The French brand DS is still balancing on the edge between premium and mass market. It offers enough quality and individuality, but still falls short of the luxury segment. And so it is with our Plug-in Hybrid version — a little more and it would be an electric car. But for some reason, I still want to take a few steps back to a conventional mild hybrid.
The DS brand seems like it will never be as popular as the Eiffel Tower or the Louvre, but for now, it is far from being simply recognizable. People were constantly asking me on the streets what kind of car I was driving. And I could only proudly tell them about the premium brand from Stellantis. Only this did not clarify the situation at all, but rather confused it. I had to dive into lyrical explanations about the French concern, name changes, and brand separation.
I hadn’t done this for a long time, and it was even strange: DS has been on the market for 10 years, and until then, these two letters have always had historical significance for the French and have appeared as bold and strange models from time to time. It seems that it’s time to get used to its independent existence. But it appears that our mentality is not ready for the kind of sophistication offered by the DS 7 E-Tense. Our people do not accept these cars. Sales are poor, and on the streets — it is a rare visitor, as if hiding in the garages of elite cottages of those who appreciate opera and Monet’s work.
DS appeared as a separate brand in 2014, and until then, the most luxurious versions of Citroen were produced under this label. In Ukraine, DS has been on sale for five years and fifty different models of this brand have been withdrawn from showrooms. So if you see it on the roads, you should know that it is a rare bird and an art connoisseur behind the wheel.
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In 2024, we received an update of the flagship DS 7 E-Tense crossover, and if it weren’t for the photo of its predecessor, you might not have noticed the differences. There’s a new grille, bumpers, and slightly tweaked optics. Although, how can you pass by these huge mustaches instead of diode dashes on the front bumper «DS Light Veil»? They immediately catch the eye, especially in such an unusual, as if broken, shape. By the way, the polycarbonate surface is used here, which is laser-etched and painted from the inside. This technology creates the illusion that light shines through the body.
I used to like to attract the attention of my friends by showing them how the lamps in the DS headlights spin like diamonds. It impressed everyone, but this time the pontificating didn’t work because now all the modules in the headlight are stationary, which has no effect on their functionality. And the adaptive searchlight optics turn off entire lighting fragments as needed when driving with high beam, as if cutting them out in squares on the road and sending them off.
Another feature that came along with the update is the removal of the Crossback app from the name and a large «DS Automobiles» sign behind it. It looks like the brand is trying to actively accustom others to its name.
At the stern, the excessive chrome that used to frame the taillight has been removed, and a more elegant line of glossy black plastic has appeared. In general, chrome elements are disappearing from the body, which is a massive trend nowadays. Fortunately, the French did not get carried away with gloss, but limited it to partial use. The appearance of the crossover seems to have become even more noble.
At first glance, the design seems to be coherent and consistent: diamond-shaped details are everywhere in both the exterior and interior. Then why use so many associations in design elements? The manufacturer calls the rhombuses in the taillights dragon scales, the stitching in the cabin is called pearls, and the seats have a watch strap pattern. The keys in the console — are «Parisian claws» — are also a reference to the style of watches. And the clock in the center of the torpedo was created by the French company B.R.M. Chronographes, which has never boasted of any historical value but has produced modern stylized collections. A kind of prefabricated hodgepodge of different ornaments forms the basis of this work of art.
The whole image of the majestic crossover attracts the attention of even children and the elderly, like a museum piece. I also walked around it several times, looking at it and not understanding this magic: it seems to be compact, but in fact it is not. With a wheelbase of 2,738 mm and a length of 4,593 mm, the car is closer to the Volvo XC40 and slightly larger than the Lexus NX, smaller than the Audi Q5 and larger than the BMW X1.
When you get behind the wheel and move off, you try to grasp the dimensions of the DS 7, which is not so easy. So you have to drive very carefully so as not to scratch these 19-inch diamond-polished wheels with glossy plastic overlays, which were used to improve aerodynamic performance. Unfortunately, they don’t offer a magic camera that allows you to look ahead, to the side and from any angle, as in the latest Hyundai models. And it was missing here.
There will be no opportunity to rotate the camera wherever you want, as even the Chinese offer, and there is no way to switch to another camera either. At least the image is of high-quality and almost true to life. This is definitely one of the best cameras among all the representatives of the Stellantis stable.
The DS 7 e-Tense 2024 model year, like all its corresponding models such as the Peugeot 3008, is based on the same electrified EMP2 platform as before. It makes it possible to install any power units from conventional internal combustion engines to full-fledged electric vehicles. Therefore, the DS 7 has engines that are already familiar from other models of the concern: A 1.5-liter diesel engine with 140 hp and a rechargeable hybrid system, just like its predecessor. It is a 1.6-liter four-cylinder turbocharged gasoline engine with 200 hp, which is assisted by a 110 hp electric motor in the gearbox and a 113 hp motor on the rear axle.
The difference with the predecessor is that there is a more capacious battery with a capacity of 14.2 kWh (the predecessor had a 13.2 kWh battery). Therefore, according to the data, this plug-in hybrid is capable of traveling up to 63 km on electric traction alone (according to WLTP measurements).
Manufacturers always measure the range in some strange way that never corresponds to reality. So it was interesting to see how long the battery lasts for such a rather heavy crossover (curb weight of 1836 kg). The DS 7 e-Tense always starts moving on electric power, if the battery is charged, of course. You can choose a driving mode: hybrid, sport, electric, or all-wheel drive. We choose electric and drive exclusively on electric motors. Usually only one of them is working, and only when necessary will the other be connected.
And it’s a pleasant feeling. Quiet, smooth, instant response to the accelerator. In general, this crossover drives well only when the battery is charged. Therefore, it is worth maintaining this state constantly because without electric traction, the greatest advantages disappear: dynamic acceleration in 5.9 seconds, efficiency of 3.4 liters per 100 km and relative silence. It’s nice to have the car running on electricity alone even at speed, and this can happen here at any speedometer mark.
However, according to my measurements, this handsome man will travel up to 30 kilometers on electricity at best, and then the engine will start when the main battery is depleted. And from that moment on, the DS 7’s appetite for gasoline will increase to an incredible 12-19 liters.
The DS7 e-Tense’s gas tank holds 43 liters of fuel. When it’s full, the on-board computer shows a maximum range of 320 km, which is uninspiring. The average consumption in hybrid mode is — 8.5 liters. So, once again, this plug-in hybrid will only be useful if you constantly recharge the battery to prevent a complete discharge.
For this purpose, there is even an e-Save mode in multimedia. It allows you to set a value of 10 km or 20 km — when the gasoline engine begins to maintain a charge and not use only electric traction, which will be consumed first by default. The only problem is that these settings cannot be saved. Every time you restart the car, you need to turn on the charge saving function separately.
If the best habitat for electric cars is the city, then everything is almost the same here. I even regretted that the DS 7 e-Tense was not designed as a train, so that it would be clear that you need to constantly look for an outlet. But I did not expect this with the plug-in. It was good to be able to recharge it at work on an 11 kW network in just a few hours. Yes, DS7 E-Tense does not have fast charging, but only AC. From a regular home network, such a hybrid will need to be charged for about 6 hours. If you use a three-phase connection with a power of 7 kW, you can reduce the time to 4 hours.
However, if the charge is saved, this graceful Frenchman can leave even BMWs behind, overtaking them as if they were standing still. The acceleration dynamics are primarily provided by electric motors that push the car like pistons. At any speed, it will be enough for a noticeable increase in speed.
And in general, the DS holds the road well, does not float in the lane, does not jerk the steering wheel. It may seem too light, but there is a clear zero, short angles of action, and enough clarity and response to control the movement. Quite a decent setup.
Special thanks should be given to the DS 7’s proprietary e-Tense suspension. There are no adapted shock absorbers, but there is an Active Scan system that uses a camera to read the road surface and adjust the suspension in Comfort mode according to your needs.
It’s very strange when the suspension suddenly becomes stiffer on a bumpy road. It can’t absorb all the rumbling, so some discomfort will be transmitted to the cabin, but not the same as it would be without it. It’s also nice when it responds to changes in the road surface. Only Mercedes with adaptive suspension manages to cope with such problems much better without compromising passenger comfort. Noise insulation in the DS is a little lame compared to even Lexus, even the Focal system, which comes with thicker laminated side windows, does not help.
All of these details in the interior of the DS 7 e-Tense can be viewed day and night. Especially at night because the backlight creates a special atmosphere that can be easily changed to suit your mood. It’s nice that there are diodes and touch control of the backlight everywhere. But there are too many of these small fancy details around the cabin. It seems that your eyes scatter, and you can’t concentrate on one thing. Such a variety reminded me of the Baroque style. No wonder, they are the French.
The overall interior of the DS 7 e-Tense makes a very pleasant impression. The bright interior is spacious and cozy. Soft upholstery is everywhere you touch and even deeper. The entire cabin is covered in leather, and the front seats are not only heated and ventilated, but also have massage in eight different types, as well as a retractable banquette that extends the seat. Such equipment turns a crossover ride into a visit to a spa with a relaxation area and massage. Just don’t fall asleep while driving with pleasure.
But we’ve already seen all this in the previous DS 7, and the new thing here is multimedia. Although the 12-inch monitor remains the same, the entire interface has changed. The DS Iris system has received updated software and now offers intuitive operation, customization of screens and widgets at will. You can scroll through the screens by swiping to the left. Graphics are sharper. However, this touch control of the keys below the screen, as well as the exclusively touch-based climate control, creates a lot of inconvenience and annoyance when you don’t hit the right key. And it’s difficult to do this while driving.
Of course, the multimedia offers wireless smartphone connection via Apple CarPlay and Android Auto. The main thing is to find a place to connect your smartphone because not everyone can do it. A wireless charger is included, which will turn off if the smartphone overheats. There’s also a built-in map with a pretty nice interface and even speaks Ukrainian. However, it will not always find the required location immediately.
The seats have electric adjustments and memory. A person of any height can sit behind the wheel. The steering wheel is mechanically adjustable in height and reach. A large 12.3-inch dashboard is in front of your eyes, where you can customize convenient information. The graphics are gorgeous and allow you to monitor the operation of the hybrid system. And the speed figures will change color (white or blue) depending on the driving mode, telling you which one is currently in use.
The backrest of the sofa in the rear is electrically adjusted by keys on the door next to the windows. The range was too limited, and the folded backrests create a large step between the seats and the luggage space.
Space is one of the great advantages of the DS 7. There’s enough room on the rear sofa for even three big guys. And the luggage compartment offers an impressive 555 liters, and that’s with the battery under the floor and the electric motor on the rear axle. Compared to the BMW X1, the volume is 65 liters more, and the Volvo XC40 has only 405 liters. Convenience is also well organized: there are hooks, a light, a 12V socket, and the ability to fold down the backrests of the rear sofa from the luggage compartment. Cables can be hidden under the floor in a small niche.
If you’re aiming to woo customers in a Volvo or Audi DS 7, you need more character and personality. The DS 7 E-Tense offers a full range of safety systems, including adaptive cruise and even pedestrian detection on the roadside. This is the only thing that each of the competitors has. The price of 2,473,040 hryvnias ($59,996) can be a trump card, but even here the Volvo XC40 will be cheaper (1,863,201 hryvnias), though only in the mild hybrid version. So, in fact, among the crossovers with a plug-in hybrid drive, the DS 7 has no competitors in our market.
However, we don’t really need these plug-in hybrids because they were created specifically for electric driving in regions where internal combustion engines are prohibited. We don’t have any, and you still have to look hard to find them in Europe. The savings in the DS7 are also relative, and the total range together with the gasoline range is less than a simple diesel, and even some electric trains, can offer.
This French premium does not seem mature enough to me yet. I am confused by the lack of attention to important components of comfort when there are already much better solutions in a lower price category. In this segment, staying behind in terms of technology means losing not only consumers but also reputation. Even if Lexus is already integrating a bunch of modern technologies and changing its styling, a fresh brand like DS shouldn’t slow down. They not only have to work with recognition, but also develop. Now even Hyundai offers more premium and useful features than DS, without being particularly boastful about it.
In general, it seems that this work of art was torn out of its environment. DS7 E-Tense is better suited to move majestically and slowly along the cobbled streets of Paris, not to rush you along the beaten roads of the Kyiv region. So you have to wait for those who can treat the car accordingly. Someone who will drive this crossover, enjoy the perfect sound of the opera and be inspired by every feature of the elegant interior.
PROS: original design, stylish interior, dynamics, audio system, noise insulation, interior space, comfortable suspension, security systems.
CONS: economy, you can get confused in the multimedia system, it is not convenient to use the touch keys for climate, settings are not saved, and the rearview camera is not working.
| Body, type | SUV |
| Dimensions (LxWxH), mm | 4593/1906/1621 |
| Wheelbase, mm | 2738 |
| Declared ground clearance, mm | 170 |
| Trunk volume, liters. | 555/1752 |
| Curb weight, kg | 1836 |
| Engine | 1.6 turbo |
| Power, hp. | 200 |
| Torque, Nm | 300 |
| Electric motor power, kW | 110 і 113 |
| Torque, Nm | 320 і 166 |
| Type of drive | 4х4 |
| Pendant | Independent McPherson/multi-lever |
| Transmission | 8AT |
| Dynamics 0-100, s | 5,9 |
| Maximum speed, km/h | 235 |
| Fuel consumption, l (mixed) | 1,2 |
| Cost, UAH | From 2 473 040 |
| The cost of the test car, UAH | 2 747 800 |
| Competitors | Lexus NX |
| Volvo XC40 | |
| Audi Q3 | |
| BMW X1 |