Hatchback

Toyota is a company undergoing a quiet revolution, as it works hard to replace its sensible but somewhat bland reputation with one for being a bit more daring, in areas such as the styling of its cars and its enthusiastic leadership of cutting-edge technology, such as hybrid systems.

That process seems to be working for buyers, with the hugely popular and striking-looking C-HR SUV in particular attracting a great deal of interest. The latest version of the hybrid Prius is also rated highly by What Car?; it’s the first Prius to go on sale that our testers have felt can truly compete all round with existing petrol or diesel rivals.

However, it’s worth noting that this period of transition is also a work in progress, and that many of the firm’s cars are still rated as being no more than average among class rivals by our testers.

TOYOTA

PRIUS PLUG-IN

Estate

Buyers seeking value for money should have Kia towards the top of their shopping list.

Although once a niche brand in the UK, today Kia outsells many more established brands, helped by its market-leading seven-year warranty and a strong reputation for reliability; in fact, Kia regularly finishes towards the top of our reliability surveys.

There are plenty of models to choose from, too, ranging from the small Picanto city car to the Ceed family hatchback and the Sorento large SUV. The Picanto was the first Kia to win its class at the What Car? Car of the Year awards.

OPTIMA PHEV

With low CO2 levels and a vast amount of interior space, the Kia Optima Sportswagon PHEV made sense as a company car, but is it a good used buy?

Used Kia Optima Sportswagon PHEV 2017-present

<h2>What we're looking for:</h2><ul><li>Low running costs compared with solely petrol or diesel equivalents</li> <li>Very low official CO2 emissions to benefit company car drivers</li> <li>The same usability as a regular car</li> <li>Smooth transition between electric and engine power</li> <li>Small practicality compromise over conventional models</li></ul>

Not so long ago, hybrids were the preserve of Hollywood stars, environmentally conscious 'early adopters' and the odd&nbsp;minicab driver looking to save a bit of money on fuel.

Since the collapse in demand for diesel, however, they have become&nbsp;much more popular, and it's easy to see why, with&nbsp;low tax bills and&nbsp;impressive MPG figures&nbsp;just a couple of the perks they offer.

There are two types of hybrid: 'self-charging'&nbsp;models, which mix petrol&nbsp;and electric power in an effort to maximise&nbsp;efficiency, and&nbsp;plug-in hybrids that can travel many miles purely on electricity before their engines need to cut in. This category is for the former type of cars.

Hybrid

Despite the current trend for electrifying cars, one area of the market where development has been slow is in large estate cars. There aren’t many new ones around and even fewer are available used. Most examples come from expensive, premium brands, but there is one from a more mainstream manufacturer that’s a bit more affordable for those looking out for a used plug-in hybrid: the Kia Optima Sportswagon.

When we say the market for big plug-in hybrid estates is small, we’re not joking. If you really want to shun conventional petrol and diesel-powered cars, you have a choice of the <a href="https://www.whatcar.com/volvo/v60/estate/used-review/n17961">Volvo V60</a> hybrid, the <a href="https://www.whatcar.com/volkswagen/passat-gte/estate/used-review/n18007">Volkswagen Passat GTE</a> or the <a href="https://www.whatcar.com/mercedes-benz/c-class/estate/used-review/n797">Mercedes C350e</a>. Considering that the V60 and C350e have smaller boots and the Passat GTE is rare and expensive, the Optima Sportswagon starts to make sense. That's especially true if you buy a two-year-old car using Kia’s approved used scheme that tops the warranty back up to seven years – a point where most of its rivals have only one year left.

Under the bonnet is a 154bhp 2.0-litre petrol engine and a 67bhp electric motor. When both power sources work together, performance is fairly brisk, given the size and weight of the Optima. However, the main reason for the plug-in hybrid (PHEV) system is its electric range;&nbsp;on a full charge, you can get up to 33 miles. Charging times range from four to six hours from a standard three-pin plug, or two to three hours from a dedicated wallbox. If you drive mainly on battery power, you should see some high fuel economy numbers. Unfortunately, even when you select Eco mode for electric power only, the engine will kick in promptly when a turn of speed is needed.

In corners, the Optima grips well, but the extra weight of the batteries blunts the handling. The steering is vague and the car isn’t engaging to drive, and the feel of the brake pedal can take some getting used to, due to its regenerative braking system. Ride quality is also a mixed bag, because at low speeds across broken town roads, the Optima Sportswagon fidgets and thuds away, but it works better when you swap suburban streets for the motorway, feeling more settled and comfortable.

But the area in which the Optima Sportswagon really scores is&nbsp;space. There’s loads of it up front and the rear is pretty good, too, with plenty of leg and head room for six-footers and taller; even three sitting side by side will be happy for most journeys. Unlike the saloon version, the additional batteries don’t have much of an impact on boot space, so transporting large items such as a child’s pushchair or a set of golf clubs is no problem.

The interior materials vary from slightly too scratchy black plastic to a pleasing mix of soft-touch ones. The driving position is rather good, with lots of adjustment in the seats and steering wheel, and the dashboard layout is logical, with easy-to-use switches. You get a cracking infotainment system, too, with a screen that’s responsive and has easy-to-navigate menus.

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Kia Optima PHEV Estate

Saloon

With low CO2 levels and a vast amount of interior space, the Kia Optima PHEV made sense as a company car, but is it a good used buy?

Used Kia Optima PHEV saloon 2016-present

Ordinarily, a large executive car only really stands out among&nbsp;its peers if it has a premium badge on it. Unfortunately, the <a href="https://www.whatcar.com/used-reviews/make/kia">Kia</a> Optima didn’t quite have the key ring cachet of its German rivals when new, so tended to be overlooked. As a used purchase, however, things start to look a little more promising. Especially if you buy a two-year-old car using Kia’s approved used scheme that tops the warranty back up to seven years – a point where most of its rivals only have one year left. But is this a good enough reason to pick an Optima over its used alternatives?

Under the bonnet is a 154bhp 2.0-litre petrol engine and a 67bhp electric motor. When both work together, performance is fairly brisk given the size and weight of the Optima. However, the main reason for the plug-in hybrid (PHEV) system is its electric range: on a full charge, you can get up to 33 miles. Charging times range from four to six hours from a standard three-pin plug, or two to three hours from a dedicated wall box. If you drive mainly on battery power, you should see some high fuel-economy numbers. Unfortunately, even when you select Eco mode for electric power only, the engine will kick in promptly when a turn of speed is needed.

In corners, the Optima grips well, but the extra weight of the batteries blunts the handling. The steering is vague and it’s not as engaging to drive, and the feel of the brake pedal itself can take some getting used to due to its regenerative braking. Ride quality is also a mixed bag because at low speeds across broken town roads, the Optima fidgets and thuds away, but if you swap suburban streets for the motorway, it works better, feeling more settled and comfortable.

But the area in which the Optima really scores is in space. There’s loads of it up front and the rear is pretty good, too, with plenty of leg and head room for six-footers and taller; even three abreast will be happy for most journeys. Unlike the estate version, the additional batteries compromise boot space of the saloon, which could be a problem if you need to transport a child’s pushchair or a set of golf clubs.

The interior materials vary from slightly too scratchy black plastic to a pleasing mix of soft-touch ones. Drivers will be happy, with a multi-adjustable driving position and a logical and easy-to-use dashboard layout. You get a cracking infotainment system, too, with a screen that’s responsive and has easy to navigate menus.

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Kia Optima PHEV Saloon

PRIUS

The iconic Toyota Prius is good to drive and economical, even if it probably won’t save the planet alone.

Used Toyota Prius 2016-2022

Those who are environmentally minded&nbsp;will know that recycling instead of buying new&nbsp;is a great way of reducing your impact on the planet, and&nbsp;this can be applied in the car world by <a href="https://www.whatcar.com/used-cars">buying a used car</a>.

And if you want to go one step further, you can't go wrong by considering the Toyota Prius, a <a href="https://www.whatcar.com/best/best-family-cars-2022/n16996">family car</a> that's&nbsp;reached near&nbsp;iconic status as a green&nbsp;choice due to its impressive official&nbsp;fuel economy figures and paltry exhaust emissions.

Underneath is a 120bhp 1.8-litre engine linked to an electric motor. With it, you can in theory drive at up to 36mph on electric power only for short distances. Thereafter, it shuffles its power source between the engine, the electric motor, or both. Most Priuses are front-wheel drive, but from 2019 you could specify from new an optional four-wheel-drive model. This added a second electric motor, positioned on the rear axle to provide power to the rear wheels when needed in slippery conditions.&nbsp;&nbsp;

There’s also the option of a <a href="https://www.whatcar.com/toyota/prius-plug-in/hatchback/used-review/n17984">used 2017-2022 Toyota Prius plug-in version</a>, which ups fuel economy spectacularly. This can be plugged in for further electric boost and has the ability to run on pure electric-only power for up to 34&nbsp;miles.

The Prius doesn’t skimp on equipment either, with four trims to choose from: Active, Business Edition, Business Edition Plus and Excel. Entry-level models get 15in alloy wheels, LED headlights, adaptive cruise control, lane departure warning, road sign recognition and heated and folding door mirrors as standard, while inside there is Toyota's Touch 2 infotainment system with a reversing camera.

Upgrade to the fleet-friendly Business Edition and the Prius gains heated front seats, a wireless phone charging cradle, and blindspot monitoring, while Business Edition Plus adds 17in alloy wheels, parking sensors and a self-parking assistance system. Top-of-the-range Excel adorns the car with luxuries such as automatic wipers, a JBL premium sound system, sat-nav, wi-fi connectivity and front foglights.

On the road, this Prius is a vast improvement from <a href="https://www.whatcar.com/toyota/prius/hatchback/used-review/n824">the previous generations</a>. Its performance times aren’t exciting, but it is at least on a par with most of its conventional rivals. The only fly in the ointment is that the automatic CVT gearbox causes the engine revs to rise, and holds them high when you ask for a lot of acceleration. For most of the time, such as around town or when cruising on the motorway, the Prius is more than adequately refined.

The steering is accurate and responsive, and although there’s quite a bit of body roll in faster corners, there’s plenty of grip. Make no mistake, it’s not a sports car, and the plug-in version is even slower than the regular Prius, but it’s also not an unpleasant thing to drive.

The ride is reasonably relaxed, too, turning firmer over larger bumps and road imperfections but still compliant enough to make long journeys comfortable for occupants.

Inside is an unconventional dashboard layout, with the main instrument pod sitting in the middle of and high up on the centre console. There are two 4.2in colour screens providing the information, and all but entry-level Access trim get a head-up display. Below this is the standard 7.0in infotainment touchscreen, which is mostly responsive, even if its graphics aren’t as sharp as that in some rivals.

The driving position is good, although it could do with more adjustment in the steering wheel, while rear visibility is a little compromised by the rear pillars. Overall build quality feels good, although there are plenty of harder plastics in evidence.

There’s lots of space, too, both front and rear. The hatchback opens to reveal a long, flat load area, and the rear seats drop in a 60/40 split, although there is a small step left when you do this. The all-wheel-drive Prius gets a slightly smaller boot as it has to accommodate underneath it the rear electric motor.&nbsp;

A 2019 facelift introduced tweaks to its styling and its interior, as well as the four-wheel-drive option, and the infotainment system was updated. In 2022 Toyota took the Prius off sale in the UK, blaming falling sales and profits.&nbsp;

If you're interested in finding a <a href="https://www.whatcar.com/used-cars/toyota/prius">used Prius</a>, or any of the other <a href="https://www.whatcar.com/used-reviews/category/family">family cars</a> mentioned here, head over to the <a href="https://www.whatcar.com/used-cars">Used Car Buying</a> pages to find lots of cars listed for sale at a great price.

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Toyota Prius Hatchback

The iconic Toyota Prius Plug-in is good to drive and even more economical than the standard car

Used Toyota Prius Plug-in 2017-present

Despite the fact it seemed a logical step up from the purely petrol-electric hybrid Toyota Prius, the first generation of the plug-in version never sold well in the UK. However, this second-generation model is more refined, better looking and has the benefit of a longer electric-only range, all of which have increased the variant’s popularity.

The formula is simple: take the petrol-electric hybrid technology, with its fairly limited electric-only range, and increase it by plugging it in to an external power source, whether an ordinary domestic socket or a wall charger. This increases the electric-only range to roughly 39 miles, a useful amount more than the standard car, and decreases the official CO2 emissions output to just 22g/km. However, the fly in the ointment has always been the price of the Prius Plug-in, which has always been higher than the regular Prius. Bought used, however, the differences aren’t so pronounced, which for any eco-conscious motorist makes it worth a look.

Two trims are on offer: Business Edition and Excel. Business Edition is well equipped, with heated front seats, a wireless phone charging cradle and blindspot monitoring.Top-of-the-range Excel adorns the car with luxuries such as automatic wipers, a JBL premium sound system, sat-nav, wi-fi connectivity and front foglights.

On the road, the Prius Plug-in is surprisingly refined and comfortable. The biggest difference between this Plug-in model and the normal Prius comes in EV (fully electric) mode. The Plug-in's extra battery capacity combines with a modified gearbox to allow the car to use its two electric motors to drive the car forwards, whereas the normal Prius can use only one. This means the Plug-in builds speed much more quickly, taking off the instant you flex your right foot. True, it’s not as easy as it could be to slow down smoothly due to grabby brakes that can be hard to modulate but, in the main, progress around town is agreeable. And the real-world range on battery power amounts to around 25 miles, farther than many rivals can manage.

The steering is accurate and responsive, and although there’s quite a bit of body roll in faster corners, there’s plenty of grip. The ride is reasonably relaxed, too, turning firmer over larger bumps and road imperfections but still compliant enough to make long journeys comfortable for occupants.

Inside is an unconventional dashboard layout, with the main instrument pod sitting in the middle of and high up on the centre console. There are two 4.2in colour screens providing the information, with a head-up display. Below this is the standard 7.0in infotainment touchscreen, which is mostly responsive, even if its graphics aren’t as sharp as that in some rivals.

The driving position is good, although it could do with more adjustment in the steering wheel, while rear visibility is a little compromised by the rear pillars. Overall build quality feels good, although there are plenty of harder plastics in evidence.

There’s lots of space, too, both front and rear. The hatchback opens to reveal a long, flat load area, and the rear seats drop in a 60/40 split, although there is a small step left when you do this.

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Toyota Prius Plug-in Hatchback

The VW Group famously spends more money on research and development than any rival – and as a result, perhaps it should be no surprise that our testers rate its cars so consistently highly.

The fact that many of those cars use the same underpinnings also helps, because it means that if they get it right once, they have the foundations to keep on getting it right.

However, the Volkswagen brand faces plenty of tough competition, often from within, because the rapidly rising Seat and Skoda brands that are also part of the group have access to the same technology.

VOLKSWAGEN

GOLF GTE

The Mk7 Volkswagen Golf GTE is one of the best plug-in hybrids and a great&nbsp;used buy. It makes sense if you do lots of short trips.

Used Volkswagen Golf GTE 2015-2019

Proof that the <a href="https://www.whatcar.com/volkswagen/golf/hatchback/review/n17371">Volkswagen&nbsp;Golf </a>comes in all shapes and sizes to appeal to all is to be found in the Volkswagen Golf GTE.

This is the 2015 to 2019 plug-in hybrid version of the seventh-generation (Mk7) Golf, which means it mates a conventional petrol engine with an electric motor and has the capability to run on electric-only power for up to a claimed 31 miles. Thus the GTE can take advantage of all that’s good about electric-only motoring for short journeys, while its entirely conventional petrol engine means you can motor normally once the batteries have run out of juice - in other words, there are no range anxiety issues.

It sits, as the name suggests, somewhere between the all-out sporting <a href="https://www.whatcar.com/volkswagen/golf/hatchback/review/n149">Volkswagen Golf GTI </a>and the all-electric<a href="https://www.whatcar.com/volkswagen/e-golf/hatchback/used-review/n17990"> 2015-2019 Volkswagen e-Golf</a>, with a hint of sportiness in its styling and make-up. That the GTE appears lower and leaner than a standard Mk7 Golf is an advantage of the sports suspension that lowers it by around 10mm.

Engines: Underneath, however, the two cars are virtually indistinguishable. The GTE gets the 148bhp 1.4 TSI petrol engine, which drives the front wheels in conjunction with a 101bhp electric motor built into the same housing as that used by the bespoke six-speed dual-clutch automatic transmission.

Trims &amp; equipment: It comes with an appropriate amount of kit for its (original) price, including climate control, LED headlights, automatic lights and wipers, cruise control and parking sensors to the front and the rear. In fact, it comes with the same kit that's found on a GT Golf. You’ll also get an e-remote mobile service subscription, efficient driving software, unique 17in alloy wheels and numerous sporty touches.

Paying a bit more, used, gets you the GTE Advance, with its sat-nav, heated front seats, rear tinted windows, 18in wheels and an exterior sound generator designed to let the public know you are there when the car is in electric mode.

Ride &amp;&nbsp;handling: On the road, the GTE is smooth, refined and decently quick. Indeed its 0 to 62mph acceleration time is nearly as quick as the GTI’s, at 7.6sec. It’s rapid and, in electric-only running, pleasingly quiet, but it doesn’t have the sharpness to it that the GTI has, and it isn’t quite so much fun to drive.

Of course, its real forte is economy. &nbsp;You can run the Golf GTE in one of four modes: pure electric, hybrid, GTE and ‘battery charge’. In pure electric mode it behaves much like the fully electric e-Golf, so the petrol engine stays switched off and there's a silent stream of power the instant you push the accelerator pedal.

With a fully topped-up battery (which takes 3-4 hours from a domestic three-pin socket) expect to get about 20 miles down the road before the batteries run out of juice, rather than the claimed 31 miles. In cold weather, you won’t even get that far.

Most of the time it's easier to run in hybrid mode, with the 1.4-litre petrol engine being assisted by an electric motor to improve performance and help deliver good fuel economy. As in all the best plug-in hybrids, there’s a seamless transition between petrol and electric power, so you can barely detect which is doing the bulk of the work.

Interior &amp; practicality: Inside, there are figure-hugging tartan seats and a sporty-looking steering wheel, in a nod to the GTI. The driving position is excellent, being multi-adjustable, and the visibility good. The dashboard is logically laid out and easy to use, and the quality is high, with plenty of nice-looking plastics and a good choice of materials.

There’s plenty of space, too, especially up front. A couple of six-footers will be comfortable in the rear, although the boot is noticeably smaller than a regular Golf’s, at 272 litres, in order to make room for the petrol tank and batteries, and the rear seats don’t fold totally flat.

If you're interested in finding a <a href="https://www.whatcar.com/used-cars/volkswagen/golf?used=true&amp;nearlynew=true&amp;postCode=tw1%203sp">used Volkswagen Golf GTE,</a> or any of the other cars mentioned here, head over to the&nbsp;<a href="https://www.whatcar.com/used-cars">Used Car Buying</a>&nbsp;pages to find lots of cars listed for sale at a great price.

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Volkswagen Golf GTE Hatchback

PASSAT GTE

<h4>The VW Passat GTE is spacious and refined and has a good electric-only range.</h4>

Used Volkswagen Passat GTE 2015-present

The <a href="https://www.whatcar.com/volkswagen/passat/estate/review/n29">VW Passat Estate</a> has been around in various guises for more than 50 years and eight generations, making it a staple of the used car market.

In that time, it’s grown noticeably bigger and gone deliberately upmarket, so much so that this latest version is nearly large enough to house another Passat within its capacious boot and plush enough to rival the best from <a href="https://www.whatcar.com/make/bmw">BMW</a> and <a href="https://www.whatcar.com/make/mercedes-benz">Mercedes</a> for luxury.

This is the hybrid model of the Passat, the GTE, which offers you the option to plug it in, meaning you can use it on electric power alone for – Volkswagen claims – as much as 31 miles in the earlier models. Enough, in other words, for you to avoid using any fuel at all on short trips around town. And with its subtly sporty styling, the GTE will also happen to suit those looking for a Passat with a bit more pep.

The Passat GTE has had a bit of a chequered history, though. Launched in 2016, it went off sale in 2018 due to a bottleneck in getting cars certified for new emissions standards, only to emerge again in 2019 with a larger battery good now for a quoted range of up to 34 miles.&nbsp;

You can buy the GTE in standard form, in which it gets triple-zone climate control, a colour touchscreen with sat-nav, LED front and rear lights, front &amp; rear parking sensors ad heated front seats, or you can upgrade to the GTE Advance, which adds larger alloy wheels, an upgraded sat-nav with a larger screen, a panoramic sunroof, a digital dashboard and leather seats.

Both share the same engine and gearbox: a 154bhp 1.4-litre turbo petrol allied to a 113bhp electric motor, the combination of which is able to produce a maximum of 215bhp, driving through a six-speed dual-clutch automatic.

All GTEs come with adaptive suspension, which smooths out the ride, though even then you still find there’s some sharpness over the roughest of roads. And as long as you don’t expect the sort of sportiness to match the Passat’s looks, you’ll find it a decent enough thing to drive – honed and involving it is not, but it’s still composed enough to be satisfying to whirl through a few high-speed bends. You’ll also find the GTE’s remarkably quiet – especially when running on electric power alone.

Inside, things are fairly similar to the standard Volkswagen Passat, with a smart-looking interior hewn from the sort of materials that make you wonder whether it really is worth paying any more for a premium brand. Ambient lighting gives the GTE’s interior an even more upmarket demeanour, while all of the controls are logically placed and intuitive to use.

The touchscreen infotainment system is a little less so – especially after 2016, when a new system was introduced that uses touch pads instead of physical buttons for the shortcut keys, which make it harder to press them without turning your eyes away from the road – but it’s still one of the better systems out there and blessed with intuitive and responsive software.

Whether you’re in the front or in the back of the Passat GTE you’ll find there’s loads of space. The battery packs mounted below the boot floor do rob some room, but as the boot in the conventional Passat is voluminous, you still end up with a respectable amount of space – and a boot that’s still usefully shaped.

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