DS 4 interiors are elaborate, with unique switchgear in knurled bright metal attractively arrayed across a dashboard that cleverly disguises its air vents. There’s lots of emphasis on screens – a large central unit that can handle swipe gestures, a smaller screen below it that can provide a variety of configurable shortcuts, a comprehensive display ahead of the steering wheel plus one of the best head-up displays we’ve encountered – but it’s intuitive and clear.

The overall effect is of cut-above luxury, yet even the priciest 4, the La Première E-Tense 225, costs a reasonable-sounding £43,695. The entry-level Bastille seems very affordable at £25,350, given the imposing figure it cuts on a suburban driveway. It’s evident that DS sees this first true mainstream model as its way of establishing a foothold in prime markets (such as the UK’s) rather than of earning early profits – although UK managing director Jules Tilstone assures us that the marque is already returning positive earnings to the Stellantis core.

Our main test car was a Rivoli E-Tense 225, which, like the rest of them, is based on a developed version of Stellantis’s latest (lighter and stiffer) medium-to-large EMP2 platform. Surprisingly, this one has a torsion-beam semi-independent rear suspension rather than the fully independent multi-link set-up of more expensive DS models. Still, our car was nicely made, with fine panel fit and impressive trim details, including hand-finishing of its stitched leather seats and steering wheel. The designers’ desire is that this cabin should offer comfort, convenience and decor beyond the mainstream, and they’ve achieved it.