Kia Optima PHEV
Does big family saloon make more sense with plug-in hybrid drivetrain?
MODEL TESTED: Kia Optima PHEV PRICE: £33,995 ENGINE: 2.0-litre 4cyl petrol/68kw electric motor, 202bhp
THE Optima has struggled to make an impact in the large family car class, which is shrinking rapidly in the face of a host of fashionable SUV rivals. So Kia is hoping to revive the car’s flagging fortunes with this eco-friendly plug-in hybrid. It matches the Golf for power and the Toyota for space. There’s only one trim level, and it costs £33,995 after the Government’s plug-in car grant.
DESIGN & ENGINEERING
AS with the VW, the Kia looks much like the handsome standard car at a glance. There are some subtle metallic blue trim inserts, a faired-in gloss black grille and some plug-in hybrid badges, plus an extra filler flap that hides the socket for the charging cable.
The major changes have been reserved for the underpinnings, which now have been modified to accept a lithium-ion battery pack. This sits behind the rear bench and beneath the boot floor, forcing a 15-litre reduction in the size of the fuel tank.
An electric motor sits between the 2.0-litre petrol engine and six-speed automatic gearbox, which drives the front wheels. As with the Golf, there are struts at the front and a multi-link rear axle, while the springs and dampers have been beefed up to cope with the hybrid’s increased weight.
Climb aboard, and the biggest clue to the car’s plug-in credentials is the power gauge that replaces the conventional Optima’s rev counter. In all other regards, the PHEV is identical to the standard model. The cabin isn’t as well finished as the Golf ’s, and some of the design is clearly inspired by BMW, but it’s smart and comfortable. It also leads the way here for kit, with climate control, sat-nav, keyless entry, leather and heated seats all boosting its appeal.
DRIVING
WHILE the Kia matches the Golf for power, it weighs 165kg more, so it trailed at the track. That said, although it was 1.3 seconds slower than the GTE from 0-60mph, taking 8.1 seconds, it was still a second faster than Kia’s 0-62mph claim. However, the Optima’s mass made itself evident during our in-gear tests, where it was even further behind the VW.
On the road, the Kia felt the most ponderous of our trio and gave the impression it was working the hardest to overcome its weight. And while it was quicker than the Prius, in electric mode it wasn’t as smooth, as the gearbox jerkily engaged the next ratio. Still, what the PHEV lacked in refinement when using its batteries, it made up for with decent efficiency – we travelled around 35 miles in zeroemissions EV mode, despite the car’s trip computer claiming a 31-mile range after a full charge.
When the 2.0-litre petrol engine fires into life, it’s noisier than the Toyota’s. The Golf ’s unit is the most intrusive, but its subtle growl when extended is more in keeping with the car’s sporting character.
However, it’s the ride and handling that let the Kia down most. Despite stiffer suspension, the car turns in lazily, while the steering is light and gives little feedback. Through fast turns the hefty batteries cause it to lurch uncomfortably as the extra weight over the back axle tries to force the rear wheels wide. The ESP cuts in smoothly, but it still feels disconcerting.
Bumps and potholes aren’t filtered out as well as in rivals, while broken tarmac causes the Optima to shudder – a pity, because on smooth roads it’s quiet.
PRACTICALITY
THE traditional saloon layout puts the Kia at a slight disadvantage in terms of versatility, although it offsets this with a 307-litre boot; the largest here. That said, the load floor features an awkward hump, and there’s no bespoke storage for the charging cables. The location of the battery pack also stops the rear bench folding.
Larger external dimensions than its rivals here help give a space advantage, particularly in the back, where there’s loads of legroom and a nearly flat floor. There’s also a decent amount of storage, with large door bins front and rear, a big trinket tray in the centre console and a decent-sized glovebox.
As with its rivals, the Kia can be charged using a normal domestic power supply. This can replenish the cells fully in around three hours – and that’s the quickest time, with no DC charging option at present.
OWNERSHIP
KIA has made steady progress up the charts in our Driver Power satisfaction survey, and ranked 14th in our 2016 results. Its dealers performed even better, ranking in the top 10 in the same poll – even more impressive when you compare it with the lowly showing of the likes of VW.
Given the PHEV ’s hi-tech underpinnings, it’s a surprise there’s not more standard safety kit. You get six airbags, stability control and emergency stop signalling, but there’s no autonomous braking, lanedeparture warning or adaptive cruise, even as options.
RUNNING COSTS
EVEN after the £2,500 plug-in car grant the Optima is pricier than its rivals here. It helps offset this premium with a generous tally of kit, but the gadgets will be cold comfort to private buyers facing poor 38.8 per cent residuals.
Business users will also be worse off with the Kia, which has the same nine per cent rating as the VW and Toyota, but suffers from a high P11D price. That said, higher-rate earners will pay only around £70 more a year than they would with the Golf.
On the plus side, Kia’s three-year servicing deal costs £429, while we returned 48.9mpg on test, which included one full charge of the battery.