication to how the Micra handles Irish roads. Features like multi-link rear suspension elevate the comfort and driving experience. It also handles well and the compact size makes it a joy to drive, particularly in town or tight city streets.
Out on bigger roads, it stays composed though it's in town where it really excels. It's head and shoulders above its predecessor, with a level of refinement that will be a delight for those looking for a quiet, zero-emissions driving experience.
Power outputs differ depending on which version you go for. The 40kWh has 122hp through the front wheels, while the 50kWh has a 150hp motor. It always feels nippy and responsive. Nissan's one-pedal drive mode is also a feature and top-spec versions get paddles behind the steering wheel to adjust the strength of regenerative braking.
Drive modes are also inherited from the Renault 5.
What is the real-world range of the Nissan Micra?
My average energy consumption was 14kWh per 100 kilometres while driving the Micra 52kWh. This points to a real-world range of 371 kilometres.
Charging the Nissan Micra
All versions come with 11kW AC charging. DC charging is up to 80kW for the 42kWh battery and up to 100kW for the 52kWh battery for a 15-80% charge in 30 minutes at a suitably rapid public EV charger.
Nissan Micra Interior & Practicality
Inside the Micra is very similar to the new Renault 5 in its basic design and technology. There are a few different colour schemes for the materials and upholsteries, but it's unfortunate that the brand did not try to reinvent it more. However, like the Renault 5, the basic hardware is good with dual 10.1-inch screens on all but the entry model. It also feels stylish and upmarket with soft-touch finishes and ambient lighting. Again, a massive improvement on its predecessor.
The touchscreen features in-built Google with access to apps such as Google Maps and Google Assistant that bring new levels of functionality to Nissan's small car and make journey planning in an EV much easier.
Otherwise, the Micra doesn't offer a huge amount of passenger space or amenities for those in the rear seat. Legroom is tight but there are Isofix points on the two outer seats, and the front passenger seat as a bonus.
The 326-litre boot is okay if you plan to travel light, though likely not big enough for family buyers. The rear seats can split fold 60:40 for more space.
The Micra also has handy vehicle-to-load capability to power other devices from the charge port with a special adaptor.
Nissan Micra Pricing for Ireland
- Engage (40kWh): €25,995
- Advance (40kWh/52kWh): €27,995/€30,995
- Evolve (52kWh): €32,995
Verdict: Nissan Micra
The new Nissan Micra successfully reinvents one of Ireland's best-known small cars for the electric age. With eye-catching styling, impressive technology and a polished driving experience, it feels more mature, refined and desirable than any Micra before it. Around town, its compact dimensions, responsive performance and comfortable ride make it particularly easy to live with, while the larger 52kWh battery in particular offers enough range to satisfy most buyers, particularly out of town.
However, the Micra's close relationship with the Renault 5 is both a strength and a weakness. While it benefits from excellent underpinnings and proven EV technology, it doesn't do quite enough to carve out a distinct identity of its own. Rear passenger space and boot capacity are also modest, and it's not cheap either, especially top spec models.
Nevertheless, for buyers seeking a stylish, efficient and enjoyable small electric car, the Micra deserves a place high on the shortlist.
Key facts
Model tested: Nissan Micra 52kWh Evolve
Price: €32,995
Battery: 52kWh lithium-ion
Power: 150hp
Motor tax: €120
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Toyota Aygo X Hybrid Review (2026) | Best Small Hybrid Car?
Read Caroline's Toyota Aygo X Hybrid review for everything you need to know about buying Toyota's small car in Ireland.
The Toyota Aygo X is the brand's smallest car currently on sale, slotting into the range below the popular Yaris Hybrid.
It offers buyers an affordable small car option with some SUV-style, hence the 'X' in the name, pronounced 'Cross'. And now Toyota's very own hybrid technology for the first time.
The new hybrid engine does wonders for the Aygo X in power and efficiency. But there's a threat from the numerous electric small cars hitting the market right now. So is the Toyota Aygo X still worth a look?
Toyota Aygo X Hybrid Review
Toyota Aygo X Design
Toyota has injected a lot of colour and character into the Aygo X to make it a fun small car. For 2026, the styling has been refreshed with a bolder front design and new headlights. The crossover-inspired design gets flared wheel arch cladding to add toughness and mini-SUV appeal to what is essentially a city car for nipping around in traffic. Measuring less than four metres in length, it's ideal for town and city, while the high driving position gives a great view out.
There are three trim levels for Ireland: Pulse, Design and GR Sport. 17-inch alloy wheels come as standard though LED headlamps only come on Design and above.
A range of bright colours is available including Tokyo Gold and a bi-colour roof that extends dramatically into the rear wings.
GR Sport versions get motorsport-inspired design features like unique badging, 18-inch alloy wheels, meshed upper front grille and a striking black bonnet.
Toyota Aygo X Interior
The Aygo X gets an equally fun interior. Quality remains strong and is a reminder of larger models like the Yaris Cross and Corolla. The centre console has also been redesigned to incorporate the hybrid's electronic parking brake and there's a larger driver display.
The size of the touchscreen has been upgraded with a 9-inch screen with wireless Apple CarPlay and wired Android Auto as standard. GR Sport versions upgrade that to 10.5-inch.
The synthetic leather finished steering wheel feels great quality and adds to the feel of being in a bigger car.
Standard features include a parking camera and automatic air conditioning. Design versions add power folding side mirrors, wireless smartphone charging, ambient lighting and push button start.
GR Sport versions get dual zone climate control, heated front seats and upgraded seat upholstery.
There are also loads of advanced driver assistance features like lane departure assist, road sign assist and adaptive cruise control.
Toyota Aygo X Practicality
The Aygo X has a 231-litre boot, which is on the small side though not uncommon in the city car class. It is well designed with some depth to it and a flat floor. The rear seats can also be let down, though they don't fold completely flat.
The Aygo X is a strict 4-seater. Again, not uncommon in the segment. However there is very little legroom compared to a Hyundai Inster. The door openings are not that wide either, so access is awkward. The pop-out windows feel cheap and dated now too. There are Isofix points on the two rear seats.
Driving the Toyota Aygo X Hybrid
The Aygo X Hybrid replaces the petrol engine from earlier versions. It shares the same 1.5-litre petrol hybrid as the Yaris Hybrid and Yaris Cross. It's a massive improvement in terms of power, refinement and of course fuel efficiency. The petrol Aygo X felt underpowered when faced with a hill but no such problems for the Aygo X Hybrid.
It has 116hp and feels much stronger and quieter than the outgoing model. 0-100kmh is 9.7 seconds but it's a massive improvement over the former 1.0 petrol Aygo X. It's responsive and refined, never getting too noisy thanks to better sound insulation.
Motor tax for this model is €180 per year. Fuel consumption is rated as low as 3.8 litres per 100 kilometres. which is possible to achieve in real world driving.
Otherwise the Aygo X Hybrid is great to drive. Suspension, brakes and steering have been updated to achieve a more engaging and responsive drive. A new advanced braking system now includes disc brakes on all four wheels. Steering control systems have been tuned for lighter feel and greater agility in city driving.
Comfort and refinement levels are good though it does get noisier in the cabin on larger roads out of town. Ride quality is generally good but it does get bumpier on rural roads.
But the best thing about the Aygo X Hybrid is that it's fun to drive in a way small cars usually are. GR Sport versions like the one tested get MacPherson front suspension with special tuning, which may make it better to drive. But it's certainly a car that exceeds expectations behind the wheel.
Toyota Aygo X Pricing
The Aygo X Hybrid is a better car than the previous 1.0-litre petrol, but the price has gone up. The Pulse starts from €24,520, the Design from €26,870 and the GR Sport from €30,870.
Verdict: Toyota Aygo X Hybrid
The 2026 Toyota Aygo X Hybrid is a big improvement for Toyota’s smallest car. The addition of the 1.5-litre hybrid engine transforms it from an underpowered city runabout into something far more capable, refined and efficient. It’s genuinely pleasant to drive both in town and on longer journeys, which wasn’t always the case with the old petrol-only version.
Compact dimensions, a raised driving position and light steering make it perfectly suited to city life, while the refreshed styling and colourful options give it character.
However, it’s not without compromises. Rear space is tight, the boot is small and it looks expensive in light of more affordable electric models coming to market.
Still, if you’re not ready to go electric and want a reliable, efficient and characterful small car, the Aygo X Hybrid is the best of the rest.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Leapmotor T03 Review
Read Caroline's Leapmotor T03 review for everything you need to know about buying Leapmotor's new electric city car in Ireland.
Leapmotor arrived in Ireland in 2025, a Chinese car brand backed by the Stellantis Group for its expansion into Europe. The brand is already building a significant dealer presence here, and showrooms will be well stocked over the coming months with several new models in the pipeline.
While the Leapmotor C10 and B10 look after the popular SUV market, it's the tiny T03 that sits at the lower end for buyers looking for a good value, small electric car.
The Leapmotor T03 is in showrooms now and starts from an attention-grabbing €18,950.
Let's take a closer look.
Design
2025 was really the year of the small electric car, with new entrants like the Dacia Spring, Hyundai Inster, BYD Dolphin Surf and the Citroen E-C3. The Leapmotor T03 joins them and while it won't win any beauty contests, it's dinky and cute in its own way. The overhangs front and rear are short, with the wheels pushed out to each corner. The wheels are tiny by today's standards, with narrow tyres and a standard 15-inch alloy. The headlights are halogen, though it does get LED daytime running lights. There's just one trim level called Style and four colours to choose from - blue, green, white and grey.
The small hatchback does not have a rear wiper, so water can collect on the rear window.
Leapmotor T03 Interior
The T03 has a simple interior and definitely feels like a small car from behind the wheel. The fit and finish is good with no squeaks or rattles during our test drive but it's not quite as salubrious feeling as a Hyundai Inster and the seats seem a bit flat and lacking support. Still, the ambience is generally better than that of the Dacia Spring. Standard features include a panoramic glass roof with blind, which is unusual for the city car class. Though I would prefer to see heated front seats and heated steering wheel, which are strangely absent from the spec.
There's also air conditioning, digital driver display and a touchscreen. But alas no Apple CarPlay or Android Auto connectivity yet! These are meant to arrive eventually as an over-the-air update. While the system does include Bluetooth and its own navigation, it's really missing the simplicity and slickness that these tools offer.
Other standard features include a reversing camera, cruise control and numerous safety aids like lane keep assist, the latter which can be quite aggressive and turning it off made for a more relaxed motorway drive.
There's also an electronic parking brake and push button start.
Practicality
The T03 is a proper city car so while it's brilliant for parking and nipping around, carrying passengers is not its forte. Space is tight in the back, even for children. It's also a strict four seater, but both seats do get Isofix points included. The Hyundai Inster also gets this four seat arrangement, but it does offer more legroom for rear seat passengers.
The boot is 210 litres, which is not huge but acceptable for a small car. The rear seat can be let down in one entire piece with no option for split folding.
Battery and range
The T03 uses a 37.3kWh LFP battery, which is good for a range up to 265km (WLTP). That's more than a Dacia Spring or entry level BYD Dolphin Surf (220km), but less than a Citroen E-C3 (320km), larger battery version of the Dolphin Surf (322km) and Hyundai Inster (327/360km).
Charging
The T03 offers AC charging up to 6.6kW. There's also DC fast charging possible, but only up to speeds of 45kW. Leapmotor gives a 30-80% charge time of 36 minutes, which indicates it's not the quickest to charge. However provided you can charge at home and don't plan to do much motorway driving, it should be okay.
Driving the Leapmotor T03
The T03 has 95hp, which goes through the front wheels. 0-100kmh is 12.7 seconds but it feels nippier in real world driving and there is no problem keeping up with traffic or joining motorways. More importantly, the 0-50kmh time is just 3.7 seconds. The electric motor does whine at low speeds, which is strange and not something you hear in most small electric cars these days.
There are a few different drive modes, however the car defaults to eco upon start-up and is how I drove it most of the time.
The energy consumption over my time driving was 16.3kWh per 100km, including some motorway driving. This indicates a real world range of about 221 kilometres. It is a car designed for urban use and that is where it excels. Out on bigger roads, it does get noisy and less comfortable.
In cold weather, the tyre pressure warning light did fire several times on start-up, but once the tyres warmed up, it stopped sounding an alert.
There is regenerative braking, but the effect of it is not that strong and falls short of a full one pedal drive mode, which would be ideal in a city car like this.
Every T03 is covered by a a six year vehicle warranty and eight years on the battery.
Leapmotor T03 Price
The T03 is available from €18,950. By comparison the Dacia Spring is available from €14,490, the BYD Dolphin Surf from €17,985, the Hyundai Inster from €19,590 and the Citroen E-C3 from €23,900.
Verdict
The Leapmotor T03 does a lot right on paper and will undoubtedly tempt buyers with its sharp pricing and features. It’s easy to drive, cheap to run and genuinely well suited to urban life, where its compact dimensions and punchy low-speed performance come into their own.
However, the T03 is entering an increasingly competitive segment, and that works against it. Rivals like the Hyundai Inster and BYD Dolphin feel more polished and offer greater range and comfort for not a huge jump in price.
If your driving is mostly short, urban journeys and you want a simple, affordable electric car, the T03 will make sense. But taken as a complete package, it struggles to truly shine when stacked up against some very strong alternatives.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Renault 4 Review (2026) | Price, Range, Specs and Verdict
Read Caroline's Renault 4 review for everything you need to know about buying Renault's new electric crossover in Ireland.
Renault is welcoming a new generation of icons back to the fold with the launch of the Renault 5 and the Renault 4. Both tap into Renault's illustrious past in building iconic compact cars that were the staples of both European and Irish roads for decades.
The Renault 5 made a huge splash when it launched in 2025, securing the Irish Car of the Year title among many other awards, and now it's the turn of the larger and arguably more useful Renault 4 remake.
It hit Irish roads in late 2025, and its larger footprint offers buyers more space and practicality than the diminutive 5. But still bundles of charm, with quirky retro-inspired looks and the choice of two battery sizes.
Let's take a closer look.
Renault 4 Design
The new Renault 4 has chunky crossover looks and is just over four metres in length, sitting between the Clio and Captur. Renault has bestowed it with plenty of character inspired by the original. This can be seen in the quirky headlights and grille, now surrounded by a thin line of LED light for a modern appearance. The chunky bonnet features two vents like the original and the squared-off wheel arches give it a lot of attitude. The three-segment rear lights have a quaint retro vibe and the overall stance of the car does hark back to the classic Renault 4. It's a brilliant design and looks chic just about everywhere.
What trim lines are available for the Renault 4?
In Ireland there are three: Evolution, Techno and Iconic. The standard wheel is an 18-inch steelie, while both the Techno and Iconic come with their own more attractive 18-inch alloy wheel design.
Single or two-tone paint options are available. There is even the option for a black painted bonnet. From summer 2026, buyers can tick the 'plein sud' option that adds a folding electric canvas roof.
Renault 4 Interior
Inside the Renault 4 is a brilliant mix of modern technology but also nice retro finishes like the upholsteries that do hark back to the 60's original. In the Iconic version, this is a stylish grey houndstooth pattern. The roof is also embellished with a special retro-inspired design. It's a car with plenty of character and design flair, making it one of the best interiors in the segment. The fit and finish is also very good.
Infotainment is looked after by a digital driver display and touchscreen that uses an excellent Google operating system on all but the entry level model.
There are a few quirks however. For a start, the area around the steering wheel is quite crowded with levers and stalks, which does make it clumsy at times to use. There's also no P option on the gear selector, which seems like a strange omission. The resolution of the reversing camera is not amazing either.
The Iconic model is definitely worth the extra spend as it includes heated steering wheel and heated front seats. They all come with cruise control, parking camera, automatic climate control and wireless Apple CarPlay/Android Auto. The mid-range Iconic adds things like the larger digital driver display, Google services, adaptive cruise control and wireless smartphone charging.
Renault 4 Practicality
Though built on the same platform, the Renault 4 sits on a longer wheelbase than the Renault 5. There's a much bigger boot of 420 litres that compares well to rivals like the Ford Puma and Peugeot 2008. It's very practical with a wide opening and exceptionally low loading sill. There's no spare wheel included but there is some underfloor storage and top spec models get a powered bootlid.
The back feels less cramped than the Renault 5 but is still more suited to children than adults. There are Isofix points on the two outer seats and even the front passenger seat.
Renault 4 Battery and range
There are two battery options available though that's linked to trim level. Entry-level Evolution models come with a 40kWh battery producing 120hp and around 300km of range. Techno and Iconic are available with a larger 52kWh battery that powers a 150hp electric motor and delivers up to 410km of driving range (WLTP), making it more useful overall.
Driving the Renault 4
On the road the Renault 4 immediately feels like one of the more premium offerings in the small SUV segment. The ride quality is excellent for a small car thanks to a multi-link rear suspension, while the sound insulation makes for an extremely quiet cabin.
The handling is good, with the Renault 4 turning well into corners. However, there's not a huge amount of feel to the steering so it's not quite as fun to drive as a Mini Aceman or Ford Puma Gen-E. But it beats both for ride comfort.
Renault has also introduced paddles for the regenerative braking behind the steering wheel, which are very simple to use. On full strength, it turns into a one pedal drive mode.
There are a few drive modes included also, but I found the Comfort mode met most of my needs. There's 150hp available, with 0-100kmh in 9 seconds, but it's very smooth and responsive to drive overall.
What's the range of the Renault 4?
Like most of its rivals, the real world range is more modest than what the WLTP figures might suggest. I was driving the larger 52kWh battery version and here was my experience. Efficiency is okay, but I averaged 18.9kWh per 100 kilometres overall, which translates to real world range of about 275 kilometres during my cold weather test in December. This is a lot less than the WLTP figure for this battery (410km). Granted this did include some high speed motorway driving and consumption would likely improve in warmer weather. The Renault 4 is more efficient at speeds below 80km/h.
Again, it's a car built for purpose as a small urban runaround that will work best for those who mostly charge at home and don't do frequent motorway trips. The Renault 4 is no different to its rivals in this respect, like the Jeep Avenger, Ford Puma Gen-E and the Mini Aceman.
Renault 4 Charging
11kW AC charging is included as standard. DC fast charging is up to 100kW, which is quite standard for this size of car. It allows a 15–80% top-up in around 30 minutes. The 40kWh battery version reduces the DC charge rate to 80kW.
It also has vehicle to load capability so you can power other devices from the charge port using a special adaptor.
Renault 4 Price in Ireland
The range starts at €27,995 for the 40kWh battery in the entry level Evolution trim. Of more interest to Irish buyers will be the 52kWh battery that starts from €30,995 in the Evolution trim, from €32,995 in the Techno and from €34,995 for the Iconic like the model tested for this review.
Renault 4 Video Review
https://youtu.be/qXnV6DBX7fs?si=WM-IvOTL9zqvd5xt
Renault 4 Verdict
The new Renault 4 feels like a very well-judged addition to Renault’s rapidly expanding electric line-up. It takes the charm and character that made the Renault 5 such a hit, wraps it in a more practical and versatile package, and delivers a small crossover that’s already one of the best of its kind. It’s comfortable and refined with one of the nicest interiors in the segment and a boot that makes it far more usable than many of its rivals.
While real-world range in my experience falls short of the official WLTP figures, this is a familiar compromise among rivals like the Ford Puma Gen-E and the Mini Aceman. But as a small, urban crossover or maybe a second car for a family, the Renault 4 is an absolute delight and one of best small electric SUVs on sale.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
BYD Dolphin Surf Review | Best Budget Electric Small Car?
Read Caroline's BYD Dolphin Surf review for all you need to know about buying BYD's electric city car in Ireland.
BYD goes from strength to strength in the Irish market thanks to an expanding model range that now includes six models.
The latest to arrive is the Dolphin Surf, which also happens to be the smallest. BYD's new electric city car is priced from just €17,985, making it one of the most affordable small cars on sale right now.
Let's take a closer look.
Design
The newcomer is definitely not boring. The designers have managed to avoid the boxy look that plagues some small cars. Instead a punchy design that is showed off to best effect in lime green. There are three other colours to choose from: black, white and blue. The Dolphin Surf has been affectionately referred to as 'the baby Lambo' and it's not hard to see why, with it's dramatic styling, large rear spoiler and plunging nose. It also gets a light bar at the rear, which is quite special for a small car.
LED daytime running lights come as standard across the range, though full LED headlights are only reserved for the top spec Comfort. 15-inch steel wheels come as standard on the Active, while the Boost and Comfort get 16-inch alloys.
BYD Dolphin Surf Interior
Inside is a little more demure. The colour scheme is black and grey, and the Dolphin Surf gives a good impression of being sturdy and well-appointed. There is a digital driver display similar to other BYD models and the brand's now signature rotating touchscreen with wireless Apple CarPlay and Android Auto. It's a good size for a compact car and has lots of features inside so it's anything but basic. Underneath there is a row of shortcut buttons, but most of the features will require touch control to adjust things like the climate control.
Standard equipment includes synthetic leather seats and steering wheel, keyless entry, parking camera, climate control, adaptive cruise control and many safety features.
The Comfort model on test included extras like heated front seats with power adjustment for the driver and a 360-degree camera.
Practicality
The Dolphin Surf is a strict four seater and adults should be fine to sit in the back from time to time. BYD has also cleverly included three Isofix points: one on the front passenger seat and each of the rear seats. The boot is a modest size at 308 litres but generally compares well to rivals like the Citroen E-C3 and the Hyundai Inster. It also cleverly has tidy underfloor storage for the charging cables, which keeps them off the boot floor. The rear seats can also be let down easily for more space.
Battery and range
The Dolphin Surf uses BYD's LFP 'blade battery'. Range figures vary depending on which model you go for. The entry level Active uses a 30kWh battery with range up to just 220 kilometres. Likely to be of more interest will be the 43.2kWh battery with up to 322 kilometres in the Boost model and up to 310 kilometres in the Comfort.
Charging
All versions have 11kW AC charging capability and vehicle to load charging to power other devices and appliances. DC fast charging rates vary: 65kW in the smaller battery Active or 85kW in the larger battery versions. But charging from 10-80% should take about 30 minutes.
Driving the Dolphin Surf
On the road the Dolphin Surf feels sturdy and sprightly. Not surprising considering my Comfort test model has a 156hp electric motor powering the front wheels. Quite a lot for a small car and it proves to be nippy and responsive - 0-100km/h in 9.1 seconds - and well able to keep up with traffic on motorways should you find yourself on one. The Active and Boost versions have a more modest 88hp.There are a few drive modes to choose from including eco, normal, sport and snow.
BYD quote consumption of 16kWh per 100 kilometres for the Comfort model and that's easy to replicate in real world driving.
The Dolphin Surf is designed for the city but is fine on the motorway, though it does get noisier in the cabin at high speeds. It's generally comfortable for a small car though feels bumpier on poorly surfaced rural roads. Otherwise it's respectable good fun to drive, with predictable steering and good body control through bends.
The driver's seat is perhaps set a little high as even in its lowest position, I felt I would have liked to have been able to lower it a bit more.
BYD Dolphin Surf Price
The Dolphin Surf Active is available from €17,985 with up to 220 kilometre range. The Boost is available from €22,230 with up to 322 kilometres range. The range-topping Comfort with the most powerful electric motor is available from €24,113 with up to 310 kilometres of range.
Verdict
The BYD Dolphin Surf is a very convincing small car, particularly in the range-topping Comfort trim tested here. The combination of power and range make it good to drive, while the level of features included makes it a nice package overall. With funky styling and fun interior, the Dolphin Surf manages to stand out and carve its own niche among a new generation of small electric cars.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Ford Puma Gen-E Review | Practical & Fun Small Electric SUV
Read Caroline's Ford Puma Gen-E review for everything you need to know about buying Ford's new electric Puma in Ireland.
The Ford Puma has been a big success story in Ireland since its arrival in 2020. Styled as a trendy compact crossover, it's the brand’s bestseller.
Now Ford is expanding the range with the new Puma Gen-E, the first full electric version of the popular crossover that will be sold alongside the petrol Puma.
It's part of a growing move to electrification within Ford's line-up, including the Explorer, Capri and the Mustang Mach-E. But being compact and electric is definitely a plus, with pricing starting from €32,916.
That puts it up against key rivals like the Peugeot e-2008, Jeep Avenger and the upcoming Renault 4.
Design
Styling remains one of the Puma’s strongest assets and Ford hasn’t messed with the winning formula. The Gen-E keeps the sporty stance and sleek styling of the petrol version. There are a few subtle tweaks like the closed-off grille and more aerodynamically styled front and rear bumpers.
Premium versions add smart matrix LED headlights with a claw-like signature and larger 18-inch alloy wheels (17-inch on Select). Six paint options are offered, including the eye-catching Solar Silver seen here.
Ford Puma Gen-E Interior
Ford updated the Puma’s cabin last year as part of a facelift and the Gen-E benefits from all the improvements. There’s a new digital driver display and a large central touchscreen with wireless Apple CarPlay and Android Auto. Ventilation controls now sit within the screen, with just a few buttons below to select the drive modes for instance.
The steering wheel is quite large and square for the car, but through it you’ll see the digital cluster. Gear selection is now handled by a stalk to the right of the steering wheel, while there's also more storage under the centre console.
The Puma Gen-E comes well equipped with even Select versions getting a wireless smartphone charger, cruise control and reversing camera. Premium versions feel a bit posher inside with synthetic leather and suede-effect seats and a B&O sound system.
Practicality
The Puma has always been a compact crossover, and while the front is spacious, the rear is a little tighter - especially with a slightly higher floor in the Gen-E to accommodate the battery. Still, there are useful features like two USB-C ports, pockets in the back of the front seats and Isofix on the two outer seats.
Boot space is where the Puma Gen-E really makes a statement. The petrol Puma was known for its clever “Megabox” storage under the boot floor, but the Gen-E introduces the even bigger Gigabox - but no spare wheel. Premium models add a handy powered tailgate.
What is the range of the Ford Puma Gen-E?
The Puma Gen-E uses a 43 kWh (usable) lithium-ion battery, delivering a WLTP range of up to 376 km for Select models, or 363 km for the Premium due to its larger wheels.
Driving the electric Puma
Performance is respectable for a front wheel drive crossover, with 168hp on tap and 0–100 km/h in 8 seconds. Acceleration feels more muted in Eco and Normal modes, but Sport mode livens things up. There's also the option of complete one-pedal driving and this is controlled via a menu in the touchscreen.
Like the petrol Puma, the Gen-E is great fun to drive and really has character to it. It does ride a little firm, particularly on the optional 19-inch alloys on my test car and it is not the quietist cabin at speed, but there is still plenty to endear drivers to this car.
The Puma Gen-E isn’t built on a bespoke EV platform, but that doesn’t stop it from being impressively efficient, with consumption as low as 13.1 kWh/100 km (Select) or 13.7 kWh (Premium). However on high speed motorway runs or more challenging uphill routes, consumption did rise during my test drive to 16/17kWh per 100 kilometres.
Charging
Charging is competitive for this class, with 100 kW DC capability allowing a 10–80% top-up in around 24 minutes, or 11 kW AC charging for home use. However, there’s no heat pump, which could affect winter efficiency.
Ford Puma Gen-E Video Review
Ford Puma Gen-E price
In Ireland, the Ford Puma Gen-E is priced to compete closely with the petrol version, making the switch to electric more attainable. Prices start from €32,916 for the Select trim, rising to €35,718 for the Premium tested here.
Verdict
The new Ford Puma Gen-E brings electric power to one of Ireland’s favourite crossovers. It doesn’t have the biggest battery or the longest range, but it fights back with its cute styling and effervescent, fun to drive feeling. If you do most of your driving in town and suburbia, and can charge at home, it will be much cheaper to run than the petrol while keeping all the good stuff like the big boot, modern cabin and fun driving dynamics.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Renault 5 Review | Tested on Irish roads
Read Caroline's Renault 5 review for everything you need to know about buying Renault's chic new electric car in Ireland in 2025.
The Renault 5 is one of the hottest cars to arrive in Ireland in some time. It marks a new chapter for Renault in small electric cars - the brand that brought us the pioneering Renault Zoe all those years ago.
But the 5 leans into Renault's extensive back catalogue of icons and gets an electric makeover for the 21st century with an all-new bespoke EV platform, traffic-stopping style and a retro-feeling cabin that truly charms.
There are two battery options and the new Renault 5 goes on sale priced from €25,995.
Let's take a closer look.
Design
Inspired by the original chic French city car that first debuted in 1972, the 2025 Renault 5 brings all its retro charm but with a modern twist that's completely on point. It's hard not to be immediately enamoured by it. It's friendly face will remind you of the original but with a few quirks like the playfully-designed headlights that 'wink' as you open the car, and the display on the bonnet that flashes a visual estimate of the amount of charge in the battery as you approach it.
Then there's the colour palette. Renault hasn't held back with the vibrant Pop Yellow and Pop Green, as well as Midnight Blue, Arctic White and Diamond Black. Bi-tone versions are available and come with a different colour roof. Special decals are also available for the roof and front doors for even more personalisation.
There are three trim levels for Ireland: Evolution, Techno and Iconic. The Evolution sits on 18-inch steel wheels, while Techno and Iconic come with 18-inch alloys with a unique design for each trim level.
Renault 5 Interior
The 5 has a retro-inspired interior with quirky material finishes and fabric upholsteries that differ depending on the trim level. For example the mid range Techno has a sort of blue denim-like fabric, while the Iconic gets a grey and yellow fabric finish trimmed with black synthetic leather that enhances the retro vibes.
There's plenty of modern tech like a digital driver display and 10.1-inch touchscreen with wireless smartphone connectivity. Opt for the Techno or Iconic and the system also includes in-built Google, with clever apps like Google Maps and Google Assistant at your fingertips.
There are some quirks however like the bewildering array of stalks to the right hand side of the steering wheel. And no P for park on the gear selector like in most automatics.
The cabin is cosy and driver-focused, but some drivers might prefer the more spacious, open feel of a Hyundai Inster for example.
Standard features include wireless smartphone charging. Techno adds a parking camera. Iconic versions are loaded up with niceties like heated steering wheel, heated front seats and adaptive cruise control.
Practicality
The 5 is a small car but has a respectable 326 litres of boot space, which compares well to rivals like the Hyundai Inster and Peugeot E-208. It is quite small in the back for passengers so legroom will be tight for anyone other than small children. An Inster is more accommodating in this regard.
On the plus side, there are three Isofix points: on the front passenger seat and the outer two seats in the back.
What is the range of the Renault 5?
There are two lithium-ion battery options available. The 40kWh offers a WLTP range of up to 300 kilometres, while the 52kWh offers up to 410 kilometres.
In real world driving during my summer test, I noted average consumption of 13.6 kWh per 100 kilometres, which bodes well for real world range.
Driving the Renault 5
The Renault 5 is a front wheel drive small car no matter which battery you go for. Where they differ is in the range they offer, but also the power on tap. The 40kWh uses a 120hp motor, while the larger 52kWh uses a more powerful 150hp motor.
On the road, the 5 feels swift and responsive to drive like most small electric cars. There's up to 245Nm of torque and 0-100 in 8 seconds. Its compact dimensions make it ideal for nipping through traffic, manoeuvring around car parks and parking in small spaces.
The steering is light and there's not a huge amount of feedback, but it's still moderately good fun to drive once the roads get a little twistier. However, it does feel more unsettled over poorer surfaces on rural roads.
Motorway driving is surprisingly refined for such a small vehicle, with a comfortable ride and good noise insulation.
Charging
The Renault 5 can charge at up to 11 kW AC but can also avail of faster DC charging. However the maximum rate does differ depending on model chosen. The 52kWh has the fastest 100 kW DC rate, but no matter which version you go for you're good for a 15-80% in 30 minutes at a suitably rapid public EV charger.
Vehicle to load charging is also possible with a special adaptor for the charging port to power other household devices.
Renault 5 Price
The Renault 5 40kWh starts from €25,995 in Evolution trim, from €27,995 for the Techno and from €29,995 for the Iconic. Opt for the 52kWh battery and you will immediately find yourself in a mid-spec Techno priced from €30,995 or the top of the range Iconic from €32,995.
Is the Renault 5 a good car?
With its eye-catching design and smart electric engineering, the Renault 5 stands out as one of the most exciting small EVs to hit Irish roads in 2025. It's not without its quirks and space limitations, but utterly adorable all the same.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year
Dacia Spring Review (2025)
Read Caroline's Dacia Spring review for everything you need to know about Dacia's new electric city car.
The Dacia Spring first came to market in Europe in 2021, with over 150,000 registered since then. This year it's available in Ireland for the very first time, coinciding with Dacia now manufacturing it in right hand drive.
The Spring was Dacia's first ever electric vehicle and joins the range alongside the bestselling Sandero, Duster, Jogger and soon to arrive Bigster.
Its arrival has been eagerly anticipated thanks to a promising sticker price from just €16,990, making it the most affordable electric car on sale...indeed any car. The Spring is all about simplicity and affordability so is it a good option if you're looking for a small electric car?
Let's take a closer look.
Design
The Spring has a cheeky, robust look to it, emphasised by high ground clearance and lashings of protective cladding. It gets the new face of the Dacia brand with Y-shaped lighting at the front and rear, and LED daytime running lights come as standard.
There are two versions for Ireland, the Expression and the Extreme, the latter which is the most bling of the range with copper coloured wing mirror caps, black finished 15-inch steel wheels and 'urban-inspired' front and rear bumpers with mesmerising decals.
At just 3.7 metres, it is a perfect size for parking in tight spaces or traversing narrow city streets and country lanes.
There are six colours to choose from: Brick Red, Safari Beige, Lightning Grey, Khaki Green, Stonewash Blue and Polar White. The Expression 45hp comes with 14-inch steel wheels and 15-inch steel wheels on the 65hp version.
Dacia Spring Interior
For a budget car, the Spring does a good job of feeling well-equipped, particularly if you're willing to fork out a little bit extra to get the Extreme model that comes with a parking camera and 10-inch touchscreen with navigation and wireless Apple CarPlay/Android Auto. The Extreme also has more copper detail inside, as well as sturdy, rubber floor mats, and door sills with unique ‘topographic lines’ design.
Even the entry Expression model gets a 7-inch digital driver display that's customisable but there's no touchscreen. However, you can connect your phone to the free Dacia Media Control app and control media and calls that way. Other standard features include cruise control, steering wheel mounted controls, central locking with remote control, electric front windows, rear parking sensors, 12V socket, USB port and manual air conditioning.
There's also a short stubby gear selector and a manual handbrake. Starting the 'ignition' with a key is quite a quaint feature these days!
There are plenty of hard plastics about the cabin but they don't feel out of place. Harder to ignore is the flimsy feeling to the closing of the doors and boot. The cabin space is rather tight up front and there's no height adjustment for the driver's seat. The steering wheel can only be adjusted for height, not reach.
Driver assistance features used to be sparse on Dacias but even the Spring now comes with emergency braking, traffic sign recognition with speed alert, rear park assist, emergency stop signal, lane change alert, lane keep assist, driver attention warning, and emergency call.
Practicality
The Spring has a 308-litre boot, which is not bad for a city car and larger than what you will find in the back of a Fiat 500e. You can also let down the rear seat in one complete piece. There's also the option to have a storage tray fitted under the bonnet.
Space in the back is very tight, with not much legroom at all, even behind an average-sized adult.
What is the range of the Dacia Spring?
The Spring comes with a 26.8kWh lithium-ion battery and is available with either 45hp or 65hp motor driving the front wheels. The range is officially up to 225 kilometres (WLTP). When the battery was fully charged 'in real life', it displayed about 190 kilometres.
It's very efficient however, owing to its lightweight design. My average consumption over a week of driving was just 10.2 kWh per 100 kilometres.
Driving the Dacia Spring
The Spring is light by design, weighing less than one tonne, and is available with 45hp or 65hp. I tested the 65hp version and while it can feel slow when joining a motorway, otherwise it's sprightly enough around town and responsive to drive. You can select the B mode from the tiny gear selector between the two front seats and that will increase the strength of regenerative braking.
The wheels are tiny, the steering is light, a combination that would put you off cornering at any great speed. But driven at a more sedate pace and it's not such an issue.
However as you pick up speed, for example out of town or even if you're brave enough for a motorway stint, things start to unravel quickly. The ride quality is choppy and harsh, even going over ramps in town. It also gets uncomfortably loud in the cabin at high speeds.
Charging
The Spring is designed for the city but should you find yourself taking a longer trip out of town, the Spring can support CCS charging at a modest 30kW. Though that's only if you opt for the more expensive Extreme trim. It's going to take about 45 minutes to get from 20-80%, so be prepared to wait.
Home charging is likely to be the most popular option for the Spring. With a 7kW wallbox installed, it's possible to charge the Spring to full in just under 5 hours or in 13.5 hours from a three point socket.
Extreme comes with access to the Dacia app to schedule charging or activate cabin pre-heating/air con remotely. Vehicle to load charging is also possible whereby you can power other devices from the charge socket with a special adaptor.
How much is the Dacia Spring in Ireland?
The Spring is available from €16,990 with the 45hp motor in Expression trim. Opt for the same version with the 65hp motor, and the price is €18,790. The Extreme 65hp is available from €19,990.
Verdict
The Dacia Spring's arrival has been eagerly anticipated as demand has increased for electric cars without prohibitive sticker prices. Now it's here, perhaps a little bit on the late side. It no longer has this market to itself because of the likes of the new Hyundai Inster and Citroen E-C3.
For Dacia in Ireland, it's a big milestone as its first electric car to market. Its biggest competition may come internally from the Sandero supermini, which has become a real hit on the Irish market and is priced in the region of the Spring 65hp.
The Spring has lots of character and attitude, but it's not without compromises when it comes to the range, charging, passenger space, but also the comfort it can offer driver and passengers.
Undoubtedly a milestone car that's not the panacea of small electric cars but likable in its own way.
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Written by Caroline Kidd
Founder and Editor of Changing Lanes, Juror for Irish Car of the Year