DS 7 Review 2024

The DS 7 Crossback - or, as it's now known, the DS 7 - has individuality as its greatest strength. Rivals like the Audi Q5, Mercedes-Benz GLC and BMW X3 are so common they've lost some of their upmarket image, but the relative rarity of the DS 7 combined with its unique art-deco design makes it something a bit more special. Our DS 7 review delves deeper.

There’s a problem with popularity: ubiquity. Cars don’t get much more popular than SUVs these days, especially prestige ones, and as a result you see them absolutely everywhere. What’s more, while there are seemingly countless models to choose from, many seem to blend into the crowd somewhat. 

So, if you like the idea of a prestige SUV, but you’re one of those people who likes to stand out from the crowd, what do you do? Well, DS Automobiles might have the answer.

If you’re not familiar with the name, DS Automobiles part of the Stellantis Group, with close ties to Peugeot and Citroen. DS is slightly different to its sister brands, though, in that it’s the luxurious, high-end wing of the operation.

The DS 7 Crossback was the first model from the brand which had a bespoke look and feel. Older models, such as the DS 3 and previous-gen DS 4, were very much Citroens with the old badging chipped away. In 2022 the DS 7 Crossback became simply the DS 7, with an updated design, more technology and some new engine options brought in.  

As well as the aforementioned Audi, BMW and Mercedes models, the DS 7 also competes with cars such as the Jaguar F-Pace, Alfa Romeo Stelvio, Volvo XC60 and even high-end versions of the Volkswagen Tiguan. 

Even the older DS 7 Crossback is a distinctive-looking thing in a crowded class, and some detail changes for 2022 include a redesigned grille, a new headlight design (sadly, the Crossback's swivelling come-home headlights have been ditched) and smart new LED running lights. There's also fresh wheel designs, cool new tail-lights and some revised badging - this latter touch is a bit on the messy side with too much lettering in different fonts on the back.

The cabin is as opulent and style-focused as it's ever been. It doesn't really share much with lesser Peugeot and Citroen models, with posh material upgrades, upgraded infotainment over the old Crossback and generous levels of standard kit. Sure, there are areas where established premium rivals feel more solid, but overall the DS 7 is a step up from mainstream SUVs. 

It's practical, too - the DS 7 sits somewhere between cars like the Audi Q3 and the Q5 in dimensions, with prices ranging between the two. In terms of outright space it's closer to the latter, however, with plenty of room for adults in the back and even electrically reclining rear seats on some variants. 

On the road, it’s fairly comfortable and tidy enough in the corners, although it’s not as good on either score as the best cars in the class. The DS7 misses the sophisticated ride or sharp handling something like a BMW X3 offers. For 2022 a new top-end DS7 E-Tense 4x4 360 gets lower, stiffer suspension to feel surprisingly agile, but that does impact low-speed comfort. 

There’s a wide range of petrol and diesel engines on offer on the DS7 Crossback, all of which provide a decent balance of performance and economy, but it’s the E-Tense plug-in hybrid version that does best on both fronts, with 300PS and an official fuel economy figure of up to 235mpg.

For the updated DS7 the pure petrol models were ditched, which is a shame, as the plug-in hybrids aren't cheap. There's now three different PHEVs to choose from, though, including the quick range-topping E=Tense 4x4 360, while the base diesel lives on.

When buying new the DS costs the same amount as many premium (and technically better) rivals, so it’s not like daring to be different will save you any money. Then again, if you like the way the DS 7 looks, and you like the idea of a left-field choice, it certainly has its appeal. 

Depending on which version of the DS 7 you pick, there are three different types of suspension you might end up with. Most versions get a conventional setup that’s pretty comfortable. It absorbs most bumps and cracks well, and only the worst potholes will cause it any problems.

However, there's a lack of overall composure, and on bumpy roads the DS 7 can get unsettled because its soft setup lacks control. This also means you notice a fair bit of body lean as you turn into bends, although there's plenty of grip and the steering is accurate enough and light around town. 

Versions with the more powerful engines and highest trim levels come with something called Active Scan Suspension.

Like many adaptive suspension systems, things can be made firmer or softer according to which of the driving modes (Sport, Normal and Comfort, in this case) you select.

What sets this system apart, though, is that when you select Comfort, a front-mounted camera ‘reads’ the road surface ahead, and adjusts the suspension automatically to deal more effectively  with any bumps or potholes it finds.

It’s a bit better at taking the sting out of the sharp-edged potholes that might cause the regular version issues, but you won’t detect much difference in town, while on the motorway, it can actually feel annoyingly floaty.

The DS 7 E-Tense 4x4 360 gets 15mm lower suspension, a wider track and upgraded brakes. We've not yet tried one in the UK but on twisty European roads it feels a lot more composed, with less body lean and more agility. The ride is firmer but that makes it more controlled on faster roads. It'll probably be less comfortable on low speed roads in the UK, however, with the 21-inch wheels sending more thumps from big potholes into the cabin. 

As a used buy the DS 7 Crossback is available with three turbocharged petrol options (badged PureTech) offered with either 130PS, 180PS or 225PS, while diesel choices (badged BlueHDi) included 130PS or 180PS options. The E-Tense plug-in hybrid version, meanwhile, teamed a petrol engine with a pair of electric motors to give 300PS.

The entry-level diesel will be adequate for most buyers most of the time: it’s perky enough in town, allowing you to trundle around at low speeds without too much fuss, but when you’re going a bit quicker, it takes a little more time about picking up the pace.

For that reason, you’ll probably be better off with the bigger diesel if you spend a lot of time on motorways or regularly carry lots of passengers. It’s a useful amount quicker, but the bigger difference is that the performance just comes so much easier to the bigger engine, keeping things more relaxed.

In the hybrid, there's an irritating pause between you putting your foot down and anything happening. That said, when it does decide to get going, the acceleration it provides is very impressive indeed. Drive more sedately at lower urban speeds, meanwhile, and the electric motors will give you all the momentum you need to get around easily.

In 2022 the DS 7 engine range was altered. No pure petrol models are available, although the 130PS diesel still exists to keep the price down. It'll work best for longer journeys as it'll be more efficient than the plug-in hybrids in that situation. 

The E-Tense models can be had in 225PS and 300PS forms (the latter with four-wheel drive for more grip), and both offer punchy performance once the gearbox makes its mind up. 

The top-range DS 7 E-Tense 360 4x4 is genuinely fast, capable of 0-62mph in just 5.6 seconds. It doesn't feel a whole heap quicker than the 300PS version, however, so the main reason to buy one is the suspension upgrades. 

All DS 7s come with a very presentable amount of safety kit as standard, but the precise level of equipment you get will depend on the trim level you buy.

All versions get active LED headlights with high-beam assistance,  tyre pressure monitoring, six airbags, a space-saver spare wheel (on all but the PHEV), speed limit recognition, lane-departure warning and automatic emergency braking.

Prestige cars add blind spot monitoring, while Ultra Prestige/ adds adaptive cruise control with steering assistance and stop-go functionality, meaning the car can effectively drive itself in certain situations. All that has helped the DS 7 achieve the full five-star rating in Euro NCAP crash tests.

The DS 7 when facelifted offers broadly identical safety kit, but adaptive cruise control is now known as DS Drive Assist. 

The DS 7 is a big car compared with five-seat SUVs such as the BMW X1, and that results in generous interior space. There’s bags of the stuff up front - as you’d expect - and plenty in the rear to allow two tall passengers to get comfy - even three can fit for short journeys.

The panoramic sunroof on some trims does eat into headroom, while there's no sliding seat bench on offer here. There is a nice touch on top versions though: as buttons on the rear doors electrically recline the rear seat backs to let you stretch out and relax. We're not talking Rolls-Royce seat movement here, but it's useful. 

The DS 7's 555-litre boot capacity is big enough to compete with those of the best rivals, and you get a moveable floor that lets you either maximise space, or level out both the load lip and the step to the rear backrests when the seats are folded down.

They do so in a 60-40 split (not as versatile as the 40-20-40 arrangement in a BMW X3) and although they don’t lie quite flat, they do the job. The other good news is that the PHEV version doesn’t lose any boot space compared with the rest of the range, which isn't something that can be said of every rival.

In terms of exterior dimensions the DS 7 is 4,573mm long, 1,895mm wide and 1,635mm tall.  

The DS 7's interior all feels very flash at first, with leather or Alcantara wrapping on parts of the dashboard, intercut with plenty of glossy-looking panels and metallic trims. We also like the 'watch-strap' style Nappa leather on some trims, plus the rotating fancy clock at the top of the dash. 

Look closer, though, and you’ll find that many of the metallic trims are nothing more than metal-coloured plastic, while some of the plastics tucked away in the lower reaches of the cabin have a hard, scratchy finish. It still feels decent in isolation, but when DS is pitting the 7 against the likes of Audi, BMW and Mercedes, that final level of material substance is missing. 

In the DS 7 Crossback 12.0-inch touchscreen system supports sat-nav, Bluetooth, DAB radio, voice control, Apple Carplay/Android Auto and various connected services. You also have a 12.3-inch digital instrument display to replace traditional dials, along with USB charging ports front and rear. 

Like with many such systems these days, you operate the vast majority of the car’s functions - even the climate control system, in this case - through the touchscreen, and it’s more distracting than using physical buttons.

There are shortcut controls running along the bottom of the screen that make swapping between the various menus easier, but they’re small and difficult to hit at a glance, and because they’re touch-sensitive panels rather than physical buttons, it’s not always clear if you’ve been successful in hitting the one you wanted.

The menus themselves can be rather convoluted in places, too, and the graphics and screen transitions are often slow and jerky.

We're happy to report that the 2022 DS 7 gets an improved infotainment system. The screens are no bigger, but there's updated software which is quicker to switch between menus, has simpler menu layouts and improved graphics. There's still a lack of physical switchgear, although at least DS has stuck with physical wheel-mounted controls unlike Mercedes. 

For the 2022 facelift the DS 7's prices start at just under £37,000 for the entry-level diesel version. The cheapest plug-in hybrid (the E-Tense 225) is £44,190, but start moving up to the desirable trim levels and you'll push well past £50k. 

Go for one of the plug-in hybrid 4x4 models - the DS 7 E-Tense 300 or the new E-Tense £360 - and you'll need nearly £52,000 and £56,000 respectively. The DS 7 E Tense 360 La Premiere is an eye-watering £62,000. 

You'd rightly baulk at the top-spec prices, particularly given the DS 7's humble underpinnings. But the fact remains that even entry-level plug-in hybrids from BMW, Mercedes, Volvo and Jaguar are similarly expensive these days, if not more so in many cases. Only the Mazda CX-60 is a relative value offering. 

Officially the DS 7 depreciates at a similar rate to key premium rivals, but in the real-world we've seen some serious bargains out there. A high mileage 2018 diesel model can be had from just £15,000, although you'll need £20k for one with average miles on it. 

Petrol DS 7's start at just over that on the used market, but the plug-in hybrids were a later range addition and start at £34k.

Of course the majority of people use finance for new cars, and DS 7's representative PCP figure puts it at just under £600 a month. 

The best figures for the various DS 7 Crossback petrol engines range between 40mpg and 46mpg, while the best figure for the smaller diesel stands at 55mpg (slightly less for the manual than the automatic) and the brawnier diesel gets around 48mpg.

Even these figures look pitiful compared with those of the PHEV version, which depending on the spec of your car, will deliver maximums of between 166mpg and 235mpg, according to the laboratory figures.

On the new 2022 DS 7, the hybrids have been improved slightly, with WLTP combined figures of between 229 and 222mpg quoted. The official electric range is between 39 and 49 miles depending on version, but 30-35 miles is probably a more realistic figure. 

Good luck matching the MPG figures on longer journeys, too. You’ll maximise your return by spending as much time as you can on electric-only power, but as soon as your petrol engine kicks in after the battery is depleted, your average figure will plummet.

There’s huge variation in insurance groupings between the versions of DS 7. The vast majority sit between groups 20 and 30 (out of 50), depending on their power output and price, making them fairly middle-of-the-road in terms of the insurance premiums they command. However, the hybrids, what with their prodigious power, sit in groups 37 to 39, making them noticeably pricier to insure. The DS 7 E-Tense 360 will push that even higher when its group is announced. 

DS is too new a brand to feature in many reliability surveys, so data on that score is sparse. However, the records for Peugeot and Citroen, which use many of the same parts as the DS, are entirely reasonable.

The entry-level DS 7 Performance Line comes with 19-inch alloys, LED headlights, Alcantara upholstery, dual-zone climate control, keyless go, cruise control, parking sensors at the rear and the 12-inch infotainment system with digital dials. 

There's also the DS 7 Performance Line Plus, which adds a reversing camera, front parking sensors, heated front seats with electric adjustment, an upgraded steering wheel and a heated windscreen. 

The mid-level DS 7 Rivoli (previously DS 7 Prestige) gets grained leather trim, front seat massagers, electrically reclining rear seats, extra chrome and interior design details and a swivelling B.R.M clock.

Further up the range is the DS 7 Opera (previously called DS 7 Ultra Prestige). This brings quilted 'watch-strap' leather upholstery, a panoramic sunroof, an electric tailgate, wireless phone charging and ventilated front seats. It also has the DS Drive Assist package with adaptive cruise control. 

Topping the range is the DS 7 La Premiere, which brings 21-inch wheels, a 360-degree camera system, an upgraded Focal sound system, night vision and hands-free electric tailgate access.