Review of the new DS 4 E-Tense 2022

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It is understandable why DS has great aspirations for DS 4. It feels distinct in a class of closely linked rivals and boasts quality, comfort, and the technology that powers it. However, it is the comfort that really stands out. Powered by a plug-in hybrid powertrain, it’s relatively refined and relaxing, and in keeping with the brand’s ethos. This is the most convincing DS model to date.

To be fair, since spreading its wings as an independent brand after breaking away from brother Stellantis Citroen, DS didn’t get the world’s attention when it came to its product or sales performance. But the DS 4 is set to change that entirely, according to the French brand.

This new compact crossover is a key driver for the DS to double its market share by 2022, something it is on track to achieve with the order bank; This is where the push comes in to challenge high-profile opponents like Audi, BMW car and Mercedes. So is it mutant marketing or does the DS 4 really have what it takes?

There are some former people involved here, but also a lot of the latter. Based on Stellantis EMP2 platform, it’s E-Tense 225 dip into the mixture in the high-spec Cross Rivoli trim we’re testing, at £42,200 certainly has a premium price tag.

Step inside and things aren’t immediately appealing, as the interior design still looks and feels disjointed, with some oddly utilitarian elements, such as the window switch placed high on the top. doors are narrow, and the combination of physics and touch – sensitive controls – is arranged in a narrow strip on the dashboard, the second control not the most elegant solution.

There is also a mix of lines, textures and materials when it comes to design and composition, but at least the materials used show a relatively high quality.

Thankfully, things get better once you get going, as the powerful electrified element of the powertrain means relatively good performance.

A 12.4kWh battery powers the 108bhp electric motor, which does most of the work at lower speeds on a full charge. The DS claims it will be able to take you up to 38.5 miles, while the battery will take an hour and 55 minutes to charge using a 7kW home wall-box supply, or seven hours and five minutes if you top it up with a plug. three legs.

There’s an unusual whine from the electric motor traveling through the baffle, though, and while it’s relatively dim it’s still audible and it’s dominated only by the powertrain’s fine-tuning at speed. short.

Ask for more performance and a 178hp 1.6-liter turbocharged petrol engine will join in, with both delivering a combined 222hp and 360Nm of torque. It’s good enough for a 0-62mph time of 7.7 seconds, but drive the DS 4 this hard and the fine-tuning will continue to slow down, as the engine sounds raw and its notes can be muffled. better suppression.

It’s best to continue to try and keep engine revs low in Hybrid mode, which the eight-speed automatic transmission EAT8 does relatively well, delivering smooth but unhurried shifts. The flaws in this respect are also more obvious when you demand higher performance.

Sticking to the roots of the DS with a focus on comfort, the DS 4’s ride is impressively smooth in the eponymous driving mode and arguably the best we’ve seen from the EMP2 platform.

A multi-link rear axle on this model certainly lends it a sense of fluidity and slightly off-roading (the actual Cross package adds only the exterior badging, black roof rails, and some trimmings). more external protection) means the DS Active Scan suspension has enough travel to function properly.

A camera scans the road ahead for lumps and bumps, adjusting the dampers’ settings accordingly. It’s mostly active, providing suspension forgiving motion on all the worst surfaces at higher speeds, even on our model’s large 19-inch wheels.

Body control is looser than in typical German premium hatchbacks, but this gives the DS 4 an identity, even if the trade-off is handling that isn’t as sharp as the competition. We’re not sure how important this is, though, as the DS 4 offers enough composure.

We’re less than convinced about the infotainment system, though, as while the 10-inch touchscreen’s graphics are bright and clear, the DS interface still makes navigating some menus and choosing a function numbers become confusing. DS Smart Touchpad on Transmission Tunnel – used to select preset shortcut options including anything from your home destination, favorite radio station, most dialed number or even heated seat controls – are also useful, although the seven-inch dash digital could offer more configuration.

You get a lot of kits for cash. The standard head-up display is simple and easy to read, while the main system features built-in navigation, Apple CarPlay and Android Auto connectivity, plus the DS voice assistant Iris.

Black leather upholstery is available on E-Tense Cross Rivoli models along with matrix LED headlights with high beam assist and ‘Dynamic Bending’ cornering function, comprehensive parking sensors and a reversing camera, AEB and lane-adaptive semi-automatic cruise control- resume assist and rear cross-traffic alert.

Packing the battery and fuel tank means that boot space is reduced to 390 liters in the E-Tense, 40 liters down on the ICE DS 4 models, and there is also a pronounced load medium and a relatively small tailgate, so it The opening is not that wide.

Passenger space is also average at the rear; Headroom is narrower than legroom, as the raised seating position helps create a bit more space for the front seats.

If you are a driver of a company car, you should be aware of CO2 emissions of 29g/km (DS claims up to 232mpg), putting it in 11% Band BiK – but then there are plug-in hybrid rivals that offer the same efficiency.