Test Drive Report DS No. 7: Powerful Electric Car, Tricky Hybrid

The DS 7 is becoming the No. 7 (pronounced “Number Seven”): larger, more electric, and positioned as a more premium model than the previous best-selling compact SUV, which accounted for more than 50 percent of all DS sales. The all-electric E-Tense versions, in particular, are expected to impress with their long range and driving comfort. Inside, too, the first completely redesigned model from this still-young brand prioritizes originality over convention. However, the first few kilometers in this self-proclaimed premium SUV also reveal that the French car brings its own biggest stumbling block to the table.

Like the flagship DS No. 8 sedan, the DS No. 7—which has grown to 4.66 meters in length—is also based on the group-wide STLA Medium platform, which supports classic hybrid solutions as well as plug-in hybrid and all-electric powertrains. DS Automobiles, however, is limiting itself to just two options here. The entry-level model features the 145 PS (107 kW) mild hybrid system familiar from other Stellantis vehicles, which combines a 1.2-liter three-cylinder turbocharged gasoline engine with a 21-kW electric motor. This is followed exclusively by all-electric E-Tense versions in three power levels, as well as an all-wheel-drive model with up to 276 kW (375 PS). The previous plug-in hybrid variant has been discontinued, a move that is likely to be particularly noticeable in the fleet sector.

When driving, it quickly becomes clear where the priorities lie. The electric versions deliver precisely the kind of composure one expects in this segment. When accelerating, the DS No. 7 E-Tense feels both composed and powerful; power delivery is linear, without any harshness, and remains controlled even at higher speeds. Even the entry-level version with front-wheel drive and a 73.7-kWh battery delivers 170 kW (231 PS), and can briefly reach up to 191 kW (260 PS). It accelerates to 100 km/h in 7.7 seconds, and the top speed is electronically limited to 190 km/h. On the road, the smooth, responsive power delivery is particularly impressive, enabling seamless passing maneuvers on country roads.

The Long-Range version is even more impressive. With a 97.2-kWh battery and 180 kW (245 PS)—boosting to up to 206 kW (280 PS)—it combines high efficiency with noticeable power reserves. With a WLTP range of up to 740 kilometers, this version is expected to rank among the best in its segment. At the top of the E-Tense range is the all-wheel-drive version with two electric motors, which deliver up to 276 kW (375 PS) in kickdown mode, propelling the car—weighing just over 2.3 metric tons—to 100 km/h in 5.4 seconds. Power delivery is forceful but never aggressive. Instead of sporty sharpness, a confident, smooth acceleration dominates.

Regenerative braking can be adjusted in several levels, including one-pedal mode. This works well and reduces the need for mechanical braking. At the same time, the energy management system is designed to ensure that even longer highway trips remain a realistic option. DS specifies a charging capacity of up to 160 kW at a DC fast charger, which should allow the large battery to charge from 10 to 80 percent in about 27 minutes. AC charging is standard at 11 kW, with 22 kW available as an option.

The hybrid model is quite different. The 1.2-liter three-cylinder engine with 48-volt assistance delivers a system output of 107 kW (145 PS). While the three-cylinder engine manages to glide along quite smoothly under light loads, it loses its composure under heavy loads. Especially when pulling away or during bursts of acceleration, the powertrain seems strained, is audibly noticeable, and feels less refined overall. In a direct comparison with its declared competitors—such as the Audi Q5, BMW iX3, or Mercedes GLC—it noticeably lacks composure.

On the other hand, it’s said to be extremely efficient on the road. In urban settings, the combination of the internal combustion engine and electric motor can cover short distances on electric power alone, which is said to reduce fuel consumption to around 5.3 liters per 100 kilometers. With a 55-liter tank, this would result in a theoretical range of over 1,000 kilometers. During our test drives, the display actually showed an average of 5.7 liters after a good 100 kilometers. A second, more powerful hybrid variant has been announced, but details are not yet available.

The suspension, on the other hand, performs at a consistently high level regardless of the powertrain. The car glides along quietly, bumps are smoothly absorbed, and the optional damper control system (DS Active Scan Suspension) uses cameras and sensors to analyze the road surface and adjust the damping in milliseconds. The result is a high level of comfort, especially on rough roads. Transverse joints and bumps are effectively smoothed out without the body oscillating. At the same time, the vehicle remains stable and easy to control at higher speeds.

The steering is precise enough without, however, evoking any sporty ambitions. It conveys a solid, if somewhat detached, feel for the road. This fits the vehicle’s overall character, which is designed less for dynamic driving and more for relaxed travel. This impression is reinforced by the excellent noise insulation, particularly in the electric models, which are virtually silent on the road.

Inside, DS has adopted a unique control concept that deliberately sets it apart from the competition. The centerpiece is the 16-inch display, prominently positioned on the center console. Despite its size, the split-screen layout keeps the display clear and organized, even if it isn’t overly spacious. The menu navigation is logically structured but does require some getting used to.

The system is complemented by the optional head-up display, which projects all important information directly into the driver’s field of view. The digital instrument cluster can be adjusted using buttons on the steering column, which is more practical than nested touch menus. The visually distinctive steering wheel itself stands out with its X-shaped spoke design; it feels good in the hands, but it consolidates many functions onto touch-sensitive panels that don’t always respond accurately when operated while driving. The emphasis on design and individuality simply doesn’t always align with intuitive handling.

On the positive side, however, the materials feel high-quality. Depending on the trim level, fabric, Alcantara, or Nappa leather are used, complemented by contrasting pearl-stitched seams and brand-specific details such as the dashboard and front door panels made of brushed aluminum. According to DS, the proportion of recycled materials in the interior is said to be around 60 percent.

Interior space benefits from the wheelbase, which has grown to 2.79 meters. The front seats are spacious, and legroom in the rear is also generous. However, the relatively low seating position in the rear forces taller passengers to bend their legs more, which can become noticeable on longer trips. The trunk in the all-wheel-drive version holds 515 to a maximum of 1,525 liters, which is typical for its class.

In the electric variants, efficiency plays a central role alongside driving dynamics. With a WLTP range of up to 740 kilometers, the DS No. 7 Long Range ranks among the top performers in its segment. Even under realistic highway driving conditions, it can cover substantial distances without charging planning becoming a challenge. The fast-charging capacity of up to 160 kW is designed to enable charging times of around 27 minutes to go from 10 to 80 percent.

The driver-assistance systems also reflect the latest state-of-the-art technology. In addition to familiar driver-assistance systems such as adaptive cruise control and lane-keeping assist, DS Drive Assist 2.0 also includes semi-automated driving functions, with lane changes automatically executed at speeds between 70 and 140 km/h after the turn signal is activated. The system operates unobtrusively and intervenes gently without patronizing the driver. Among the technical highlights are matrix headlights and the “Night Vision” infrared camera system, though these do not stand out significantly from familiar solutions in the premium segment.

In terms of pricing, the DS No. 7 is positioned quite confidently. The entry-level model starts at 47,700 euros for the hybrid version, while the all-electric variants start at 56,300 euros. The long-range version with a large battery costs at least 61,700 euros, while the top-of-the-line all-wheel-drive model is priced at 66,600 euros. This puts the French SUV on par with established competitors, though it emphasizes individuality and comfort more than technical superlatives.

The bottom line is that the DS No. 7 presents a clear profile as a comfort-oriented SUV with a distinctive character, whose strengths are particularly evident in the electric variants. The hybrid version, on the other hand, feels like a compromise that doesn’t quite fit in the premium segment. (aum)

Specifications for the DS No. 7 E-Tense FWD Long Range Étoile

Length x Width x Height (m): 4.66 x 1.88 x 1.64
Wheelbase (m): 2.75
Powertrain: Electric, 180 kW (245 PS), front-wheel drive, automatic transmission
Max. torque: 343 Nm
Top speed: 190 km/h (limited)
Acceleration 0 to 100 km/h: 7.8 sec.
WLTP average energy consumption: 16.3–17.6 kWh
Battery capacity: 97.2 kWh
Range (WLTP): max. 684–734 km
Max. charging power: AC 11 kW (optional 22 kW)/DC 160 kW
Curb weight / Payload: 2,138 kg / 562 kg
Trunk volume: 560–1,570 liters
Towing capacity: 1,200 kg
Price: starting at 61,700 euros
Test vehicle price: 68,950 euros