Compare the best self-charging hybrid cars
High quality self-charging hybrids from rated and reviewed dealers
Last updated February 19, 2025 by
Neil Briscoe
The best self-charging hybrid cars in 2025: 10 models perfect for commuting and family life
Hybrid cars were first created — mostly by Toyota and Honda — back in the 1990s as an answer to rising fuel prices and air pollution, and the best hybrid cars still fit this brief today. By making a smaller, more economical engine and bolting it to an electric motor, you could save lots of money on your fuel costs while still having the performance that you needed.
The original Toyota Prius and Honda Insight, geeky cars though they were, have now evolved into a species of car that’s becoming dominant, and stealing sales from conventional diesel and petrol models – as well as being an excellent bridge to fully electric cars. Those original hybrids were slow and not much fun to drive, but you can’t say that about the latest crop of hybrid-engined cars — below, our expert reviews team has pulled together the best of the best.
It’s little wonder that buyers increasingly love hybrids, as not only can they help you save fuel, they can also bring down your CO2 emissions, which means family car buyers love them for their economy and company car buyers love their lower tax rates.
Here’s our rundown of the best self-charging hybrid-engined models (we've ranked plug-in hybrid models separately).
2025
Car of the Year Award
What's good
What’s not so good
Best for: having lots of seats
It surely can’t be in question that the big Land Rover was on the minds of Hyundai’s design team when the current Santa Fe was cooked-up? The blocky, chunky lines make this the squarest family car since Volvos of old, but the Santa Fe looks great thanks to sharp detailing around the lights.
That boxy body also means that there’s tonnes of space inside, and seats for seven. The extra seats aren’t just for kids, either — real actual adults can sit back there, and there’s loads of storage space for cups, bottles, iPads and more. Fold down the back seats and there’s a whopping 725-litre boot, too.
Surprisingly, given that from some angles the Santa Fe looks like a tower block that’s been tipped on its side and given wheels, the hybrid engine is a mere 1.6 litres. Thankfully, there’s a 41kW electric motor built into the six-speed automatic gearbox, which brings the power up to a decent 215bhp. Even so, the Santa Fe takes a leisurely 9.6 seconds to hit 62mph, so don’t go taking on any traffic light races.
More importantly, it’s economical, able to hit 43mpg in daily driving, which isn’t bad for something this chunky. The Santa Fe can also haul up to 1,110kg on a trailer, which is handy.
To drive, the Santa Fe feels every bit as big and chunky as it looks, but rather like the Land Rover Defender, that’s not necessarily a bad thing — it’s a car in which you sit back, relax, and let the hybrid system take the strain, and don’t bother trying to drive it too quickly. It’s comfortable over bumps, which helps with the whole relaxation thing. The Santa Fe is a hybrid that you can fill with kids and luggage, and still not feel stressed while driving it.
It surely can’t be in question that the big Land Rover was on the minds of Hyundai’s design team when the current Santa Fe was cooked-up? The blocky, chunky lines make this the squarest family car since Volvos of old, but the Santa Fe looks great thanks to sharp detailing around the lights.
That boxy body also means that there’s tonnes of space inside, and seats for seven. The extra seats aren’t just for kids, either — real actual adults can sit back there, and there’s loads of storage space for cups, bottles, iPads and more. Fold down the back seats and there’s a whopping 725-litre boot, too.
Surprisingly, given that from some angles the Santa Fe looks like a tower block that’s been tipped on its side and given wheels, the hybrid engine is a mere 1.6 litres. Thankfully, there’s a 41kW electric motor built into the six-speed automatic gearbox, which brings the power up to a decent 215bhp. Even so, the Santa Fe takes a leisurely 9.6 seconds to hit 62mph, so don’t go taking on any traffic light races.
More importantly, it’s economical, able to hit 43mpg in daily driving, which isn’t bad for something this chunky. The Santa Fe can also haul up to 1,110kg on a trailer, which is handy.
To drive, the Santa Fe feels every bit as big and chunky as it looks, but rather like the Land Rover Defender, that’s not necessarily a bad thing — it’s a car in which you sit back, relax, and let the hybrid system take the strain, and don’t bother trying to drive it too quickly. It’s comfortable over bumps, which helps with the whole relaxation thing. The Santa Fe is a hybrid that you can fill with kids and luggage, and still not feel stressed while driving it.
Best for: sticking to your budget
The latest Dacia Duster does a lot of stuff that the old Dacia Duster couldn’t do. For a start, it comes with hybrid power, using the same 1.6-litre petrol engine and insanely complicated gearbox that you’ll find in the Jogger Hybrid and in Renault’s own Captur Hybrid.
Most of all, though, the Duster now looks as if it’s been actually designed as a car — the older versions sort of looked as if Dacia just put some body panels together in the vague shape of a car and thought ‘yep, that’ll do…” Now, though, the Duster has glowering headlights and cunning brake lights that look smart but which don’t extend into the tailgate. Why? Because that would cost more thanks to all the extra wiring.
It might look sharp, but this is still a Dacia and that still means rigorous cost control, but not in a bad way. Take a look at the cabin — everything is made of the cheapest grade of plastic you can imagine, but whereas Dacia of old would have just left it looking cheap and dreary, modern Dacia adds in some moulded textures to the plastic, and chucks in a bit of colour and contrast, so the whole thing looks much smarter and you don’t feel as if you’re driving around in a recycled mop bucket.
The 1.6-litre hybrid engine is a good ‘un, as it has 140hp, which is more than enough to shift the Duster’s surprising heft around. The complicated gearbox makes some odd noises from time to time, but the upside is the potential for fuel economy of 55mpg.
As always, the Duster is hugely practical too, with a 517-litre boot and if the back seats aren’t the roomiest, then at least there’s just enough space for four adults to fit.
To drive, the Duster is still pretty basic — light steering and lots of body roll — but it’s a no-nonsense hybrid car that gets on with the job and never leaves you feeling unsatisfied.
The latest Dacia Duster does a lot of stuff that the old Dacia Duster couldn’t do. For a start, it comes with hybrid power, using the same 1.6-litre petrol engine and insanely complicated gearbox that you’ll find in the Jogger Hybrid and in Renault’s own Captur Hybrid.
Most of all, though, the Duster now looks as if it’s been actually designed as a car — the older versions sort of looked as if Dacia just put some body panels together in the vague shape of a car and thought ‘yep, that’ll do…” Now, though, the Duster has glowering headlights and cunning brake lights that look smart but which don’t extend into the tailgate. Why? Because that would cost more thanks to all the extra wiring.
It might look sharp, but this is still a Dacia and that still means rigorous cost control, but not in a bad way. Take a look at the cabin — everything is made of the cheapest grade of plastic you can imagine, but whereas Dacia of old would have just left it looking cheap and dreary, modern Dacia adds in some moulded textures to the plastic, and chucks in a bit of colour and contrast, so the whole thing looks much smarter and you don’t feel as if you’re driving around in a recycled mop bucket.
The 1.6-litre hybrid engine is a good ‘un, as it has 140hp, which is more than enough to shift the Duster’s surprising heft around. The complicated gearbox makes some odd noises from time to time, but the upside is the potential for fuel economy of 55mpg.
As always, the Duster is hugely practical too, with a 517-litre boot and if the back seats aren’t the roomiest, then at least there’s just enough space for four adults to fit.
To drive, the Duster is still pretty basic — light steering and lots of body roll — but it’s a no-nonsense hybrid car that gets on with the job and never leaves you feeling unsatisfied.
2025
Urban Living Award
What's good
What’s not so good
Best for: fuel economy
You think that the Toyota Yaris Cross is a dinky little thing, until you remember that it’s actually the same size as a 1990s Toyota RAV4, and it has a boot bigger than a Volkswagen Golf. Yes, it’s based on the same basic bits and pieces as the tiny Yaris hatchback — hence the name — but the Yaris Cross is a car that’s just big enough for a growing family.
Given that growing families have big bills to pay, it also helps that the Yaris Cross has exceptional fuel economy. You can choose from either 116hp or 130hp versions of the same 1.5-litre petrol engine with hybrid battery assistance, but they’re both incredibly averse to forecourts (don’t be expecting to rack up the Nectar points…). In fact, driven with a touch of gentleness, a Yaris Cross can easily cross the 60mpg barrier, although the official 56mpg figure is a more accurate idea of what you’ll get on average and it’s easy to put 500 miles on the clock without needing to refuel.
In spite of its chunky shape, there’s no four-wheel drive option for the Yaris Cross, but that’s not a problem — really this is a school-run-and-weekly-shop special, not a proper 4x4 for pounding up muddy lanes.
That said, the Yaris Cross is actually pretty good fun to drive. It doesn’t weigh much by modern standards and the steering is actually quite sharp. The ride can be a bit firm around town, especially on the optional 18-inch alloy wheels, but for the most part it’s comfy enough, and the cabin is well-made, if a little bit plastic-y.
The big touchscreen works well enough, and thankfully Toyota is one of those car makers which are sensible enough to stick with physical buttons for the heating and air conditioning. You can, if you like, spec a Yaris Cross up with a GR Sport package which makes it look sporty and chunky, almost like a high-end Nike running shoe.
You think that the Toyota Yaris Cross is a dinky little thing, until you remember that it’s actually the same size as a 1990s Toyota RAV4, and it has a boot bigger than a Volkswagen Golf. Yes, it’s based on the same basic bits and pieces as the tiny Yaris hatchback — hence the name — but the Yaris Cross is a car that’s just big enough for a growing family.
Given that growing families have big bills to pay, it also helps that the Yaris Cross has exceptional fuel economy. You can choose from either 116hp or 130hp versions of the same 1.5-litre petrol engine with hybrid battery assistance, but they’re both incredibly averse to forecourts (don’t be expecting to rack up the Nectar points…). In fact, driven with a touch of gentleness, a Yaris Cross can easily cross the 60mpg barrier, although the official 56mpg figure is a more accurate idea of what you’ll get on average and it’s easy to put 500 miles on the clock without needing to refuel.
In spite of its chunky shape, there’s no four-wheel drive option for the Yaris Cross, but that’s not a problem — really this is a school-run-and-weekly-shop special, not a proper 4x4 for pounding up muddy lanes.
That said, the Yaris Cross is actually pretty good fun to drive. It doesn’t weigh much by modern standards and the steering is actually quite sharp. The ride can be a bit firm around town, especially on the optional 18-inch alloy wheels, but for the most part it’s comfy enough, and the cabin is well-made, if a little bit plastic-y.
The big touchscreen works well enough, and thankfully Toyota is one of those car makers which are sensible enough to stick with physical buttons for the heating and air conditioning. You can, if you like, spec a Yaris Cross up with a GR Sport package which makes it look sporty and chunky, almost like a high-end Nike running shoe.
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2025
Smart Spender Award
Highly Commended
What's good
What’s not so good
Best for: style
The Renault Clio has been a byword for small-car style ever since the first one went on sale way back in 1990. These days, the Clio is bigger, safer, and even more stylish than that first-generation model, especially since the 2023 update that gave it a sharper-looking nose and piercing headlights. It looks especially good in traditional Renault dark blue (officially Iron Blue).
Under that sharp-edged bonnet, the Clio E-Tech (the proper name for the Clio hybrid) uses basically the same 1.6-litre engine and oddball gearbox (does it have four speeds? Does it have infinite speeds? The answer is technically yes to both…) that you’ll find in the Dacia lineup, but that doesn’t mean it’s cheap.
The power output is a useful 145hp, so the Clio’s not slow — 0-62mph in 9.3 seconds doesn’t sound great, but it feels quicker than that — and it’s actually really good to drive. The steering is numb but fast, and the chassis feels nicely poised on twisty roads. Of more importance is the fact that the Clio feels nicely nippy around town, is easy to park, and can knock on the door of 60mpg.
It looks and feels roomy and classy up front (especially with the optional big-screen infotainment system) but the back seats are tight for adults. Kids will be fine, though, and the boot can hold a useful 301 litres.
The Renault Clio has been a byword for small-car style ever since the first one went on sale way back in 1990. These days, the Clio is bigger, safer, and even more stylish than that first-generation model, especially since the 2023 update that gave it a sharper-looking nose and piercing headlights. It looks especially good in traditional Renault dark blue (officially Iron Blue).
Under that sharp-edged bonnet, the Clio E-Tech (the proper name for the Clio hybrid) uses basically the same 1.6-litre engine and oddball gearbox (does it have four speeds? Does it have infinite speeds? The answer is technically yes to both…) that you’ll find in the Dacia lineup, but that doesn’t mean it’s cheap.
The power output is a useful 145hp, so the Clio’s not slow — 0-62mph in 9.3 seconds doesn’t sound great, but it feels quicker than that — and it’s actually really good to drive. The steering is numb but fast, and the chassis feels nicely poised on twisty roads. Of more importance is the fact that the Clio feels nicely nippy around town, is easy to park, and can knock on the door of 60mpg.
It looks and feels roomy and classy up front (especially with the optional big-screen infotainment system) but the back seats are tight for adults. Kids will be fine, though, and the boot can hold a useful 301 litres.
What's good
What’s not so good
Best for: being affordable
What’s the cheapest hybrid car on sale in the UK? This one — the MG3 Hybrid+, to give the compact Chinese-built hatchback its proper and full title. It’s £3,000 cheaper than a Clio hybrid and a whopping £4,000 cheaper than a Yaris hybrid hatchback.
The MG 3 isn’t just the cheapest hybrid, it’s also one of the fastest, with a whopping 192hp from its 1.5-litre petrol engine and 100kW electric motor. It’ll beat a Toyota Yaris hatchback to 62mph by almost two seconds, but can still hit a claimed 64mpg if you drive it gently.
There are downsides — the interior is cheap and cheerful and the touchscreen is maddening to use — but the MG 3 feels sparky to drive, and it’s very spacious. There’s adult-sized room in the back seats (not something you can say of a Yaris hatch) and there’s a useful 292-litre boot.
Basic models get the big touchscreen and lots of other standard kit besides, while the higher-spec version comes with some proper luxury items. The MG 3 might not be as sophisticated as a Clio hybrid, but for the money that MG is asking, it’s hard to beat.
What’s the cheapest hybrid car on sale in the UK? This one — the MG3 Hybrid+, to give the compact Chinese-built hatchback its proper and full title. It’s £3,000 cheaper than a Clio hybrid and a whopping £4,000 cheaper than a Yaris hybrid hatchback.
The MG 3 isn’t just the cheapest hybrid, it’s also one of the fastest, with a whopping 192hp from its 1.5-litre petrol engine and 100kW electric motor. It’ll beat a Toyota Yaris hatchback to 62mph by almost two seconds, but can still hit a claimed 64mpg if you drive it gently.
There are downsides — the interior is cheap and cheerful and the touchscreen is maddening to use — but the MG 3 feels sparky to drive, and it’s very spacious. There’s adult-sized room in the back seats (not something you can say of a Yaris hatch) and there’s a useful 292-litre boot.
Basic models get the big touchscreen and lots of other standard kit besides, while the higher-spec version comes with some proper luxury items. The MG 3 might not be as sophisticated as a Clio hybrid, but for the money that MG is asking, it’s hard to beat.
What's good
What’s not so good
Best for: quality
The words Honda and quality are more or less inseparable. While Honda may have at various times built cars that were exciting (NSX) or kinda dull (Z-RV), the common thread that unites them all is quality.
The Honda Civic Hybrid sort of sits in a middle ground, in that it’s not exciting at all to look at, but it is rather good and rather satisfying to drive. Power comes from a 2.0-litre engine with 183hp thanks to the helpful efforts of an electric motor. There’s an eCVT gearbox (infinite gears!) which is a bit noisy when you accelerate, but the trade off here is economy and the Civic Hybrid can brush the hem of 60mpg if you take it easy.
Actually, the thing is that you won’t want to take it easy, as while the Civic looks quite understated, it has sweet steering and a nice balance to its chassis, so corners become fun and long drives suddenly look tempting.
The Civic’s cabin is superbly well-made, and it’s far roomier in the back seats than the rival Toyota Corolla, although the touchscreen is pretty fiddly to use. We love the clever luggage cover which retracts to one side of the 420-litre boot when you need to fold the back seats down, which means no more misery when trying to find somewhere to store a bulky parcel shelf.
The words Honda and quality are more or less inseparable. While Honda may have at various times built cars that were exciting (NSX) or kinda dull (Z-RV), the common thread that unites them all is quality.
The Honda Civic Hybrid sort of sits in a middle ground, in that it’s not exciting at all to look at, but it is rather good and rather satisfying to drive. Power comes from a 2.0-litre engine with 183hp thanks to the helpful efforts of an electric motor. There’s an eCVT gearbox (infinite gears!) which is a bit noisy when you accelerate, but the trade off here is economy and the Civic Hybrid can brush the hem of 60mpg if you take it easy.
Actually, the thing is that you won’t want to take it easy, as while the Civic looks quite understated, it has sweet steering and a nice balance to its chassis, so corners become fun and long drives suddenly look tempting.
The Civic’s cabin is superbly well-made, and it’s far roomier in the back seats than the rival Toyota Corolla, although the touchscreen is pretty fiddly to use. We love the clever luggage cover which retracts to one side of the 420-litre boot when you need to fold the back seats down, which means no more misery when trying to find somewhere to store a bulky parcel shelf.
What's good
What’s not so good
Best for: quiet excellence
The big Kia Sorento is possibly the most conventional car on this list. Although it shares lots of bits — including its hybrid 1.6-litre engine — with the Hyundai Santa Fe, it’s the Hyundai that’s swinging for the boundary rope with its styling, whereas the Kia is much more conventional.
Although it’s very much made in South Korea, thanks to the 2024 update, it’s actually rather American in its looks, appearing almost like a 7/8ths scale Chevrolet. That’s not an insult, by the way — the Sorento looks rather cool, in an undercover secret service kind of way.
The cabin draws heavily on the likes of the electric EV6 and EV9 for its style, including the big, sweeping digital dashboard. The big central screen is easier to use than most, thanks to the fact that Kia uses a clever panel underneath that allows you to easily switch between infotainment and air conditioning controls.
Space inside is excellent, with proper adult-sized room in all three rows, and a massive 809-litre boot if you fold down the third row (although there’s only a piffling 175 litres left if all the seats are in use).
With 230hp, performance is actually fine — 0-62mph in 8.4 seconds — but the Sorento is a car that’s better driven in a relaxed fashion, so that you can sink into the massive front seats and appreciate the comfort and silence. It’s not as futuristic looking as the electric EV9, but arguably a bit easier to live with for now.
The big Kia Sorento is possibly the most conventional car on this list. Although it shares lots of bits — including its hybrid 1.6-litre engine — with the Hyundai Santa Fe, it’s the Hyundai that’s swinging for the boundary rope with its styling, whereas the Kia is much more conventional.
Although it’s very much made in South Korea, thanks to the 2024 update, it’s actually rather American in its looks, appearing almost like a 7/8ths scale Chevrolet. That’s not an insult, by the way — the Sorento looks rather cool, in an undercover secret service kind of way.
The cabin draws heavily on the likes of the electric EV6 and EV9 for its style, including the big, sweeping digital dashboard. The big central screen is easier to use than most, thanks to the fact that Kia uses a clever panel underneath that allows you to easily switch between infotainment and air conditioning controls.
Space inside is excellent, with proper adult-sized room in all three rows, and a massive 809-litre boot if you fold down the third row (although there’s only a piffling 175 litres left if all the seats are in use).
With 230hp, performance is actually fine — 0-62mph in 8.4 seconds — but the Sorento is a car that’s better driven in a relaxed fashion, so that you can sink into the massive front seats and appreciate the comfort and silence. It’s not as futuristic looking as the electric EV9, but arguably a bit easier to live with for now.
What's good
What’s not so good
Best for: SUV-beating space
Driving a Dacia Jogger sometimes feels like cheating. You see, it kind of looks like an SUV — which is good for being fashionable and all — but in fact it’s based on the same chassis as the smaller Sandero hatchback, so it’s technically more of a stretched-out hatchback, or an estate with a slightly taller roof. Whisper it, but the Jogger is really an MPV.
That shows in its seats, with space for seven people and, astonishingly, actual grown-ups can fit in the back row. If you want maximum boot volume, the back seats have to come out altogether, which is irritating, but then you have more than 700 litres to play with.
The 1.6-litre hybrid engine — basically the same one that’s in the Duster — is economical (58mpg) but not fast (0-62mph in 10.1 seconds). The best thing is that because the Jogger Hybrid is automatic, it does away with the awkward manual gear shifter you find in the standard 1.0-litre model.
Fun to drive? Not especially, but at least the Jogger is mostly well-behaved, and it’s just about refined enough at cruising speeds to make long journeys tolerable. The dashboard’s cheap, but then what did you expect? At least overall build quality and reliability are decent, and you’ll stop caring about the dash plastics when you remind yourself just how roomy and useful the Jogger is. You can even get one that’s an ersatz camper van, with a fold-out futon-style bed in the boot.
Driving a Dacia Jogger sometimes feels like cheating. You see, it kind of looks like an SUV — which is good for being fashionable and all — but in fact it’s based on the same chassis as the smaller Sandero hatchback, so it’s technically more of a stretched-out hatchback, or an estate with a slightly taller roof. Whisper it, but the Jogger is really an MPV.
That shows in its seats, with space for seven people and, astonishingly, actual grown-ups can fit in the back row. If you want maximum boot volume, the back seats have to come out altogether, which is irritating, but then you have more than 700 litres to play with.
The 1.6-litre hybrid engine — basically the same one that’s in the Duster — is economical (58mpg) but not fast (0-62mph in 10.1 seconds). The best thing is that because the Jogger Hybrid is automatic, it does away with the awkward manual gear shifter you find in the standard 1.0-litre model.
Fun to drive? Not especially, but at least the Jogger is mostly well-behaved, and it’s just about refined enough at cruising speeds to make long journeys tolerable. The dashboard’s cheap, but then what did you expect? At least overall build quality and reliability are decent, and you’ll stop caring about the dash plastics when you remind yourself just how roomy and useful the Jogger is. You can even get one that’s an ersatz camper van, with a fold-out futon-style bed in the boot.
What's good
What’s not so good
Best for: compact luxury
The little Lexus LBX really does look like one of the bigger Lexus SUVs got caught in an unexpected boil wash. It has the same slim headlights, the same upside-down grille, the same clean, smooth styling. It’s just… smaller.
In fact, under the skin, the LBX uses the same basic mechanical bits and pieces as the Toyota Yaris Cross, and that’s a good thing. It means that the 1.5-litre 134hp hybrid engine is superbly economical — 60mpg is possible if you’re not pushing it too hard — and Lexus has added in lots of extra sound-deadening material so that the LBX seems properly refined and smooth.
Cabin quality is truly exceptional, as even the basic versions with tweed-like seat trim instead of leather look and feel plush inside. Space in the back seats is nothing clever, but the boot holds an impressive 400 litres, so this is clearly more of a car for downsizers than growing families.
The LBX isn’t very quick — 0-62mph takes 9.2 seconds — but it is very smooth and quiet, proving that Lexus’ primary values can be incorporated into smaller cars. Basically if you want a posh car with a posh badge and posh quality, but also want small car economy and running costs, well, look no further.
The little Lexus LBX really does look like one of the bigger Lexus SUVs got caught in an unexpected boil wash. It has the same slim headlights, the same upside-down grille, the same clean, smooth styling. It’s just… smaller.
In fact, under the skin, the LBX uses the same basic mechanical bits and pieces as the Toyota Yaris Cross, and that’s a good thing. It means that the 1.5-litre 134hp hybrid engine is superbly economical — 60mpg is possible if you’re not pushing it too hard — and Lexus has added in lots of extra sound-deadening material so that the LBX seems properly refined and smooth.
Cabin quality is truly exceptional, as even the basic versions with tweed-like seat trim instead of leather look and feel plush inside. Space in the back seats is nothing clever, but the boot holds an impressive 400 litres, so this is clearly more of a car for downsizers than growing families.
The LBX isn’t very quick — 0-62mph takes 9.2 seconds — but it is very smooth and quiet, proving that Lexus’ primary values can be incorporated into smaller cars. Basically if you want a posh car with a posh badge and posh quality, but also want small car economy and running costs, well, look no further.
What's good
What’s not so good
Best for: family space with style
The Kia Sportage is a car that couldn’t have been even imagined just a few years ago. The idea that Kia could make one of the best-looking and best-engineered family cars on the market would have seemed a long way off, yet here we are.
From the arrowhead lights at the front to the dramatic LED graphics of the brake lights, the Sportage is a seriously handsome car, especially in some of the optional paint colours (don’t go for predictable dark grey…).
Inside, the digital dashboard is shared with higher-end models such as the EV6 and EV9, and the touchscreen works great (thanks to a clever two-way control panel underneath). Cabin quality is excellent, and so is comfort. No wonder these things sell so well.
Power comes from a 1.6-litre petrol engine backed up by an electric motor, but while Kia claims close to 50mpg fuel economy, you’ll actually see more like 41mpg in daily driving as the Sportage is a touch thirstier than you’d think.
It’s good to drive though, with comfy suspension and fairly sharp steering, although don’t go expecting it to be some kind of Porsche Cayenne in miniature. Space in the back is excellent, and the 587-litre boot is very definitely family-friendly.
Aside from its style, it’s fair to say that the Sportage doesn’t excel in any particular area, but it’s just very good at lots of things, and so it ends up being a really impressive all-rounder.
The Kia Sportage is a car that couldn’t have been even imagined just a few years ago. The idea that Kia could make one of the best-looking and best-engineered family cars on the market would have seemed a long way off, yet here we are.
From the arrowhead lights at the front to the dramatic LED graphics of the brake lights, the Sportage is a seriously handsome car, especially in some of the optional paint colours (don’t go for predictable dark grey…).
Inside, the digital dashboard is shared with higher-end models such as the EV6 and EV9, and the touchscreen works great (thanks to a clever two-way control panel underneath). Cabin quality is excellent, and so is comfort. No wonder these things sell so well.
Power comes from a 1.6-litre petrol engine backed up by an electric motor, but while Kia claims close to 50mpg fuel economy, you’ll actually see more like 41mpg in daily driving as the Sportage is a touch thirstier than you’d think.
It’s good to drive though, with comfy suspension and fairly sharp steering, although don’t go expecting it to be some kind of Porsche Cayenne in miniature. Space in the back is excellent, and the 587-litre boot is very definitely family-friendly.
Aside from its style, it’s fair to say that the Sportage doesn’t excel in any particular area, but it’s just very good at lots of things, and so it ends up being a really impressive all-rounder.
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How to choose the best hybrid for you
Size
It sounds like a bit of a cliche, but hybrids really do come in all shapes and sizes, from the diminutive Toyota Yaris to the massive Hyundai Santa Fe. So, you need to decide what it is you most need. Do you want a small car for nipping in and through town? Then the likes of the MG 3 Hybrid+ or the Renault Clio are the best hybrid choices. Need a more roomy hatchback? Get a Honda Civic. Need more space for family life and room for the dog? A Kia Sportage is a good choice. Need lots of space? Then go for the Hyundai Santa Fe or cheat by getting the ultra-cheap Dacia Jogger.
Cost
As with size, hybrids now occupy a huge swathe of price points, all the way from the very affordable MG 3 Hybrid+ to the very un-affordable Porsche 911 GTS — yes, it’s a hybrid now too. You’ll need to sit down and carefully work out what your car-buying budget is, and what you can afford in the way of monthly repayments (making sure to leave some headroom in case your personal circumstances change, of course). The good news is that while hybrids were once an expensive option, they’ve come down considerably in price now and are often cheaper than an equivalent electric model, and comparable with conventional petrol and diesel models, with the promise of affordable running costs sweetening the financial deal.
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