SUV | On the road

BYD Dolphin G DM-i

By Bill McCarthy

Let’s get one thing straight: the B YD Dolphin G isn’t really a supermini. Not in the traditional sense, as it is the first plug-in hybrid to appear in its segment and its bigger.

At 4,160mm long with a 425-litre boot, it’s closer in size to a Volkswagen Golf than a Ford Fiesta. BYD calls it a supermini; I call it plus size. Either way, you’re getting C-segment space for B-segment money.

According to Edvard Mecbergs, automotive Product Manager for the UK, it has been designed to target European buyers, where sharper steering and a more flexible ride are demanded.

That extra room was proven when Edvard, a six-footer, sat comfortably in the back with ample head and legroom. The boot, meanwhile, is huge for this type of model.

Equipment and prices

The range starts at £23,990 for the Active trim and tops out at £29,490 for the Sport. That means even the fully loaded version undercuts rivals, many with none of the Dolphin G’s hybrid tech or equipment list. Four trims are available.

Active keeps things simple: 16-inch alloys, parking sensors, rear-view camera, LED lights, a 10.1-inch touchscreen, auto air conditioning and fabric upholstery. Boost adds the larger battery, a 12.8-inch screen, heated seats and steering wheel, ambient lighting, wireless charging, rear vents, eight-speaker audio and Vehicle-to-Load.

Comfort brings a head-up display, panoramic roof, puddle lights, vegan leather, an electric driver’s seat, a 360° camera, 18-inch alloys and Google integration. Sport adds discreet badging, darker alloys and a two-tone cabin with suede seat panels.

Exterior

The look is very much in the eye of the beholder. I like the ocean-inspired front end with its smart light cluster and adaptive air intakes, complemented by either 16- or 18-inch alloy wheels. The rear, in my view, has a flatter profile, not helped even by the roof spoiler – but for that extra boot room, it’s worth it.

Interior

Inside it feels light and airy, particularly on the models with the panoramic roof. Seats are supportive and comfortable. A 2,610mm wheelbase delivers best-in-class space for five adults and the boot expands to a cavernous 1,225 litres with the rear seats folded.

Central is a 10-inch or 12.8-inch infotainment touchscreen. This is supplemented by an 8.8-inch digital instrument panel that sits within the dash. The column-mounted gear selector frees space for dual-level storage, a cupholder and, on most versions, wireless charging.

Previous BYD models frustrated critics (myself included) with rotating screens, clunky software and irritating constant alerts. This has been largely addressed. A driver can now customise which screen stays on display with a single swipe of the screen, with the option of adding from the sub-menus later. It’s a small change that makes a big difference to daily usability.

Hybrid powertrain

The plug-in hybrid setup features a 1.5-litre petrol engine, two electric motors (one drive, one generator), and a choice of two batteries.

The engine mostly acts as a generator, with the electric motor doing the heavy lifting, delivering a quiet, EV-like feeling. In EV mode it runs purely on battery; in HEV mode, intelligent controls switch between five configurations, though it can also be manually controlled.

The motor produces 163PS and 210Nm, giving 0-62mph in a pretty rapid 8.3 seconds. It is largely muted but can become noisy when the pedal is depressed suddenly and does take a second to kick in.

Handling

Some colleagues and I disagreed on handling. I found it sharp, particularly on a very sharp curve on Fish Hill in the Cotswolds that nearly caught me by surprise, but it clung on confidently with the steering responsive and the ride pretty good too.

It’s the kind of car that could aspire to the Ford Fiesta’s handling prowess, if it were still around.

As for the ride, for the most part it never felt unsettled except a couple of times over the potholes plaguing our roads at the moment. Is it genuinely good or just better than I expected from a BYD?

Batteries and range

Two Blade Batteries are offered. Active has a 7.42kWh unit for 24.8 miles of electric range and 633 miles combined. Boost, Comfort and Sport step up to 18.3kWh, extending electric range to 65 miles and combined range to 646 miles while cutting CO2 from 60g/km to 32g/km.

Charging splits accordingly: Active gets a 3.3kW on-board charger, while the rest receive 6.6kW and 39kW DC charging, taking 10-80% in 26 minutes. The larger-battery versions return a claimed 201.7mpg — genuinely impressive at this price.

Safety

Every version comes with front and rear parking sensors, Adaptive and Intelligent Cruise Control, lane-keeping and departure assist, cross-traffic alert and brake, blind spot detection, driver monitoring and door opening warning. Comfort and Sport add a 360° camera—useful given the car’s footprint.

Verdict

For a car of this size and price, the Dolphin blends practicality, efficiency and surprising composure. It may not be a traditional supermini, but with C-segment space for B-segment money, that’s exactly the point. That said, the engine’s slightly delayed response and noise under sudden acceleration are a niggle. Strong for the money, but not flawless.

Hyundai i20 1.0 T-GDi 90 PS Tech Line Review: Sensible, Spacious, Surprisingly Well-Equipped

The Hyundai i20 has quietly become one of the most rounded superminis on sale. The Tech Line trim sits near the top of the range, and with the 1.0-litre turbocharged 90 PS petrol engine, it promises low running costs without stripping out equipment. It isn’t a hot hatch—that role belongs to the i20 N—but it is a genuinely likeable everyday car.

Performance and driving

Under the bonnet is a 998cc three-cylinder turbo petrol producing 90 PS and 172 Nm. It drives the front wheels through a six-speed intelligent manual gearbox, which can decouple the engine when coasting to save fuel. The numbers are modest: 0-62mph in about 11.5 seconds and a 112mph top speed. Yet the engine feels eager enough around town, with useful low-down torque and a characterful three-cylinder thrum. The iMT gearbox shifts cleanly, and the light steering makes city driving effortless.

The i20 feels composed on smooth roads, with a tight turning circle and good visibility. The trade-off is a firm ride, especially over potholes, but it rewards with decent body control. Drive modes adjust throttle response and steering weight, while cruise control makes longer journeys relaxed. Official economy is around 47.9mpg, with CO2 emissions of 134g/km, so running costs should be manageable.

Interior and equipment

The Tech Line cabin is a strong point. You get heated front seats, a heated steering wheel, and multi-colour ambient lighting, which makes cold mornings far more bearable. The driver’s seat is height-adjustable, and the rear bench splits 60:40. Electric front and rear windows, luggage hooks, and a front cup holder add everyday usability.

The dual-screen setup is the highlight: a 10.25-inch digital supervision instrument cluster and a 10.25-inch touchscreen with satellite navigation, Mapcare, live services, Apple CarPlay, and Android Auto. Climate control, windscreen auto-defog, an auto-dimming rear-view mirror, cruise control, and drive modes are all standard. Parking is easy thanks to front parking sensors and a rear-view camera, while automatic wipers with a rain sensor, rear seat alert, wireless charging pad, and USB ports front and rear keep life simple. There’s also a smart key with engine start button, immobiliser, and steering wheel remote controls. A temporary mobility kit, privacy glass, and aero wiper blades complete the package. Some plastics are hard to the touch, but the layout is logical and the kit count embarrasses pricier rivals.

Practicality and safety

Boot space is 352 litres, expanding to 1,165 litres with the rear seats folded—among the best in class. Trailer wiring is included, and the 60:40 split makes carrying longer items easy. Rear passengers get a USB-C charging port, and the rear seat alert helps prevent leaving children or pets behind.

The i20 is also well protected. Standard safety kit includes lane keep assist, lane follow assist, intelligent speed limit assist, forward collision avoidance, driver and front passenger airbags, side and curtain airbags, ABS, ISOFIX, and childproof rear door locks. An eCall system adds peace of mind in an emergency.

Verdict

The i20 1.0 T-GDi 90 PS Tech Line isn’t the fastest or most exciting supermini. But it is efficient, practical, and remarkably well equipped. The firm ride and some cheap interior materials are minor flaws in an otherwise sensible package. With a five-year, unlimited-mileage warranty, it makes a compelling case for buyers who want technology and peace of mind without paying premium prices. It may not set your pulse racing, but it will make everyday driving easy.

FAST FACTS

Hyundai i20 1.0 T-GDi 90 PS Tech Line
Price: from £22,995 (approx)
Mechanical: 90ps, 998cc, 3-cyl turbo petrol, front-wheel drive, 6-speed intelligent manual
Max speed: 112mph
0-62mph: 11.5 seconds
Combined mpg: 47.9
Insurance group: 10E (approx)
CO2 emissions: 134g/km
BiK rating: 30% (approx)
Warranty: 5yrs/unlimited miles

I drove my first Octavia vRS more than twenty years ago. That was the 1.8-litre turbo with 180hp and a manual gearbox, and it was a proper shock – a family hatchback that went like a hot hatch but didn’t punish you for it. The latest one version is quicker, cleverer, and more expensive, but the basic formula hasn’t changed: serious performance, proper space, and a price that undercuts most of its rivals.

It looks the part, with black gloss accents replace chrome, the front bumper features large air intakes, and the signature vRS badging appears discreetly on the grille and tailgate.

Price and power

Now at £40,660. That’s a sizeable jump from the previous model I tested, which came in just under £34,000. You get a lot for the extra outlay, though. The 2.0 TSI engine now produces 265PS, sent through a seven-speed DSG gearbox that shifts crisply. It’ll hit 62mph in 6.4 seconds and run out of steam at 155mph, which is more than enough for UK roads.

On the road

What matters more is how it drives. I took it on some proper roads through the twisty stuff through the Derbyshire Peaks – and it proved as surefooted as a mountain goat. The grip is exceptional. You can push hard through corners that tighten unexpectedly, and the car just holds its line. The steering weighs up nicely without going heavy, and the suspension – lowered by 15mm over the standard car – keeps body roll in check. The growl of the twin exhausts adds a satisfying backdrop.

Clever differential

On paper, a front‑wheel‑drive car with nearly 270hp sounds like a handful – tugging at the wheel and spinning its tyres. In practice, the electronic differential shifts power between the front wheels smoothly – you just feel the car grip and power out of bends without any steering kickback. Rear‑drive purists will say it’s not the same, but the majority would barely notice the difference.

Practicality

The boot is vast – 600 litres with the seats up, 1,555 litres with them folded. I shifted several heavy rubble bags and a dismantled flatpack on a tip run, and the car barely noticed. The load lip is low, the opening is wide, and you can option the virtual pedal for hands-free opening. It’s genuinely useful in a way that hot hatchbacks often aren’t. In addition, the Skoda clever extras – like the ice scraper in the fuel filler flap, the umbrella under the passenger seat, and the ticket holder on the A-pillar – remind you this is a car built by people who actually think about everyday use.

Cabin and controls

Inside, the cabin is understated and well built with comfortable, sporty branded seats.The 13-inch infotainment screen dominates the dash, but Skoda hasn’t gone for single-screen bells and whistles. You still get proper rotary dials for the climate control, physical buttons for the heated seats and drive modes, and a decent volume knob. After spending time in cars where every function is buried in touchscreen menus and sub-menus, it’s a relief. The screen is clear, allowing smartphone access, apps, infotainment and navigation where required.

Fuel economy

Fuel economy is better than you’d expect. I saw 45mpg on a motorway run, above the official WLTP combined figure of around 40.8mpg. It’s not a car you’d buy for economy, but it’s nice to be able to save the pounds at the petrol pumps.

Safety and family kit

Safety kit is comprehensive: blind spot monitoring, lane assist, predictive cruise control, front and rear parking sensors, autonomous emergency braking, and the usual airbag complement. ISOFIX points are fitted to the outer rear seats and front passenger seat, which matters if you’re ferrying children around.

Verdict

The Octavia vRS is fast, practical, well equipped, and returns better economy than its performance deserves. For some it lacks the prestige of a German rival or the drama of rear-drive, but it does everything so competently that you start to question what you’d actually gain by spending more. Day in, day out, it simply delivers. Twenty years on, that’s still what makes it a fine car.

Factfile

Škoda Octavia vRS
Price: £40,660 (as tested)
Mechanical: 265PS, 1984cc, four-cylinder petrol engine driving front wheels via 7-speed DSG automatic gearbox
Max speed: 155 mph
0-62mph: 6.4secs
Combined mpg: 40.4 – 40.9mpg (WLTP)
CO₂ emissions: 155 – 160g/km
Warranty: 3 years / 60,000 miles (standard manufacturer’s warranty)

On the road

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