Porsche is taking on Ferrari, McLaren and Lamborghini with the Mission S, a concept that previews a mid-engined supercar to sit above the 911.

Revealed in New York, the Mission S is intended to be a driver-focused supercar, with no distracting dashboard touchscreen, and a physical key in place of the usual start/stop button of other contemporary Porsches.

Instead of a touchscreen and infotainment system, Porsche encourages drivers to fit their smartphone to an integrated mount, or focus purely on the driving instead.

Porsche hasn’t said anything about the performance of the Mission S, but describes it as mid-engined – and not electric, unlike the Mission X, a battery-powered hypercar concept that was revealed in 2023 but never went into production. Intended to be a successor to the Carrera GT and 918 Spyder, that project was seemingly canceled before getting off the ground, as rivals Ferrari and McLaren both shunned a fully-electric approach in favour of hybrid-assisted V6 engines for their respective F80 and W1 hypercars.

The Mission S will likely be seen as a course-correction from Porsche, which halted the Mission X but continued to pursue the all-electric Taycan, Macan and Cayenne, with electric versions of its Boxster and Cayman still in development.

Since electric hypercars like the Lotus Evija and Rimac Nevera have failed to sell in meaningful numbers, it’s perhaps no surprise that Porsche backed away from the electric Mission X and is instead focused on the Mission S.

As a side note, while this isn’t a production car ready to go on sale, Porsche changed little to the Mission E concept before it became the taycan. Hopefully it’ll take a similar approach here, and much of the Mission S will remain when the production version arrives.

Dr Michael Leiters, chairman of the executive board of Porsche AG, said: “The Mission S provides a glimpse of the ideas and design features that will shape Porsche in the coming years. At the same time, Mission S represents a mid-engined super sports car platform positioned above the 911 – not as a one-off hypercar, but as a permanent and versatile addition to our customer offering”.

Porsche’s decision to reveal the Mission S on a pier in Queens, New York is significant. The first pictures of the mid-engined Porsche 550 Spyder – the company’s first super sports car – were taken on the same pier back in 1953.

As well as sharing its design DNA with the Mission X, the new Mission S draws inspiration from the 919 Street Concept, a 2017 design exercise from Porsche that envisioned a road-legal version of its Le Mans-winning 919 race car. It is expected to sit above Porsche’s sprawling 911 range, but not occupy the flagship status of the 918 Spyder, thus leaving room for a future limited-edition hypercar to fill that spot later.

Another call-back on the Mission S is a circular fan mounted to the top of the engine bay and reminiscent of the Porsche 917’s radiator fan.

Inside, the stripped-out interior has two seats and is seriously drover-focused. A central analogue rev counter sits directly behind the steering wheel, flanked in traditional Porsche fashion by four sub-dials. The simple steering wheel has tactile switchgear, including gear shift paddles and a central button marked “On your own” – potentially a reference to when the driver assist systems are deactivated.

There are five-point harnesses for both seats, a set of physical climate controls, and a pronounced gear shifter. While this isn’t a manual car, the shifter can be used to switch between the usual drive, park, neutral and reverse, but also be pushed forwards or backwards to shift through the semi-automatic gearbox.

On the lack of a dashboard display, Porsche said it “has deliberately chosen not to include a permanently integrated centre display or a fixed passenger display in the dashboard. Instead, a retractable smartphone system compatible with MagSafe technology has been designed for use as needed.

"The user’s personal smartphone can serve as a navigation or information display if desired. A clearly structured and streamlined My Porsche App provides access to all functions and also allows users to select digitally rendered, historically inspired designs for the circular instruments.”

Porsche has not revealed what engine the Mission S will have, nor what sort of performance we can expect from the production version. We also don’t know when that car is likely to go on sale, or what it will cost. Given its position above the 911 family, the eventual production car could be priced anywhere from around £200,000 and head deep into six-figure territory.

A shiny sports car sits at the bottom of a piece of track that extends vertically like some kind of fairground ride. After a short countdown, the car speeds up at an angle beyond 90 degrees, to the point where it leaves the tarmac and flies through the air.

It's at this jaw-dropping point where jet thrusters fire from underneath the car, righting it and then guiding its descent to the ground – much like one of the SpaceX rockets returning to the pad.

Elon Musk had promised back in 2018 that his next-generation Roadster would have rocket thrusters to improve acceleration, but no one quite believed him.

It's a collaboration between Tesla and SpaceX, and it uses compressed air to fire the 10 thrusters under the car, much like a SpaceX rocket uses rocket fuel when landing.

As well as providing the car the ability to essentially fly, the cold-gas thrusters can be used to give the Roadster rock-like acceleration, which Tesla also demonstrated with a 0-60mph of 0.82 seconds.

The Roadster, then, is finally here. With a design that draws more from the Cybertruck and Cybercab than anything previous, it's a great-looking car, with dihedral doors, an active aero spoiler and an Ano White paint finish that makes it look like a space shuttle.

There's little detail on the full specs of this car, other than it's electric, but there are three models now listed on the Tesla website: a Performance model, which is presumably the standard road car, but still with a suction system to maximise downforce; Thrust, which uses the cold-gas thrusters to provide that sub-one-second acceleration; and Rocket, which provides the full flying experience.

The Rocket model is available by invitation only, and Musk acknowledged that many of these features might not be legal in every market. The fact that the Cybertruck was never cleared for UK roads means even the standard Performance Roadster isn't guaranteed.

Either way, it was an impressive performance and a glimpse of what is possible for cars if money and rules are no object. Tesla can never be accused of not pushing the envelope. Without them, I doubt electric cars would be as popular as they are today.

So who knows, maybe in 20 years' time, we'll all be driving cars with gas thrusters in them, to help us leapfrog traffic.

The Smart Fortwo won the hearts and minds of a generation for being the ultimate city car. At just 2.7 metres long, it could squeeze through gaps that no other car could and, as its party trick, park in spaces sideways to fit two in one spot.

Though initially with a smaller petrol or diesel engine, the Fortwo did come in an EV form back in 2006, but offered just an 81 hp motor and a 70-mile range from its 17kWh battery.

Now though, it's back. The Smart #2 follows the company's new naming convention but looks every bit the tiny car the original Fortwo did. Except the specs are much more up to date.

It still has two doors and just two seats and measures just 2.746m in length. The 35.8 kWh battery gives the new car a range of up to 205 miles, with 65kW fast charging for 10-80% in under 20 minutes, while the motor delivers 60kW (82hp) and 60 Nm of torque.

Inside the car, there's keyless entry, wireless charging, adaptive ambient lighting, a 7-speaker Sennheiser sound system and a 10.1-inch touchscreen. There's also Pilot Assist driver assistance for lane keeping and adaptive cruise control, and a 6.95-metre turning circle, which is even better than the ForTwo models.

Brabus incoming

The really exciting news is that there's also going to be a Brabus version of the Smart #2. The aftermarket tuning house once did a version of the original Fortwo that delivered 107bhp and a 0-62mph of 9.5 seconds.

It's more recent versions of the Smart #1 and Smart #3 not only look incredible, but offer significant performance upgrades on the standard cars.

Only a few images have been shown for the Smart #2 Brabus so far with no details on spec, but it's likely to be a formidable beast when it comes.

The Smart #2 will go on sale in the UK next year with a price expected to be under £20,000 ($26,200). You can also register your interest for both the Smart #2 and Smart #2 Brabus on the UK Smart website.

Android Auto 18.0 has officially started its beta rollout, so those who have opted into the beta will find that it's ready to update now.

The only changes that the app lists are "bug fixes", which is a familiar line for Android Auto. The updates are typically slow to appear and are often enabled without a major app version change.

So the bad news is that Android Auto 18 doesn't appear to mean anything for your car. At first glance, it brings no changes. But there could be more to it than that.

Diving into the code, 9to5Google has found references to "cielo_launcher", which is thought to be the next Android Auto redesign. The Cielo name has been floating around for some time in Android Auto, but so far hasn't amounted to anything.

The reference to a launcher suggests that it's a change in design, as previously we had "coolwalk_launcher" – and Coolwalk is the codename for the current design that Android Auto uses.

So Android Auto 18 could be part of the build-up to the refresh that Google previewed in The Android Show prior to Google I/O, a new interface that's more accommodating of widgets and smart enough to fill more diverse screen types.

The promise is for edge-to-edge maps, more Material 3 Expressive elements, shortcuts and customisation as well as Immersive Navigation and much more Gemini Intelligence.

That's something that Android Sage detected in the code too, with a Gemini onboarding flow discovered that seems to be about guiding users towards discovering Workspace data, likely to offer more dynamic responses based on real user information.

While Gemini is great in the car – it runs at a conversational level, accessing data and does all the stuff you might want in the car – it still doesn't quite give you everything you might want in terms of personalisation, ie. it can be generic rather than bespoke.

There also seems to be the ability to pause work notifications, suggesting that Gemini might be able to give you a bit of peace when your work day finishes and you're driving home.

So, like many Android Auto updates, on a surface level version 18 appears to bring no changes. But under the skin, there's a lot of promise that at some point in the future we'll get the new version that Google promised earlier in 2026.

At a Paris motor show packed full of retro charm – from the new Citroen 2CV and Renault E-Space concepts, to the Peugeot e-T16 – Alpine headed in a slightly different direction.

The Renault sibling revealed a concept car called the A310 Vision. And while it’s intended to celebrate the 55th anniversary of the original Alpine A310 – and 50 years since the V6 version of that car – the concept feels more like an EV sports car of the future.

Indeed, Alpine says the concept “does not seek to reproduce the A310, but to extend its intent”. It does this with a sharp, muscular silhouette, along with a set of slim headlights, a windscreen and glasshouse like that of a fighter jet, and a pronounced rear diffuser.

Unlike the equally new Citroen 2CV concept, the A310 doesn’t need to remind today’s car buyers of the cars that inspired it. Few drivers in 2026 will even be aware of the original Alpine A310, but here that doesn’t matter. This is a concept that stands up all on its own, and could easily be marketed as a brand-new car with no backstory to sell.

Relatively compact by modern standards, the A310 Vision is 4.55 metres long, 1.18m tall and 2.03m wide, with a wheelbase of 2.45 metres. The A-shaped wheels are a modern take on an old three-spoke design, while the headlights are described as having a “pop-down” effect, where they appear to open downwards into the bodywork instead of rising upwards.

The front end also features an S-duct incorporated into the bonnet, while Alpine drifts into concept car-speak, saying how the two-part split rear wings “plays on a transparency evocative of ice and mountains,” while the blade-shaped rear lights are claimed to increase downforce.

Alpine chose not to fully display the interior, but said how the A310 Vision’s physical controls are "inspired by the world of Hi-Fi”, which is excellent news for anyone fed up with an over-reliance on touchscreens.

Nothing has been said about the motor, battery or chassis, other than how the A310 Vision draws “on the possibilities offered by the APP platform,” which will also be used by the upcoming electric Alpine A110 sports car. Speaking of which, that car wasn’t at the Paris show, but instead Alpine teased it with a sculpture suggesting what the new A110 will eventually look like. It’s due to arrive fully formed in 2027.

Kicking off the Paris Motor Show, Citroën has pulled out the big guns and revealed a stunning revamp of the most iconic French car ever created.

Conceived in the 1930s as a cheap, reliable car to replace horses and carts (I kid you not), the Citroën 2CV ran for 42 years and became synonymous with French life.

Returning to the show that launched the car in 1938, Citroën has shown a fully electric version of the car for a new generation of drivers.

While still a concept car at this stage, Citroën plans to take this into production with a starting price of €15,000, which is less than £13,000 in the UK and under $17,000 in the US.

Finished in a classic red, the design recreates the classic 2CV pram-like styling with a high roof and large protruding headlights that look like eyes.

Inside, the design remains consistent with the retro theme, having a bench front seat and minimal controls – all finished in a bright yellow. Only the compact 8-inch screen above the gear control gives away its modern drivetrain.

This model even features the classic roll-back fabric sunroof, allowing those old farmers to keep their hats on while driving.

There are a few more Easter eggs on the concept model to excite 2CV fans, such as the detachable radio that doubles as a speaker, the tortoise and rabbit designs on the brake and accelerator, and the classic horn and start-up sound when the electric motor turns on, to echo the original.

While Renault has led the retro charge with the Renault 5 E-tech and the Renault Twingo, Citroën could have trumped it with the 2CV electric.

Let's hope it still looks as cute and is as cheap as promised when it finally hits the road.

Campanero has come up with an interesting middle ground between fixed tent and massive campervan, a lightweight trailer that can adapt as your camping needs change.

Campanero has designed three different tent setups – Pah-Pah, Eck-Oh and Char-Lee – but they all use the same trailer base. You simply unzip the tent from the trailer and swap it for the version you need.

The Pah-Pah is the smallest, designed for one or two people. It has a 40-square-foot sleeping area with a 63 x 79-inch mattress, while the whole trailer weighs just 705lb, or around 320kg.

It's a pretty simple setup, with the tent folding down into the trailer when you're ready to drive away. There's no huge collection of folding panels or complicated mechanism to deal with, and the trailer can be towed by a small car or EV.

When a two person space isn't enough, you don't need to buy another trailer. The larger Eck-Oh tent can be fitted to the same base, increasing the sheltered living space to around 91.5 square feet and adding a 102-square-foot awning.

That gives you enough room for up to four people, with the extra sheltered space providing somewhere to sleep, eat or simply escape the weather. The Eck-Oh weighs around 815lb, or 370kg.

And if a four-person space still isn't enough, Campanero is working on the Char-Lee. It's designed for up to six people, with around 99 square feet of sheltered living space and a larger 124-square-foot awning.

The Char-Lee hasn't launched yet, but the company says it's planned to use the same basic trailer platform. That means the whole point of the system is that you can change the tent rather than changing the trailer.

The trailer itself is designed to stay relatively light whatever configuration you're using. It has a single axle, a German chassis rated for speeds up to 62mph, and around 1,507 litres of storage space in the trailer box.

The tents use TenCate KA-10 poly-cotton fabric with stainless-steel frames, while the trailer can also be fitted with extras such as a storage box or bike carrier.

Price range really ranges

Prices start at €13,950 for the two-person Pah-Pah, which works out at roughly $16,000 or £12,000. The four-person Eck-Oh costs €16,950, aka around $19,000 or £14,500, while the planned six-person Char-Lee is expected to start at €18,950, or roughly $22,000 or £16,300.

The clever thing is that you don't have to decide how much camping space you'll need forever. Start with a small trailer for two, then swap the tent when the family grows – or when you simply fancy a bit more room.

Tyre pollution is a thing. And while we tend to think of electric cars as producing no emissions, there's actually a problem with that idea, the tyres are still touching the road.

That's where VENTRA can help. Created by the student team TU/ecomotive at Eindhoven University of Technology, this electric car is designed to capture some of the particles produced by tyre and brake wear before they disappear into the environment.

The clever bit is the orange wheel covers. Behind them sits a system called T.R.A.C.E., which uses electrostatics to collect particles close to where they're produced.

At higher speeds, airflow helps direct the particle-filled air towards the collectors, while small fans help pull air in at lower speeds. According to the team's simulations, around 24% of tyre particles can be captured between 50 and 80km/h, rising to 42% during city driving. Those are simulation figures rather than real-world test results, so there's still plenty to prove.

The car is trying to make less pollution too

VENTRA isn't just about catching the stuff that comes off the tyres. It's also designed to reduce how much gets produced in the first place.

The car weighs just 790kg, helped by a carbon-fibre-reinforced thermoplastic chassis weighing around 135kg. TU/ecomotive says a conventionally constructed equivalent would weigh around 230kg.

Weight means more load on the tyres, which can mean more wear. And that's interesting for EVs, where large battery packs can make cars considerably heavier than their petrol and diesel equivalents.

There's also a system called Clean Drive, which monitors how the car is being driven and gives the driver feedback. Smoother acceleration, gentler braking and less unnecessary steering should all help reduce tyre and brake wear.

And the students haven't stopped at collecting the particles. Some of the material captured by VENTRA has already been incorporated into an enamel coating inside the car, effectively turning the stuff that would otherwise have ended up on the road into part of the vehicle itself.

VENTRA is still an experimental concept rather than something you'll be able to order from your local EV dealer. But it highlights an important problem with modern cars, getting rid of exhaust emissions doesn't mean getting rid of all the particles a car produces.

As EVs become more common, the focus is starting to move beyond what's coming out of the exhaust pipe – and this little Dutch concept shows what that could look like.

Six years ago, at the start of 2020, Polestar – then a new car company, spun off from Volvo with much to prove – wowed us all with the Precept.

A concept car outlining what the company hoped to deliver in its formative years, the Precept was a stunning piece of vehicle design. An electric grand tourer with a sharp but muscular body, and an interior reminiscent of a business class cabin. It looked magnificent.

Now, a fair few years later than expected, the Precept has become reality in the form of the Polestar 5.

Bookending the first era of Polestar as a standalone car company – which began with the hybrid 1, then shifted to full-electric for the 2, 3 and 4 – the 5 is a stunning vehicle, inside and out. It also uses a bespoke bonded aluminium chassis that shares nothing with the rest of the Polestar family, or even anything with other members of the Geely automotive group, which includes Volvo and Lotus.

But what is it actually like? T3 headed to Northumberland to find out.

The 5 is a bold signal of intent from Polestar. An electric grand tourer that starts at £89,500 and tops out at over £115,000 when all boxes are ticked, it squares up neatly against rivals like the Porsche Taycan, Audi e-tron GT, Lotus Emeya – and, yes, the new Jaguar Type 01.

My first encounter with the Polestar 5 couldn’t have been more incongruous. It’s the sort of grey, misty day that this part of Northern England is particularly good at. The air is damp with drizzle, cobblestones glisten beneath tourists’ feet and the medieval Alnwick Castle broods in the background in a way that would please the Brontë sisters. A bright white Polestar 5 sits among this like an alien spaceship in search of a charging station.

It might be the most striking car on sale today. And I’m not saying that because I don’t want to be rude. I mean it’s striking in the best way possible. Sharp, clean and modern, it manages to portray enormous presence without making the all-too-common mistake of confusing assertiveness with aggression. It’s wide, low, long and powerful, but isn’t a car whose driver probably likes to flash us all out of the fast lane.

Inside, the killer design continues with a 4+1 seating arrangement that provides seatbelts for five, but in reality there are supposed to be two occupants in the back instead of the usual three. A centre armrest lowers over the middle seat, properly separating the outer two and giving passengers stowage and a touch panel for controlling their seat heating, cooling and massage. These seats can also be reclined electronically and there’s masses of knee and headroom.

It’s properly luxurious back there – a sensation aided by the 5’s massive glass roof that’s over two metres long and fills the cabin with light, even on a miserable Northern day.

There’s no rear windscreen, as in the Polestar 4, so instead the driver has a camera and digital display, which I think works very well but some glasses wearers don’t always get along with. The rest of the driving environment is similar to other members of the Polestar family, its dashboard dominated by a huge, portrait-oriented touchscreen, a letterbox-shaped driver display behind the wheel, and…not much else.

It isn’t quite as spartan as a Tesla – smart implementation of a range of interesting, often recycled materials help prevent that – but it’s a touch too clinical. Polestar’s touchscreen works well, and its user interface combined with Google’s Android Automotive is among today’s best infotainment systems.

But in a six-figure car I’d prefer to see some money spent on tactile switchgear. I’m not asking for Ferrari Luce levels of Leica-like tactility, but some nicely damped dials for cabin temperature and fan speed would have been welcome, or a bank of cold-to-the-touch toggle switches could have been fun. The 5 is expected to be the final car of Polestar’s first era, so hopefully the next generation will see a shift away from today’s touchscreen dominance.

The 21-speaker, 1,610-watt Bowers & Wilkins sound system is fabulous – both in the way it looks and sounds – but bizarrely lacks the Dolby Atmos and Spatial Audio compatibility that makes the Polestar 3’s B&W stereo such a treat, which is a shame.

Happily, driving the Polestar 5 makes up for this shortfall. Not because it sounds good – Polestar has rightly opted for silence instead of pretend engine histrionics – but because it’s an absolute joy to drive. Our 170-mile test route took in some seriously challenging roads across the very north of England, and the 5 never put a foot wrong.

Much of this is thanks to the clever bonded aluminium chassis, which is extremely stiff. That inherent stiffness meant everything attached to it – the suspension, the steering, etc. – could be tuned to do exactly what Polestar’s engineers wanted, instead of wasting bandwidth masking the downfalls of wobbly foundations.

Despite being a touch over five metres long, two metres wide and weighing 2,500 kg, the Polestar 5 hides its bulk remarkably well. I drove the standard car, known as the Dual Motor, which lacks the clever MagneRide semi-active suspension of the pricier Performance model, but still uses its passive dampers with hydraulic rebound stops to excellent effect. It’s flat, stable and composed through the corners, while remaining comfortable too and not being spoiled by the overly firm ride some other Polestars exhibit.

The Dual Motor is down on power too – not that you’d especially notice during normal driving. It still serves up 748 horsepower and 812 Nm of torque, sprints to 62 mph in 3.9 seconds and has a top speed of 155 mph. Its massive 112 kWh battery uses an 800-volt architecture, charges at up to 350 kW and can fill from 10 to 80% in as little as 22 minutes.

The Polestar 5 Performance (which starts at £104,900) produces 884 hp and 1,015 Nm – proper supercar figures – and hits 62 mph in 3.2 seconds. The top speed is the same, and so too is its battery size and charging performance.

Range is up to a claimed 416 miles for the Dual Motor and 351 miles in the Performance, but these figures depend on how the car is driven.

Given the challenging test route – and how the car had likely been driven in a spirited manner by journalists since the day it was born – I saw an estimate of just 260 miles from 97%. But the average consumption for my drive was 3.16 miles per kWh, which equates to a theoretical range of about 354 real-world miles, or 62 short of what Polestar claims using the WLTP test cycle.

Back to the actual driving, and the Polestar 5 strikes a nice balance between fun and civility. There’s no artificial noise, no fake gears and not even a set of paddles for adjusting regenerative braking, so in that sense you feel a little detached from the massive performance.

But the steering is nice, the brakes are strong, the rate of acceleration is massive and, despite its scale, the 5 handles with an athleticism that matches the exterior. I haven’t driven the Performance model, so will reserve judgement on whether the extra power (and, more importantly, the clever suspension) make enough difference to be worth the extra £15,400.

Should you buy the Polestar 5?

Six years is a long time in today’s electric car world. Had the Polestar 5 arrived soon after the Precept, it would have landed like that sucker punch to the establishment Elon Musk once said the Tesla Roadster would make.

Instead, we’re now well into the second generation of Porsche Taycan, the Lotus Emeya has failed to escape niche territory, and the sales success of the Jaguar Type 01 is, for now, anyone’s guess.

That makes life harder for the Polestar – indeed, for any six-figure, electric grand tourer – but it doesn’t make the car any less impressive. Crucially, it still looks remarkably close to the Precept, and as a result is one of the most beautiful cars on sale today. I could almost suggest you buy it on looks alone; it really is that jaw-droppingly handsome in person. And the bespoke chassis gives it the driving dynamics to back up those looks, too.

There are some frustrations. The lack of a rear windscreen still won’t be for everyone, and the emphasis on a big touchscreen over tactile switchgear is an opportunity missed at this price point.

And while a relatively niche market segment, the Polestar 5 finds itself up against some exceptionally capable competition from brands with greater mass-market appeal. But after a day on some of the UK’s best roads, I came away with a smile on my face. The Polestar 5 looks sensational, inside and out, drives beautifully, and charges quickly. It might have arrived a little late, but it’s a fine flagship for the Polestar family.

Drivers in the UK are facing higher fuel prices than ever, but now information about those fuel prices is a little bit closer, as they have been included in Google Maps in a surprisingly official way.

Fuel prices in driving apps aren't new - Waze users have been able to report prices manually for years - but thanks the Fuel Finder scheme in the UK, mandated by the Competition and Markets Authority, fuel stations now have to legally report the price of their fuel within 30 minutes of making a change.

That centralises the data, meaning that services like Waze, the AA and others can provide searchable fuel station prices. That's now integrated into Google Maps too, with the UK Government issuing an official press release about it.

That was echoed by Google, confirming the news that fuel prices are now in Google Maps, visible when viewing details about a fuel station.

Just tapping on a fuel station in Google Maps will show the price of fuel in the card about the business. That seems to elevate unleaded to the top of the card, while more information is available further down.

The aim is to make it easier to find the cheapest fuel in your area, so you're not wasting money when you fill up. That requires some effort on your part, but in my quick testing, it seemed easy enough to check the prices at a range of stations.

The default listing of unleaded seems to be wishful thinking: although my profile has diesel listed as the fuel of choice, that information only shows lower down on the information card, so there's still the chance to optimise the information further.

I also know that the cheapest fuel is available from Costco, but when I tapped on the Costco station, Google Maps reported that it was "unable to connect".

The news seems to have gone down well, with favourable comments on Reddit, with the UK Government suggesting that drivers could save £40 a year.

Ironically, tapping the "Petrol" button in Google Maps pulls up a list with no visible prices (and including some petrol-adjacent companies), but using voice searching gave me a list with prices included.

Android Auto has had an annoying bug for some time where it will start playing music as soon as it is connected, even if you've turned off autoplay.

That means that as soon as you get your phone connected in your car, something will start playing. For many that's fine, but if you didn't want that, you couldn't do anything about it, because the toggle wasn't working properly.

That, it seems, has been fixed, with Google pushing an update to Android Auto (shared on Reddit) to deal with the issue.

The details say that apps that have never been used or are rarely used won't be used for autoplay. It also says that if you frequently stop autoplay then Android Auto will detect that and give you a "one-tap opt-out", while the annoying command to start autoplay even when autoplay is turned off, will never happen.

As always with Android Auto, it's a "rolling out" update, so it's difficult to tell what version carries the fix and who will get it when, as Android Auto often seems to offer different features to different drivers in different regions of the world.

That's not the only thing that the post focuses on. Google talks about changes across the media functions of Android Auto, including access to a wider range of media apps, a better UI across those apps, the ability to swipe between them and the wiggly line, which is designed to be more glanceable so you can see where you are.

The great thing about posts like this is that the community then wades in and there's an interesting feature that users are calling for - the ability to switch off the map.

Android Auto loves showing the map, but if you're driving in your local area, you probably aren't going to use the map. It would be handy to open something else, so you're not just looking at an irrelevant map.

But Google really would like you to use the map, because you're then contributing to the data it has for routing and traffic density. If you were to disable Google Maps, the quality of traffic information could go down.

Jaguar has cut the ribbon of its new Knightsbridge flagship, a space it is calling “the new home of modern luxury in London”.

The flagship experience has been designed to compliment the new design architecture of the recently announced Jaguar Type 01, while also giving visitors a history lesson on all things Jag.

Arranged over two floors, it is one great big love letter to Jaguar, including an area dubbed the Jaguarscape, which is “an immersive installation that traces the evolution of the Jaguar Leaper and reveals the story behind its new expression through graphics, sculptural display and light”.

Enter the Design Vault

On the lower floor, there is a Design Vault where guests can better understand the design and ethos of the brand. It’s also here where the new Jaguar Type 01 will be displayed. This is definitely not a traditional car showroom!

Throughout, the design of the space reflects the new car — including the use of Travertine stone, tactile textiles and warm brass accents.

And then there’s the new dining area — Café Eighty-One. The café, according to Santino Pietrosanti, Director of Jaguar (UK), is “designed to be open, welcoming and inspiring, bringing together British hospitality, culture and creativity in a way that feels distinctly Jaguar.

He continues: “Located within our Knightsbridge flagship, it invites guests to experience the brand in a more personal and engaging way, with every detail reflecting the originality and modernity at the heart of Jaguar’s DNA.”

T3 was lucky enough to enjoy a selection of dishes in Café Eighty-One before it opened to the public and it is a beautiful, elegant place to have some food.

The move to modern luxury

As with the store’s design, the food has been created to capture Jaguar’s move toward a modern luxury brand, with Michelin-starred chef Michael O'Hare creating a menu influenced by the design language of Jaguar's forthcoming Type 01.

On the menu is a contemporary re-imagining of the quintessentially British Afternoon Tea and the café will be open to anyone who wants to dine there, regardless of your desire to buy a new car or not.

Jaguar notes that there will be ongoing culinary collaborations, seasonal experiences, curated tastings and the Jaguar Taste Series happening at the cafe — all of which it hopes will help establish the café as “a standalone cultural destination within London's hospitality landscape”.

Jaguar's Type 01 is an electric car that promises to be a copy of nothing, but set a trend for more radical designs, from the Audi Concept C to the Ferrari Luce.

After nearly two years of teasing since the first rebranding was shown, the final car was revealed earlier today, with events in New York and London. Not much has changed since the initial concept in terms of looks, but all the details are now available.

The car still has that low roofline, minimal ground clearance and a long, extended bonnet that makes it look a bit like a Batmobile. Now, though, with four defined doors, traditional wing mirrors and a fin-type aerial, it feels a bit more real.

This Grand Tourer sits on massive 23-inch wheels, which work to ground the car, with the new Jaguar monogram on the centre caps. The front of the car seems monolithic, with narrow headlights, while the rear remains stark and industrial.

Inside, as we saw previously, the design is gentler and luxurious, making it feel like a haven, in the way that a luxury car should. There are three colourways here: a light story, finished in dusk grey, and a dark story, finished in dark oyster, both with a choice of NeoGrain fabric or leather. Plus the original story, finished in an orchid white NeoGrain.

The big reveal though is the car's specification, the numbers to which it answers. First there's the electric motors, which include a 260kW front motor and twin 310kW rear motors. This results in up to 1030 mechanical horsepower and 1365 Nm of torque all-wheel drive.

The motors are powered by a 118kWh battery which has a range of up to 450 miles (WLTP figures). This battery is built on 850W architecture and so allows for fast charging of up to 350kW to do a 10-80% charge in as little as 22 mins on a DC fast charger. It can also do 250kW on a 400V system and 22kW AC charging.

Dynamic air suspension provides the comfort you'd expect from a GT and adaptable ride height to improve efficiency. There's also an intelligent, deployable rear spoiler to optimise the air flow further.

There's a lot of technology hidden beneath the clean interior. Behind the steering wheel sits a 24-inch OLED screen, while a smaller 7-inch touchscreen display sits vertically in the centre.

This runs the Jaguar Infotainment system with wireless connection to Apple CarPlay and Android Auto, plus a built-in 5G WiFi hotspot.

The big surprise from the interior reveal was the digital rearview mirror that is mounted in the top of the dashboard. This is the ClearSight Rear View Display and works with the 3D surround camera to provide a wider and unobstructed view behind the car.

Type 01's sound system is powered by Meridian, like the majority of the Jaguar Land Rover line up, and includes the 38-speaker Jaguar immersive sound system – 13 of which are arranged in the dashboard, creating a panoramic soundbar.

A voice assistant is also on hand to allow a fully hands-free operation, with a more natural conversational ability, and multi-step instructions in a choice of 18 languages.

Orders are expected to open for the Type 01 in early 2027 with first deliveries in the second half of the year. There's no final pricing as yet, but it is expected to be in the region of £120,000 ($160,000) in the UK.

Tiny campers usually involve some fairly serious compromises, but the Medi Camper FCE manages to squeeze a surprising amount into a trailer that's just 4.61 metres long. There's a U-shaped lounge, dining area, kitchen and double bed, while the whole thing weighs 750kg.

It's made by First Camper, which builds compact trailers aimed at people who don't want a huge tow vehicle or a full-sized motorhome. The FCE is the ready-to-go version of its Medi trailer, with insulation, two opening windows and a rear entrance.

As reported by AutoEvolution, the main living space is a U-shaped seating area with a table in the middle, giving you somewhere to eat or relax during the day. Drop the table down at night and the benches join together to make a double bed for two adults.

There's also a compact kitchen with a movable sink, storage and plenty of worktop space. The example shown at the 2026 Düsseldorf Caravan Salon also has a compressor cooler and portable single-burner gas hob.

Opposite the kitchen is a wardrobe with storage accessible from inside or outside, while the seating area has additional storage built into it. There's even space for a portable toilet, although this is really intended for emergencies rather than replacing a proper campsite bathroom.

The Medi FCE measures 4.61m long, 2m wide and 2.48m tall, with an interior that's 3.2m long and 1.5m wide. Despite its size, the interior height is 1.8m, so most adults should be able to stand inside.

Small enough for an EV

The 750kg gross weight is interesting. First Camper says around 140kg is available as payload depending on the specification, while the trailer can be towed on a standard UK Category B licence.

You can also add extras including an awning, flyscreen, bike carriers and a power package with sockets and a 230V connection.

The basic Medi starts at €7,199, but that's essentially the insulated trailer box with windows. The complete Medi FCE costs €15,498, putting this little camper firmly into "proper holiday accommodation" territory without needing a massive tow car.

And if you've got an EV that's capable of towing, this sort of lightweight camper makes more sense than dragging a two-tonne caravan around.

TwelveSouth has carved out a fairly delicious niche for itself over the last decade and more, making high-quality accessories for all sorts of devices, but I'd say it's fair to label one of these as by far its most successful – the AirFly.

This little dongle has, for years now, been a top recommendation if you want to use your own Bluetooth headphones on a flight, since it turns basically any 3.5mm jack into a broadcaster to avoid you using terrible in-flight earbuds. Now, though, TwelveSouth is bringing that same sort of wireless wizardry to a new arena – your car.

The newly unveiled AirFly Drive is a smart little dongle that can plug into your car to turn wired CarPlay or Android Auto wireless – just like that. For those of us who have cars new enough to feature either system, but not new enough for them to be wireless, it's potentially a bit of a godsend.

After all, the annoyance of dealing with cables in your dashboard can be pretty tiresome, and banishing that issue for just $39.99 or £39.99 is pretty persuasive. The AirFly Drive is tiny, too, with just a USB-A connector on the back and a pairing button on its outside.

So long as your car has a USB port, it's likely to be compatible, but you can also use TwelveSouth's compatibility lists here to see a bit more detail about the brands and models that should work with it. If your car has a USB-C port, not USB-A, don't worry: there's an included adapter.

Best of all, the dongle isn't just limited to one phone connection – you can pair two phones to it and switch between them with just a press of the button. That means if you share a car, as so many of us do, there's no fiddly re-pairing all the time.

If it works as it sounds like, this is most likely one of those slam-dunk product launches that you get every so often. Wired CarPlay or Android Auto is a darn sight better than nothing, but almost everyone who uses it likely wishes it were wireless every so often.

In one fell swoop, that problem might be solved now, and we'll look forward to testing it out to see whether it lives up to that billing. The AirFly Drive can be ordered directly from TwelveSouth now, but it says that the gadget will also hit Amazon in around a week's time.

Porsche has just announced a new version of its retrofit infotainment system which brings 20265 technology like wireless CarPlay and over-the-air updates to cars up to 17 years old.

Called the Porsche Classic Communication Management Plus (PCCM Plus), the system builds on a retrofit infotainment upgrade that Porsche has offered for a few years. Just as before, it replaces the existing dashboard touchscreen of older cars, adding modern tech like Apple CarPlay, Android Auto, navigation and DAB radio.

The latest versions take things a step further, since they also pack wireless smartphone connectivity and even over-the-air software updates, thanks to a 4G SIM card slot. They also have a user interface that shares its design with that of current Porsche cars, and even add a visual guide to what was previously an acoustic-only parking sensor system of older cars.

There’s Bluetooth and WiFi, as well as FM, AM and DAB radio, and even the ability (where regulations allow) to stream YouTube videos while parked.

Speed limits are indicated based on map data, while oil temperature and pressure can also be seen on the car’s trip computer. Music and navigation information is also now shown on the instrument cluster, bringing a tech upgrade to the driver display as well as the central touchscreen.

This new generation of PCCM Plus is available in two model-specific versions. One is for the 911 Boxster and Cayman across the 2012 to 2016 model years, spanning model generations from 991.1 and 981. The second is for model years 2009 to 2013, which includes the 997.2 onwards and 987.2 onwards.

Porsche also still sells its older generations of PCCM, which brings updated tech to the dashboard of cars from the 996, 991 and 997 generations of Porsche 911. These older models cost around £1,500, while prices for the newer version have yet to be announced.

You wait years for one electric Range Rover, and three come along at once. We finally got the full release of the Range Rover electric at the start of September, a car we've been expecting for a few years now.

Before this landed, we were treated to a surprise announcement of an all-electric Range Rover GT, providing a sport back to the traditional Range Rover shape. Now, less than a month on, it has revealed a third new all-electric model.

The Range Rover Sport has long been the Goldilocks of the range, providing that mix between luxury, sporty performance and affordability. Now, with a fully electric version announced, it could be the most popular choice once again.

Luxury credentials

First, let's look at the luxury credentials. Like the plug-in hybrid, petrol and diesel versions, the Range Rover Sport Electric comes in Dynamic SE and Autobiography specifications, along with a First Edition model finished in Zadar Grey with a satin wrap. Autobiography models also gain Range Rover's Bespoke service to completely customise your car, should you wish.

Then there's the performance. The all-electric Range Rover Sport matches the acceleration of the V8 petrol model, giving you 0- 60 mph in 4.3 seconds. It delivers up to 550 mechanical horsepower and 850 Nm of torque from its dual 260kW motors.

This provides the Sport with a permanent all-wheel drive system, which combined with the Intelligent Traction Management, dynamic air suspension and electric active roll control (eARC), gives it those dynamic capabilities the Sport is known for.

Then there's the price. While the flagship Range Rover Electric First Edition starts at £157,610, the Range Rover Sport Electric First Edition is £126,290, and the Dynamic SE model is available to order now for £109,810. That's around £15k more than the plug-in hybrid Dynamic SE version.

Under the bonnet

Inside, the Range Rover Sport Electric looks largely unchanged from the current models, with its curved central screen, chunky drive selector and luxury upholstery. I expect, like the Range Rover, it will feel very similar inside, aside from the newly developed sound design to replace that engine noise.

So what about the electric spec? It features a 118.5kWh battery to power those two 260kW motors and will give the car a range of up to 374 miles (WLTP). Using 800V architecture, it enables fast charging of up to 350kW DC charging to deliver 10% to 80% in as little as 22 minutes. It can also provide AC charging at up to 22kW with compatible three-phase chargers.

These are similar figures to the Range Rover Electric, and while not class-leading, they are certainly respectable for a luxury SUV. Range Rover has made a fully electric drivetrain an option for its cars, much like BMW, rather than a very different car.

While the specs of the Range Rover GT remain under wraps, the Range Rover Sport Electric looks to be a great all-rounder and could be the one most will go for.

EV range is one of the biggest limitations of electric cars, but a new battery design could eventually help push that much further. Researchers have developed an anode-free lithium-metal battery that increases the amount of energy that can be stored without adding extra battery material, potentially opening the door to lighter batteries with much greater capacity.

Most lithium-ion batteries use an anode, usually made from graphite, to store lithium during charging. Anode-free batteries remove that material and instead deposit lithium directly onto a thin copper current collector, leaving more of the battery available for storing energy.

The problem is that lithium doesn't always deposit evenly. It can form sharp structures called dendrites, which can damage the battery and reduce its lifespan after repeated charging.

The KAIST team have used a semiconductor manufacturing technique called secondary sputtering lithography. The researchers created microscopic tube-shaped structures about 300 nanometres across and 150 nanometres high.

These structures increase the surface area available for lithium deposition to around four times that of flat copper, helping the lithium spread more evenly instead of building up in concentrated areas.

The researchers also added an ultra-thin MXene coating to the copper. This acts as a primer for a protective layer that forms during battery operation, helping to reduce unwanted reactions between the lithium and electrolyte while limiting dendrite growth.

The potential benefit for EVs is clear. If you can store more energy without making the battery larger or heavier, you can either make an EV's battery pack smaller or use the extra capacity to increase its range.

The researchers say the work could help accelerate the commercialisation of high-energy anode-free batteries by extending their lifespan without adding significant weight or volume.

The findings were published in Advanced Functional Materials on 1 September 2026, so this is still battery research rather than technology you can expect to find in the next generation of EVs.

Range figures on premium electric models are now topping 400 miles, which means that most journeys can be completed in one go, without having to stop and charge. Provided you have access to a home charger, or one at your work, you could spend the majority of your driving not having to use a public charger.

That’s a good thing, because one thing that has happened over the past four years is the average price of public charging has increased 38%. Most rapid chargers now cost £0.77 to £0.79 per kW here in the UK, which means a full charge on a larger battery can cost as much as a tank of fuel.

This week I’ve been driving the new Mercedes-Benz CLA Shooting Brake. The 350 4MATIC features an 85kWh battery with a range of up to 425 miles. A full charge, therefore, on a home charger can cost as little as £6, while at a public fast charger it could be as much as £70 (paying £0.83 per kWh at Ionity with contactless).

Bringing down the costs

Luckily, the CLA comes with the MB.Charge Public Digital Extra, which gives you access to over 70,000 charge points in the UK at a discounted rate. For the first three months, you get access to the L tariff, designed for long distance drivers for free. This provides fixed prices at Ionity (£0.55/kWh) BP Pulse, Be.EV and Smart Charge at £0.59/kWh (+0.17/min after 90 mins), along with a 15% discount on the rest of the MB.Charge Network.

A full charge (10-80%) using the MB.Charge typically costs around £35, which is considerably kinder on your wallet, and with charging speeds on the CLA of up to 320kW, you can be up to 80% in as little as 22 minutes.

In practice, I found that most UK service station chargers don’t deliver more than about 100kW charging, but I was typically back over 80% in 30 to 40 minutes. Crucially though, I was paying a lot less for those charges.

Finding and starting to charge

The process of charging on the move can be stressful for EV drivers. First you’ve got to locate a charger (and make sure it’s both available and working), then you need to navigate the controls on the screen and deal with a card reader that often doesn’t work.

Using the MB.Charge network is so much easier. First, you can find the chargers through the MB.OS navigation, either by manually searching, using voice commands or, for longer journeys, it will automatically build the charging stops into your route guidance to make sure you have enough charge to get to your destination.

You can also use the Mercedes-Benz app to search for EV chargers, and like the navigation system in the car, this will give you information about charger availability and accurate charging costs for your vehicle.

When you reach the charger, there are three ways to start charging. Some charge points provide Plug&Charge authentication, which, as the name suggests, you simply plug in and the car talks to the charger to authorise it. More commonly, though, you can use the Mercedes-Benz app to initiate charging by selecting the charger you are at. You also receive an RFID MB.Charge Public card, which you can simply tap on the charger’s card reader to get things started.

I’ve tried a few different chargers now, up and down the country, and all have worked with either the card or the app. When you first set up your account, you can link it to your credit card or other payment method, and you receive an email confirming how much you have spent after charging.

Is EV charging on the move finally easy?

With the MB.Charge feature in the Mercedes-Benz CLA, charging at public chargers is considerably easier. And anything that makes starting the charge simpler and brings down the cost of charging has to be a good thing.

Beyond the first three months, the L Tariff is just £9.90 per month, which, if you charge on the move a lot, will easily pay for itself many times over. There’s also an M tariff, which has more moderate discounts for £4.90 per month, and an S tariff, which is free, providing the benefits of the system without the discounts.

Ultimately, it would be nice to see public EV charging prices come down without having to use memberships, and for charger locations to be more widespread. However, as range figures increase and vehicles become more efficient, the need to charge outside of the home will continue to decrease. For now, though, an MB.Charge tariff is a great way to save money.

Google Maps is going through a phase of updates, adding features that will benefit Android Auto users - and possibly CarPlay users in the future too.

The latest update adds more information about turns, such as traffic lights and stop signs, so you know what to expect as you approach a junction where you might be making a turn.

These elements aren't new to Google Maps, per se, but now take on more significance for your route, with a popup to show you what to expect. These will slot in with the street name, so you have a full set of information at your next turn.

The addition has been reported by 9to5Google, who suggests that it's a server-side update which is usually the case for Google Maps. That means it will just appear, with needing an app update.

That also makes it difficult to predict when you'll get the update, with the source saying that they are now seeing the new details consistently. By comparison, on the device that I checked, there was no sign of the new additions.

In recent weeks we've seen the ability to change the car's icon directly from Google Maps in Android Auto, while the addition of a speedometer and speed limits also happened recently.

The biggest change of the last year has been Immersive Navigation which rolled out in July, adding another layer of visual information to maps to assist with driving - although this still hasn't landed for all users globally.

There can also be a misalignment between Android Auto and Google Maps, because Maps on an Android phone will sometimes have features that Android Auto doesn't support.

Equally (and ironically) Apple CarPlay sometimes has features that Android Auto hasn't yet got, although currently, there's parity on features across the two platforms.

Google has finally enabled support for games in Android Auto and Android Automotive meaning you'll be able to play games on your car's display when not driving.

The feature previously appeared in beta, allowing access to a number of games which can be played on the screen. There's no retasking of car parts as controllers, so you can't steer with the steering wheel, but it's a move to provide more entertainment in-car.

This change means that full games can be supported, rather than just the HTML5 games that previously appeared as GameSnacks. Those charging electric cars or waiting to pick someone up will now have another option for entertainment when parked.

Google stipulates that games have to work on Android Auto and Android Automotive, so vehicles with Google built-in will get the benefit too.

The news dropped via a new Google Developers Blog, outlining the steps that developers need to take to make their games fit onto car screens, declaring support for those additional platforms.

There will be support for touch via screens, but it will also be possible to use a connected gamepad, so if you're spending a lot of time in your car, parked, and you have a big screen, you can get a better experience.

While Android Auto has been rather slow to adopt gaming on car's screens, Tesla set the standard for gaming back in 2018 with the introduction of classic Atari games. Other providers have been a little slow to react, both on gaming and on in-car movies, something that Tesla also dominated.

Of course Tesla had an advantage, which was consistently using large displays in its cars, while Android Auto is supported on a huge range of screens, from tiny 6-inch non-touch screens, through to huge segmented displays - as with all things Android Auto, there's more to it than just flicking a switch.

It's not exactly clear when games will start appearing for users to try, but with the beta lifted, we should all start to see the benefit soon.

Bentley has revealed its first all-electric car, called the Torcal, with almost 900 horsepower and 375 miles of range.

The Torcal is just what you’d expect from the first all-electric Bentley. It’s a big SUV that slots into the company’s range between the Flying Spur and Bentayga, while ushering in a new design language and going about electrification in a distinctly Bentley way.

Take the soundtrack, for example. Instead of trying to recreate the rumble of a V8 engine, or shock its customers with something akin to a lightsaber, Bentley employed real musicians. Using instruments including drums, a viola and a bass guitar, they created what’s called the Bentley Dynamic Symphony – a soundtrack complete with “subtle variations and tiny imperfections,” Bentley says.

The car maker added: “From resting pulse to full-throttle acceleration, the Torcal’s human-generated soundtrack provides aural feedback to the driver, underscoring the sense of connection and feedback, rather than simply imitating an engine note.”

Bentley says how the “potent, powerful, low frequency sound” is calibrated in response to driver torque demand and vehicle speed, improving sensory feedback. The volume of the soundtrack is increased in Sport mode, or can be turned off if the driver prefers silence.

Another clever approach to sound is how the Torcak’s indicator noise comes from a recording of a hammer striking a leather surface in Bentley’s upholstery workshops. Notes produced when interacting with the touchscreen and digital assistant are taken from the sound of a crystal glass.

All this neatly demonstrates how Bentley is trying to offer something new with the Torcal – something that’s more than just an electric version of a preexisting car.

Borrowing its underlying architecture from the Porsche Cayenne Electric, the Torcal is powered by a pair of electric motors producing 821 PS and 1,194 Nm of torque; it has a 0-60 mph time of 3.3 seconds, a top speed of 155 mph and a range of up to 375 miles. Above this sits the Torcal S, which swaps the regular car's chrome exterior details for black, and ups power and torque to 888 PS and 1,350 Nm, respectively. This lowers the 0-60 mph time to 2.8 seconds and boosts the top speed to 162 mph.

Interestingly, Bentley says this level of performance was a conscious choice by the Torcal’s research and development team, made “with knowledge that most customers find acceleration more extreme than this to be an uncomfortable experience.”

Equally impressive is how quickly the Torcal charges. It uses an 800-volt system and can fill its 113 kWh battery at up to 400 kW – resulting in a 10% to 80% top-up taking as little as 16 minutes, or around 100 miles of range added in seven minutes.

There’s also a fully-active suspension – a first for any Bentley – to deliver a claimed “true magic carpet ride,” and reduce body roll without the need for anti-roll bars. There’s also all-wheel steering for improved low-speed manoeuvrability and high-speed stability. As a real-world example of how that helps, the Torcal’s 11.1-metre turning circle is 1.3 metres tighter than that of the Bentayga.

“The Torcal is ultimately as comfortable as a Flying Spur, and as dynamic as a Continental GT Speed,” Bentley says.

Other stand-out features include a face recognition system that sets the car to your preferences – including adjusting the automated driver assistance system (ADAS) – when you step into the driving seat.

There’s also an assistance system for towing, garage and parallel parking, remote parking via a smartphone app, and a function where precise parking manoeuvres can be trained into the car. There’s even a system that constantly scans the car’s surroundings as you drive along – then, if you need to give way to an oncoming vehicle, the Torcal will automatically reverse to a point it has already identified as being suitable to allow the obstacle to pass. Backing up to let a tractor pass along a narrow lane will never be stressful again, at least in theory.

The Torcal’s passenger doors have powered opening, and even close themselves when a passenger puts on their seatbelt (or via the touchscreen), while the driver’s door closes when they press the brake pedal.

There are two sound systems available. The standard stereo has 16 speakers and 620 watts of power, while the optional Naim system has 1,870 watts and 28 speakers, including front headrest speakers, kinaesthetic seat shakers and support for Dolby Atmos 7.1 surround sound.

Lastly, the Torcal debuts Bentley’s new curved OLED touchscreen, which cascades down from the dashboard to the centre console like that of the Porsche Cayenne Electric. Ahead of that, you’ll find a set of physical controllers for cabin temperature and fan speed, media volume, start/stop and other key functions.

The first deliveries of Bentley Torcal are due to begin in the spring of 2027. Prices haven’t yet been announced, but are expected to start at around £180,000.

There's an update coming to Google Maps on Android Auto that will let you change the drivatar - the icon representing your car - on the car's display, without having to reach for your phone.

Traditionally Google Maps has used a blue arrow. Customisation landed in 2025 making it easy to switch the icon, but all changes had to be made on your phone, then displayed through Android Auto.

In the latest update for Google Maps on Android Auto, you'll now be able to make that customisation on the car's own screen, making it much easier to tap the icon you want, without having to remember to make that change on your phone.

We first caught wind of this feature early in 2026 when it appeared in the Android Auto beta, but it's now just starting to appear for everyone via an update, according to 9to5Google.

It's easy to make the change from your car's display. Just tap on settings to find the option, although this appears to be a server-side update, so the rollout isn't predictable.

Google Maps recently enabled the speedometer and speed limit signs on Android Auto, a feature that had been missing for some time, while bigger changes have been swept in with the immersive navigation that Google announced back at Google I/O.

That's not universally available yet, as it seems to have rolled out in the US but no where else, despite Google having immersive view for a wider range of locations than just US cities.

Updates to Android Auto are regionalised and often differ wildly in terms of timescale. The move from Google Assistant to Gemini seemed to take a really long time to happen, with little guidance as to why it was taking so long in some regions.

The pace of change on Android Auto can be a little slow but at least with this recent change you'll be able to update your avatar on the screen and change it based on your mood.

Wireless chargers have been commonplace for years now, topping up smartphone batteries without a cable – and now you can get them for electric cars, too.

Porsche has just made its car-sized wireless charger available for the Cayenne Electric SUV, and it works in a similar way to that Belkin one on your desk. Instead of plugging in a chunky charge cable, Cayenne owners can now simply park over the permanently installed ground pad, and charging begins.

The system consists of three parts. The first is hardware on the car itself, which comes as standard on all Porsche Cayenne Electrics sold in the UK and Ireland. Then there’s the vehicle pad, which is fitted to the underside of the car, and the weatherproof ground pad, which sits on your garage floor or driveway.

Park in the right spot, and charging begins automatically at a rate of up to 11 kW – impressively, that’s the same as what’s possible from a normal wired home charger, and it’s claimed to work in temperatures ranging from -40 to +50C. Porsche claims the wireless charger has an efficiency rating of about 90 per cent, despite electricity travelling through an air gap between the charger and the car.

Speaking of electricity travelling through open air…Porsche says safety systems include motion sensors and foreign object detection. These automatically stop the charger if a living creature – like next door’s cat – comes close to the vehicle or the ground pad. It’ll also stop if a metal object is on the ground pad and heats up.

This all sounds great, especially if you’re fed up with lugging a chunky charge cable into place, in the rain, and getting your hands dirty for good measure. Just park precisely, get out and walk away. The ground pad, which is 60mm tall and weighs 50kg, can’t be embedded into the floor for a seamless finish, unfortunately.

Can you put a price on such elegant convenience? Well yes, actually, you can. And it’s rather a large price at that. Porsche is charging £1,930 ($2600) for the vehicle charging pad – the bit that connects to the underside of your new Cayenne Electric – then £5,355 ($7200) for the ground pad, which does the actual charging. The ground pad functions as a standard home wall box, so at least you don’t need to pay for a regular charger installation on top of everything else, and it can connect to the Porsche phone app too.

It’s certainly very expensive, but it’s a neat solution for added convenience and removes the risk of charge cable theft. Hopefully this is a technology that will mature quickly and, providing other companies develop competing alternatives, prices will eventually fall.

Tesla will reveal its new Roadster sports car on 1 October, the company and boss Elon Musk have said.

To take place in Waco, Texas at 19:30 local time (that’s 1:30am the following day in the UK), the reveal comes almost a decade after the second-generation Roadster was first announced, and six years after it was supposed to go into production.

Little else has been said for now, other than an X post by Tesla stating “Go for launch” and sharing the 1 October reveal date. Tesla’s website has been updated to show a reworked ‘Roadster’ name badge, a timer counting down to the reveal, and an image seemingly of the rear of the new car.

This all comes just a month after a report by The Information claimed Tesla is preparing to demonstrate a SpaceX version of Roadster with cold-gas thrusters and an ability to hover above the ground. This echoes claims made by Musk for several years now that the new electric sports car will use thrusters and SpaceX tech to perform unlike any other car.

Here’s what to expect from the Tesla Roadster event on 1 October:

When will the Tesla Roadster launch?

Honestly, how long is a piece of string? The second-generation Roadster was revealed way back in 2017, alongside the Semi truck. It was intended to go into production in 2020, but that deadline was missed, along with several more over the next half-decade.

The finished car now seems closer than ever, but that doesn’t amount to much in Elon Time. All the usual indications of a car imminently going into production – hot and cold weather testing while wearing camouflage, for example – are missing. So it’s unlikely that the new Roadster will land on buyers’ driveways any time soon, despite the October event.

What will the Tesla Roadster look like?

The car revealed in 2017 looked fantastic. A 2+2 sports car with a removable hard roof and sleek bodywork wrapped around a powerful EV platform with the promise of rapid acceleration, a huge top speed and massive range. That same design has been seen a few times since, most notably in an exhibition at the Petersen Automotive Museum in Los Angeles, and also occasionally in public too.

But the latest imagery from Tesla throws a spanner in the works. The graphic on Tesla’s website advertising the reveal event shows the rear of a car, seemingly with a full-width light bar, a significant rear diffuser below, and what looks like the exhaust gasses of four roof-mounted thrusters, framed by a pair of angular wingtips. The position of these thrusters – if that’s even what they are – suggests the Roadster, or at least the SpaceX version, no longer has a removable roof.

The rest of the car is anyone’s guess, but I’d expect it to retain the 2017 show car’s 2+2 seating layout, with two small seats in the back, and a triple-motor (maybe even quad-motor), all-wheel-drive setup.

How fast is the Tesla Roadster and what is its range?

There have been precious few new performance figures shared by Tesla since the 2017 reveal event. At the time, a 0-60 mph sprint of 1.9 seconds sounded otherworldly, but since then we’ve seen several electric hypercars dip below the 2.0-second benchmark. These include the Rimac Nevera R and related Pininfarina Battista, plus the Lucid Air Sapphire, Xiaomi SU7 Ultra and (albeit not road legal) McMurtry Spéirling.

Posting on X in early-2024, Musk said Tesla had “radically increased the design goals for the new Tesla Roadster” and that it could achieve a 0-60 mph time of under one second. Before that, in 2021, Musk said a time of 1.1 seconds could be possible with an optional “SpaceX package” fitted to the car.

In 2017 Tesla claimed a top speed of over 250 mph, which for an electric car would still be deeply impressive – but, crucially, no longer enough to put the Roadster in a class of one. The Rimac Nevera R can also top 250 mph, while the BYD-owned Yangwang has the U9 Xtreme, a development car that achieved 308 mph in testing.

One stat from 2017 that still hasn’t been topped is the Roadster’s claimed 620 miles of range. This was never proven, however, and while Musk said in 2017 the car would have a 200 kWh battery pack, no other drivetrain details have been shared since. Fast-forward nine years, and today’s flagship EVs like the BMW iX3 and Mercedes EQS have just passed the 500-mile barrier using much smaller batteries closer to 110 or 120 kWh.

How much will the Tesla Roadster cost?

In 2017 Tesla said the Roadster would be $200,000, or $250,000 for the Founders Series edition. Even then, this made it much more affordable than sports cars with similar performance, electric or otherwise. Since then, a bunch of £2m EV hypercars have arrived and, it would be fair to say, sold poorly.

Lower down the food chain, manufacturers have struggled to drum up much interest for electric sports cars. Porsche’s all-electric Cayman and Boxster have been repeatedly delayed; McLaren and Aston Martin have avoided the shift to electric entirely, at least for now, Lotus has added an engine to one of its EVs, the convertible Polestar 6 has no firm release date and Ferrari side-stepped the idea of an electric supercar entirely with its Luce, an ultra-luxe family car.

It is extremely unlikely that Tesla’s 2017 prices can still be achieved, and a SpaceX version of the Roadster equipped with thrusters would – if ever made reality and homologated for road use – naturally cost significantly more.

Even if the Roadster is remotely affordable by modern EV supercar standards, sales figures are unlikely to be high enough to justify the folly of fitting gas thrusters to the roof.

The Roadster's biggest challenge is standing out in an EV market where rivals have caught up in terms of power, acceleration, range and charging – and where other companies have discovered near-zero interest in electric supercars.

I love a good campervan conversion, but there’s always a compromise. You either sacrifice most of the van’s everyday practicality or end up with something that costs a small fortune and spends most of its life sitting on the drive. The Cubivan Camping System offers a third option, make the entire camper fold away.

The system slides out of the back of the van like a conventional camper module, but that’s where the conventional bit ends. The upper and lower sections then expand down towards the ground, creating a hard-sided room with around 1.9m of standing height.

Inside, there’s a proper kitchen with a stove and sink, while a fridge sits in the adjacent section. There’s also a wet bathroom, with a portable toilet sliding out from a lower cabinet and a shower fitting into the same compact space.

The clever part is that the kitchen can rotate into the van, freeing up the floor area when you actually need to use the bathroom.

And because this is a hard-sided structure rather than a fabric tent, it should feel much more like a tiny room than an elaborate camping awning.

The really bonkers bit is what happens above your head. Rather than trying to squeeze a bed into the already-packed van, Cubivan puts the sleeping space on the roof. Its separate hard-shell module folds flat while you're driving, then expands at the campsite into a four-walled bedroom with a huge 200 x 200cm mattress.

That means a relatively small van can effectively gain a kitchen, bathroom and super-king-sized bedroom without permanently losing all of its interior space.

The system is designed for vans including the Volkswagen ID. Buzz, Ford Tourneo Custom, Volkswagen Caravelle and Mercedes Vito.

Better still, the kitchen and bathroom module can be removed after a trip, allowing the van to return to normal passenger or load-carrying duties.

There is, inevitably, a catch. This isn't going to be cheap. Cubivan says the complete system is planned to launch in 2027 for between €22,000 and €25,000, while the kitchen/bathroom module and rooftop section will also be available separately.

And while the system looks impressively clever, all those folding, sliding and swivelling components introduce considerably more complexity than a basic camper box.

Still, I can see the appeal. You get something approaching a full campervan when you want it, without necessarily having to own a full campervan all year round. Now if someone could just make it a little cheaper...

Google Maps offers a speedometer in the app on your phone and it also shows it during navigation on Apple CarPlay, but until very recently it has been missing on Android Auto.

We first caught wind of Google's plans in July, when a speedometer appeared in Google Maps, along with speed restriction information. That arrived for some drivers using Android Auto and was limited to select beta users, it seems. However, rather than rolling out to the wider public, it seems to have vanished again.

That's the story coming from Reddit, where users are reporting a fickle experience: some see it, some don't. Some are on the beta release and some aren't.

I tested Google Maps on Android Auto in the UK and found that I had the speedometer and the speed limits showing up. I'm not on the Google Maps beta, but I am on the Android Auto beta.

So it looks like we're in a position of flux for the feature, with many users not running the beta having access to the feature and those on the beta somewhere in between. It's likely that this position will straighten itself out over the coming weeks.

Some users have also reported traffic dropping off, while others are suggesting that you try Waze. However, I've found recently that my Waze speedometer has disappeared behind other in-screen furniture and become obscured.

There's a chance that such mapping systems are struggling for space, wanting to show you the base map and turn instructions, the ETA and other road information, and app controls – and unless you've got a huge screen like a Tesla, it might not all fit.

But ultimately, the speedometer is shown in the car somewhere else. Most cars still have a driver display and some have a heads-up display, so it's not hard to see how fast you are travelling – and for the majority of drivers, glancing at the central display is more of a distraction that just using the car's existing speedometer.

Then we come to the actual speed that in-app speedometers show. These lag behind the speed shown by the car, because they are calculated from satellite movement whereas the car's speedometer calculates it from the speed of the wheels. That's why Google Maps or Waze is often different and lags behind the speed changes your car shows you.

That being said, the inclusion of speed limits is much more useful: although many modern cars show these, they are usually based on a static database, so recent or temporary changes won't show. Older cars – or low spec cars – might not have this feature at all, so speed limits in Google Maps can be really helpful.

Let's hope all this irons itself out soon.

The ID. Polo marks a change of direction for VW, which sees the use of established brand names in its fully electric range. Though the ID. line-up has been successful – not least the ID. 4 and ID. Buzz – this new approach aims to prove more appealing to existing users.

With the Polo, VW has created its cheapest electric car to date. Much as the Polo once was the cheapest car in the range when it was first released back in 1975. Popular with new drivers and those wanting a well-built city runaround, it’s arguably the perfect car for an electric platform.

It is based on the VW MEB+ platform, which is also used by the ID. Cross and the Cupra Raval. This is a front-wheel-drive system, designed to reduce complexity and weight, while offering space for both passengers and luggage.

There’s a newly designed electric motor on board with three power options, from 116 to 135 horsepower and a top 211 horsepower model. There’s also a sportier 226 horsepower model in the works.

I took a drive around Vienna in the Style Launch Edition model, which features the 211 horsepower motor and the 52kWh battery. While it’s undoubtedly a lower-priced car, it feels sturdy and well finished. VW claims this is a ‘true Volkswagen’, which translates to ‘people’s car’ in English, but could it be the perfect city car too?

Price and availability

UK prices for the VW ID. Polo start from £23,945, while in Europe it costs just under €25,000. There are two variants available in the UK, the Life and Style models, each with a choice of motors and batteries. A Trend model is only available in Europe.

The launch editions are the Life with either a 37kWh or 52kWh battery, and the Style model with a 52kWh battery. The model I drove was the Style Launch Edition, which is priced at £32,995. This has the 211 horsepower motor and 52kWh battery for a range of up to 274 miles.

There is a choice of seven paint colours: a solid paint in candy white and six metallic colours, including a python yellow metallic, which really stands out, and a celestial blue metallic that my test car was finished in.

How does it look?

Seeing the new ID. Polo in person for the first time, it looks very familiar. Though slightly taller and with a few updates, it's unmistakably a Polo and close to the sixth-generation car that was released in 2017. The rear door handles are hidden behind the window, making it look more like a two-door model than a four-door one.

The front headlights are connected by an LED bar that runs the width of the car, with only the front VW badge to divide them. At the rear, it follows recent models with an LED that goes the full width of the car too, along with square LEDs at the corners and an illuminated red VW badge.

Inside the Polo

Inside, the cabin has been kept clean and simple to enhance the feeling of space. A driver display sits behind the steering wheel, while a large centre screen stands alone in the middle.

The dash and doors are finished in a textile material that feels soft to the touch, much like a soundbar speaker. Under the centre display is an array of physical buttons providing tangible control of the climate functions, while a volume dial sits lower down the centre console.

There are mirror controls in the door mount, and a neat door opener that sits around the electric window controls. It’s a welcome return to real buttons and dials, while still offering the digital functionality on the screen for other tasks, such as driving modes.

For a small car, there’s a decent amount of space in the back of the ID. Polo. It will seat five at a push, though it is more than comfortable enough for a family of four. There’s plenty of luggage space too, with 441 litres of storage in the boot. That’s a 25% increase on the petrol model thanks to the MEB+ design. You can also get up to 1240 litres with the back seats down.

Tech

A 13-inch touchscreen display sits in the middle of the dash, somewhat dominating the space. This high-resolution screen is an update on the original ID screens, and no longer features the sliding volume control along the bottom. Instead, there is a dedicated volume dial in the centre console and proper buttons for the climate controls just below the fans.

The driver information is shown on a 10-inch screen just behind the steering wheel and offers a choice of viewing styles, including a retro display. This is based on the dials of the Mark I Golf, complete with speedometer and odometer, and shows a power output/recovery in place of the rev counter.

The retro styling also carries through to the centre screen, with an old TV surround on the map, an old-style fuel gauge for the battery charge and a radio/cassette deck graphic for the media player.

Both retro displays are very stylish, but I did find the information harder to read, so after a few minutes, swapped back to the modern displays, which are clean, simple and stylish. I suspect this will be the case for most drivers, but it’s a nice novelty feature to have.

The entertainment system is bolstered by a Harman Kardon sound system, with 10 speakers, 12 channels and 425 Watts of power. It’s a solid system for this car, with good volume and clarity.

For such an entry-level position, there’s a lot of driving tech on the ID. Polo. The IQ Drive system is an optional extra on both variants and includes the Connected Travel Assist. This provides level 2 acceleration, braking and steering assistance, alongside speed limit detection, either from road signs or mapping. This is a truly impressive system with great lane centring, like something you’d expect to find on a flagship model.

The system also includes traffic light recognition and assisted lane changing. On standard traffic lights, the system works really well, bringing the car to a stop, even with no cars in front. However, on more complex junctions with lights on filter lanes, it can at times get confused, so it needs monitoring more closely.

VW’s mapping software is provided by TomTom and is mostly decent; however, I did find the directions slightly confusing at times. Like most OEM systems, it’s still no match for Google Maps or Apple Maps, even if it provides integrated benefits such as charging locations on route.

Driving

For a small car, the ID. Polo feels great on the road. The spacious interior means you don’t feel penned in or exposed on motorways. In standard comfort driving mode, the acceleration feels a little slower than some electric cars, but it’s nippy enough off the line and put it into sport mode, and it can really go. The 211 horsepower model I was driving has a 0-62 mph time of 7.1 seconds, which isn’t bad for this type of car.

Suspension is firm but not rigid, and the braking is responsive. The model I was driving was the premium offering, so I couldn’t comment on how the more affordable Life edition feels, though I suspect the overall driving experience is much the same. The lower-powered motors will feel slower, though potentially still quicker than you’re used to if you’re moving from a petrol car of a similar size.

Depending on the battery size you go for, the ID. Polo has up to 281 miles of range with the 52kWh battery. If you opt for the base-level 32 kWh battery, you will get up to 206 miles. If you’re looking for a city runaround, that’s still plenty of range. The larger battery, though, gives you more options, allowing you to take on longer journeys without worrying about charging along the way.

Charging speed is just 105kW on the 52kWh battery and 90kW on the smaller 37kWh battery, though that still means a charge time of 23-24 minutes (10-80%), which is less time than a normal service station stop.

Should I buy the ID. Polo?

VW has done a great job creating an electric Polo. This car has the spirit of the petrol model and yet brings advantages thanks to its MEB+ electric platform. It’s compact but spacious inside, premium in finish and fun to drive.

There are now a few great options around this price point that compete directly with the ID. Polo. The Renault 5 E-tech has proved hugely popular and costs a little less, while the new Cupra Raval, which sits on the same platform as the Polo, comes in at almost the same price but offers a very different styling.

What the ID. Polo offers a sense of reassurance; a trusted model from a trusted brand. That kind of pitch may appeal to an older audience looking to move over to electric for the first time. The retro element reinforces this, but could also help it appeal to a younger crowd too.

I’m really pleased to see the Polo brand not only going electric but such a faithful interpretation of it in electric form. While it might not be the most exciting of compact electric models, it’s a great little car for the money and one that is likely to stand the test of time.

It was a Saturday in 1999. Not the one Jamiroquai envisioned in 1996’s Cosmic Girl, its video overflowing with Italian supercars – including that purple Lamborghini – but instead the weekend of the ‘99 Frankfurt motor show.

Audi’s stand featured the all-new A2, a bold and futuristic car that, despite its aluminium spaceframe, low weight, excellent aerodynamics, outstanding efficiency, surprisingly spacious interior and clever packaging, was derided for looking unusual and having a price that was, well, virtual insanity. It cost almost 60% more than a similarly-sized VW Polo, and even a clever diesel engine returning 94mpg couldn’t save it.

With the benefit of hindsight, much of that negativity now looks misplaced. The old A2 was so far ahead of its time, it only now makes sense a quarter-century later. Which is convenient, really, because Audi has just announced a new one.

It’s called the A2 e-tron, since it’s all-electric, and despite being a brand-new car, the DNA is clearly still there. Just look at the roofline, the rear three-quarter, and the way the A-pillar meets the bonnet. This is the second-generation Audi A2, just not when we might have expected it.

Now the world has finally caught up with what the old A2 was trying to achieve, its successor arrives in a market practically made for it. This is a compact (ish) electric car with a spacious interior and clever packaging that claims to be the most efficient Audi of all time. An EV boasting up to 401 miles of range – when equipped with the largest battery – and likely a sub-£30,000 price tag if you go for the smaller battery (still good for 250 miles or so).

As redemptions go, this is a big one. It’s a second chance for the A2, a car that strived to achieve everything today’s EV designers and engineers stress over – low weight, aero efficiency, smart packaging – but with the benefit of 2026 knowhow, and none of the baggage of technology, or engines, from the previous century.

A five-door, five-seat EV, the A2 e-tron replaces both the A1 and Q2. It’s the most aerodynamically efficient car among Audi’s compact lineup, and is available with battery capacities of 52, 61 and 84 kWh. The car runs on a 400-volt architecture and the maximum charge rate is 183 kW, while both Vehicle-to-Load and Vehicle-to-Home technologies will be available.

Rear-wheel-drive, the A2 produces between 170 and 326 PS, depending on configuration, while torque is 350 Nm across the range, aside from the most powerful model, which gets 545 Nm. Zero to 62 mph times range from 8.8 to 5.7 seconds, and range spans from 262 miles to 401 miles. Incidentally, the top charge rate of 183 kW is only available for the 84 kWh battery of the 170 kW and 240 kW models; the 61 kWh battery can charge at 105 kW and charging for the entry-level 52 kWh battery is capped at 100 kW.

Despite that modest figure, Audi says a 10 to 80% top-up will take as little as 24 minutes in the base car, or 29 minutes for the largest battery.

Range is quoted by Audi as being up to 262 miles for the entry-level car with a 52 kWh battery, rising to 320 miles for the 61 kWh model, then to 401 miles for the 84 kWh battery. The latter is for an A2 with 231 PS and 350 Nm of torque. If you want more power – to the tune of 326 PS and 545 Nm, the same battery is good for 391 miles.

These are all for the A2 coming to Germany. Audi says cars coming to the UK will differ slightly, so the exact range figures haven’t been published just yet. A slight dip due to our preference for larger wheels is likely.

We do know the UK price, though, which starts at £32,200 excluding the government EV grant. If the A2 qualifies for the full grant (which hasn’t been confirmed just yet), that starting price will fall to £28,450 - comfortably undercutting the Kia EV3 and Volvo EX30.

Just like the original Audi A2, the new car has a surprisingly spacious interior. It’s also well appointed, with soft fabrics across the doors and dashboard, a pair of magnetic, cooled and MagSafe-compatible 25-watt wireless phone chargers, a 12.8-inch curved central touchscreen, and an 11.9-inch drive display as standard.

There’s an optional Sonos sound system with 14 speakers and 660 watts of amplification, an optional panoramic glass roof, and - a first for Audi - integration with Microsoft 365. This brings your work email inbox and calendar to the car, and lets you join Microsoft Teams calls (audibly, without video) while you drive.

More exciting is how this is the first Audi with Fidlock integration. Best known as a maker of magnetic mounts for drinks bottles and phones, primarily for bicycles, Fidlock has created mounting points for the interior and boot of the A2. Mounts in the centre console and between the rear seats accept a cup holder, while two more in the boot hold the A2’s charge cable bag in place, and a third combines with a tether and metal hoop to become a means of securing cargo.

Perhaps not as attention-grabbing as the Renault 5’s 3D-printed baguette holder, but it’s a smart collaboration for Audi that will hopefully lead to more Fidlock accessories in the future.

T3 got to see the new A2 in a studio ahead of its unveiling, and the first impressions were very good. Although immediately familiar to anyone who remembers the old A2, the new car has plenty of its own identity too. Sleek in a way that so many of today’s crossovers and compact SUVs are missing, the new A2 e-tron is nicely proportioned, with short overhangs, slim LED lights and jewel-like badging befitting of the Audi brand. Incidentally, the front daytime running lights have four different modes to pick from, one of which gives them a breathing-like animation.

Aero efficiency was a key factor when designing the car, and nowhere is that more apparent than with the door handles - or rather, the lack of door handles. Just like the BMW iX5 and Volvo EX60, the new A2 replaces conventional handles with a set of winglets fixed to the door tops. These improve aerodynamics, reduce drag and boost range, while also creating a cleaner aesthetic.

More importantly, they work well and are entirely intuitive. A capacitive sensor on the inside of the winglet senses when you pull it, and unlocks the latch to open the door. When inside, a conventional button is pressed with your thumb to open the door. The latches are powered, and should the car’s 12-volt system fail, each door has its own back-up power supply – so the doors will also open, and there’s no need for an emergency lever lurking in the door pocket, as found in some other cars.

Inside, the new A2 is relatively spacious in both rows, and an optional panoramic glass roof floods the cabin with light. There is a pair of rollers with a lovely haptic clicking motion on the steering wheel, but fans of physical switchgear might be disappointed to see climate controls offered exclusively on the touchscreen.

Audi has relocated its gear selector and parking brake to the steering column, freeing up space in the centre console and creating a storage area for your wallet, handbag or other everyday carry. Ambient lighting across the cabin makes the A2 feel nicely up-market, while an LED strip sits at the foot of the windscreen, spans the full width of the dashboard and uses animations to show things like the status of the voice assistant. It’s the sort of design detail you might not expect from a brand’s entry-level EV, so is all the more welcome as a result.

An Audi A2 redemption story might not have been on your 2026 bingo card, but here we are. Audi’s new premium compact EV takes what the original set out to achieve, adds in some 2026 technological know-how, and – instead of giving us yet another bland crossover – results in what promises to be a properly impressive, affordable small EV.

The next time you book a ride from Uber in London, a self-driving Ford Mustang Mach-E might turn up and take you to your destination.

That’s because Uber has just announced the start of an autonomous taxi ride service in the UK capital, and it’ll be available to customers at no extra cost. Just book an UberX, Uber Comfort or Uber Electric ride, and a self-driving car could be dispatched to pick you up.

These cars haven’t been developed by Uber itself. Instead, the ride-sharing company has entered a partnership with a British firm called Wayve – and that same partnership already offers autonomous rides in Zagreb, the capital of Croatia.

The specially modified Ford Mustang Mach-E cars used by Uber are fitted with Wayve’s AV 2.0 self-driving technology, which employs artificial intelligence to help it make decisions in real-time, instead of simply following a pre-programmed route. It’s claimed this approach reduces the hardware costs usually associated with driverless cars, like those used by Waymo, the Alphabet-owned autonomous taxi company that operates in the US and is currently running trials in London.

Wayve’s technology means the Uber cars aren’t restricted to a geofenced area, and can theoretically operate right across London. For now though, Uber says the service will let riders “travel to destinations across select boroughs.”

But there’s a bit of a catch, at least for now. Since the service is still in development – and the UK's regulatory framework doesn’t actually allow truly self-driving cars on public roads yet – each of the Ford Mach-Es has a taxi driver licensed by Transport for London behind the wheel.

You’re also quite unlikely to be picked up by one of these cars in the first place, since initially there are just 15 roaming London’s streets. That said, you can join an “interest list” to improve your chances of being matched with one of the autonomous cars.

The Ford Fathom, which is due in 2027, will be the first car to debut a new Apple Maps experience – the result of the previous pairing to make Apple's mapping software native to Ford's future EV.

While we're not going to see that car for a while, Ford has actively started talking about the forthcoming electric car, including in an interview with GreenCars (via 9to5Mac).

In that interview, Ford talks about the process of selecting the mapping software, saying: "We thought that Apple was best for this vehicle in order to get the customer the best solution."

To be clear, this isn't Ford using Apple CarPlay Ultra, it's using Apple Maps in its integrated form, something that's previously been dominated by Google. The company said it spoke to Google too, but ultimately, decided that Apple offered the better experience.

"Apple Maps looks beautiful, and having a large display to be able to put it on we think will be a really big wow factor for our customers when they get to see it," said Alan Clarke, Ford's VP of advanced vehicle projects.

But this version of Apple Maps isn't going to be like the Apple Maps that runs as an overlay in your car, it has been properly integrated: "You need a great maps provider that has the capability to get elevation, weather, and the maps data to have accurate, updated information about chargers."

Mapping has long been an argument used by EV manufacturers against third-party solutions. While a third-party map might be familiar, it won't necessarily know the condition of your car, it might not get integrated into your HUD, and it can't always do things like smart route planning to incorporate charging when you need it.

Take the Tesla experience for example: when planning a route, the map knows what range you have and advises where you should stop to charge. Beyond that, it can precondition the car's battery to get optimal charging rates, while also knowing that there are available chargers at the station you're heading to.

Third-party navigation doesn't always offer this experience: it typically can't talk to the car to get all that information, because car manufacturers like to stay in control of their own data.

It looks like the Ford Fathom is going to offer a unique experience: as Alan Clarks says: "It's amazing to be first as well". That goes a long way – the Ford Fathom will likely draw in a number of Apple fans interested in what that in-car experience looks like.

It will also support Apple CarPlay and Android Auto, but if the mapping is great, when why connect your phone?

The mid-sized SUV is definitely the sweet spot right now for buyers looking to go fully electric and there’s no shortage of choice. This is Mercedes’ offering though, and it’s extremely appealing.

The Mercedes-Benz GLC electric is an important car for the brand. Its new electric-first design has replaced the Mercedes-Benz EQC and provides a fully electric drivetrain alternative to the GLC 300e plug-in hybrid model.

As with many of its competitors, the mid-size SUV is the sweet spot for Mercedes, making it one of its most popular models. There’s a huge amount of competition out there right now, with new electric models including the BMW iX3 and the Volvo EX60 – both of which offer a range of over 500 miles on their larger battery models.

While the GLC’s electric range is still respectable at up to 405 miles on the 400 4MATIC model (and 389 miles on the GLC 250), it also excels in other areas, such as technology, performance and build quality. The showpiece being its 39.1-inch Hyperscreen, which covers the dash.

I tried out the flagship Mercedes-Benz GLC 400 4MATIC Premier Edition to see how this new model holds up. Overall, I found this to be the best Mercedes electric model to date and definitely one to consider.

How much is the Mercedes GLC electric?

The Mercedes-Benz GLC starts from £55,495, that’s slightly below the base Volvo EX60 though around two grand more than the BMW iX3. US prices for the GLC are still to be confirmed.

There are two main versions of the GLC, the rear-wheel-drive GLC 250 and the all-wheel-drive GLC 400 4MATIC, which starts from £60,350. The top-specced GLC 4MATIC electric Premier Edition starts from £73,350 and features the larger 94kWh battery to deliver 489hp and a 0-62mph acceleration of 4.3 seconds.

The model I drove was the GLC 4MATIC electric premier edition in Patagonia Red, priced at £73,350. This featured the MBUX Hyperscreen display, augmented head-up display and the Burmester High-End 4D Surround Sound System.

Design and build

This new electric GLC is built on a different platform than the petrol, diesel, and hybrid models, though at first glance, it’s still easy to identify as a GLC. On closer inspection, though, the external design has had a few tweaks.

That front grill is much deeper, enveloping the number plate into the mix and is made up of hundreds of LEDs. The front headlights are the new digital light design with the Mercedes star. This carries through to the rear lights too, which now form a solid bar to include the rear badge.

Otherwise, the profile looks slightly more aerodynamic, with a bigger slope on the rear windows and a longer sloping rear. The 400 4MATIC also sits on larger 21-inch multi-spoke alloys, while the base model has 20-inch alloys.

The car is more curvaceous, with shaping along the door panels and in the bonnet. There’s a large panoramic glass roof too, with liquid crystal molecules that allow you to change between transparent and opaque at the touch of a button, with nine segments and Mercedes logos available to display.

Design wise, it’s perhaps more classic than space age, but that’s no bad thing. It’s a great-looking car, and the Patagonia red metallic finish is particularly striking. It also comes in a Lavender silver colour, which gives a subtle purple finish that is particularly unique.

Inside the Mercedes GLC electric

The interior feels very premium in this model. Seats and upholstery are finished in black leather with a red top stitch, while silver-coloured details highlight the door handles, fans and phone tray.

It’s hard to escape the Hyperscreen though, as this takes over the entirety of the dash, from pillar to pillar. The single glass surface creates a 39.1-inch display with an 8k resolution. I’m sure the actual displays beneath it are separate, but it certainly gives the impression of a singular unit when you use it.

Despite this singularity, there are still three main areas of the display for the driving dynamics, the centre screen and a passenger screen. You can change the driver display between three main views and turn off the rest of the display if you want to remove all distractions, but the idle screen that displays while driving is actually quite calming and I didn’t find it distracting at all.

There are multiple backgrounds to pick from which extend across the full width of the display, so you can customise the look of the Hyperscreen, too.

The system is running the latest MBUX, which features Mercedes’ AI voice assistant and a wide range of applications, from video streaming and gaming to work productivity. The centre area provides a large map when driving, which can also be displayed in the driver area.

For the front passenger, the left side of the screen can be used independently, providing web browsing, video streaming, gaming and more while the car is moving. Cameras ensure that the driver is not distracted by this, though, and will either dim or interrupt the content if they are trying to watch it on the move.

Paired with the Hyperscreen is the Burmester High-End 4D Surround Sound System, with 19 speakers, 7500W and Dolby Atmos capability. Like the picture on the screen, the sound is very impressive, both in power and clarity – especially when playing Spatial Audio content from Apple Music.

Driving

Despite the sheer power and acceleration that the GLC offers, the driving experience is cool, calm and collected. Even when you put your foot to the floor in Sport mode, there’s a refinement to the way the car moves.

Suspension is gentle, even with Sport mode selected, though never wallowy. It holds its place around bends but never shakes you. You can also opt to have Airmatic air suspension on the GLC – the same system as on the S Class – if you want really smooth, but even without it, the car feels likeyou’re driving on a cloud.

For a mid-sized SUV, the GLC does feel big. The size of the car has grown slightly over the ICE models and it’s noticeable on the road. For me, it feels considerably wider than the Volvo and BMW, even if the difference in measurements is small.

Despite this, the car felt extremely agile. It offers a tight turning circle, allowing you to easily manoeuvre it around car parks and other small spaces. In addition to the air suspension option, the ‘refinement package’ adds rear axle steering to the mix, to give the car even greater turning ability.

In addition to the huge Hyperscreen, there’s also a head-up display in the GLC, to allow you to keep your eyes on the road. This is large and clear, encompassing speed and navigation information, as well as speed limits and automated driving control settings.

On the automated options, the GLC offers the Distronic distance assist adaptive cruise control, to control acceleration and braking. It also has standard lane keeping functionality, though not the full steering assist on this model, which provides lane centring.

Other clever driving tech includes the Parking Assist with 360-degree cameras to give you a complete view around the car while parking – or just allow the system to park itself. Meanwhile, the Digital Light headlights do a great job of illuminating the road in the dark, and offer the adaptive high beam assist plus, which uses the LED technology to block certain areas of the beam to avoid dazzling other drivers. It’s a very clever system to watch in action.

Charging and range

Just a year ago, having a range of over 400 miles on an EV would seem impressive, and it’s only down to a few 500+ cars that it seems less so. The fact of the matter is, though, that 400 miles is still a solid number, and still puts it among the longest-range EVs on the market.

The model I tested gave a 393-mile range but without a long drive planned, I didn’t get through a full charge in a week of driving. For most drivers, that could mean charging just once a week if needed. Of course, greater range would reduce any range anxiety almost completely, but for most, the GLC’s range should be off-putting.

Another good thing here is that the GLC has fast charging. Thanks to the 800V battery system, it can reach charging speeds of up to 330kW. That means charging 10-80% in just 22 minutes. It can also charge at slower speeds on 400V DC charging systems and on AC chargers up to 11kW.

Should I buy the Mercedes GLC electric?

With the GLC, Mercedes has made perhaps its most successful move to date from an ICE vehicle to an electric car. This car feels every bit the premium Mercedes, and it’s easy to forget that it’s an EV at times, which is perhaps the biggest compliment for electric cars these days.

It’s a good-looking car, inside and out, and has been beautifully finished. While not everyone will love the Hyperscreen display, for tech fans it’s probably the most impressive dash out there right now – even compared to the BMW’s panoramic vision.

The Mercedes-Benz GLC electric feels like the more refined choice of electric SUV. While it’s quick and heavy on the tech, it projects class over just practicality. For previous GLC petrol or diesel owners, this fully electric version is the perfect step up. Like the Volvo EX60, it’s also going to convert a lot of drivers looking for an electric car that doesn’t shout about being electric.

Hybrid cars have exploded in popularity over the past decade, and are now more sight-after than ever, thanks to how they blend the efficiency of an electric car with the long-range abilities of a petrol or diesel vehicle.

The general premise is that a hybrid car has both an engine and an electric motor. Sometimes the car drives in pure-electric mode, while other times the engine fires up and drinks fuel from the tank in the conventional manner.

Some hybrids can travel dozens of miles on battery power alone, while others only use the moto occasionally – and some have an engine that isn’t really attached to the wheels at all.

Understanding which hybrid is best for you can be tricky. Manufacturers like to describe some systems as “self-charging”, while others quote enormous efficiency figures, such as over 100 miles per gallon, that are rarely achievable during normal, real-world driving. Below we’ve gathered up the four most common hybrid systems and explained exactly how they work, along with examples of cars that use them.

Mild hybrid

Often shortened to MHEV, this is the hybrid technology pioneered by the original Toyota Prius, all the way back in 2000. A quarter of a century has refined the tech, but the fundamentals remain the same. Mild hybrid cars are predominantly driven by their petrol or diesel engine in the conventional way, but their drivetrain also incorporates a small electric motor.

That motor is ready to draw from a small battery and help the engine in certain situations, but cannot drive the car alone. Mild hybrids mostly use their battery and motor to assist the engine during acceleration from low speed, and restarting the engine when the stop-start system is enabled.

Powered by petrol or diesel engines, these cars cannot be plugged in to charge, as instead the small battery is topped-up using regenerative braking whenever the car is coasting is slowing down. Mild hybrid batteries operate at just 48 volts (compared to the 400 or 800 volts of EVs), and tend to be just 0-5 to 1.0 kWh in capacity, which is tiny compared to the circa 50-120 kWh batteries used by most fully-electric vehicles.

Full hybrid

Known as an FHEV, a full hybrid electric vehicle works in a similar way to a mild hybrid, but with a key difference – the motor and battery can drive the car directly.

They can only do so with the engine off for short bursts, but it means a full hybrid car can set off from standstill and handle slow, stop-start city traffic, without the engine. The engine also frequently shuts down when coasting, such as on the motorway, and the battery is then charged by regenerative braking, or by the engine itself. Full hybrids can usually manage just a couple of miles of electric range, but in city traffic that can make a big difference to tailpipe emissions and fuel efficiency.

These are the cars manufacturers like to describe as “self charging hybrids”, since regenerative braking and the engine are used to refill the battery, and they cannot be plugged in for a top-up.

Plug-in hybrid

Now to the hybrid everyone is familiar with – the plug-in hybrid vehicle, or PHEV. These hybrids have far larger batteries than the models covered so far, with capacity generally between 10 and 30 kWh. This means a much larger range too, with dozens of electric-only miles possible in some cases – enough for most drivers to complete their daily commute engine-free, potentially for several days at a time, before plugging back in.

Pair a plug-in hybrid with a cheap home electricity tariff, and you have the potential for incredibly cheap commuting, since charging at night costs significantly less and the engine will barely ever fire into life during shorter local journeys. Some PHEVs can even manage motorway speeds for dozens of miles without consuming a drop of petrol.

Like other hybrids, and EVs, plug-ins use regenerative braking to top up the battery when coasting and braking. The engine can also be used to refill the battery, but this isn’t a particularly efficient use of petrol. These cars also have a ‘hold’ function, where battery use is paused; press this on the motorway, use the engine at its most efficient, then reactivate the hybrid system when you reach city traffic, and drive about with electric power alone.

Manufacturers like to attach enormous, three-figure miles-per-gallon figures to plug-in hybrids. But these are only achievable if you use the battery as much as possible without it running out. That said, regular charging can easily make a PHEV more efficient, and cheaper to run, than an equivalent non-hybrid.

Range-extender hybrid

Now for a lesser-known type of hybrid, but one that is likely to become more popular in the coming years. An early example of the range-extended (also known as the REX, REEV and EREV) is the original BMW i3. As well as being an EV, this car was also available with a small, range-extender engine. This didn’t drive the wheels, but instead acted as a generator that ran on petrol and topped up the battery, increasing range.

That generation of i3 died without a successor, but today several manufacturers are again looking at range-extender tech as a way to improve EV range and alleviate the dreaded range anxiety. Lotus recently announced the Eletre X, a version of its electric SUV with a 2.0-litre turbocharged engine that feeds the battery, boosts range to over 750 miles, and can drive the front axle during motorway cruising.

Volkswagen is also looking at the tech as part of its ID Era concept from 2025, and Mazda builds a range-extender hybrid called the MX-30 R-EV. Chinese brands are also experimenting with range-extender hybrids, and BYD, Yangwang and Leapmotor all make such cars.

Formula E’s new GEN4 racing car can accelerate from 0-62 mph in approximately 1.8 seconds, but the technology behind that performance could eventually help road-going electric cars become faster and more efficient.

The permanent all-wheel-drive car produces up to 600kW, or approximately 815bhp, and recovers energy under braking at rates of up to 700kW.

Although manufacturers do not develop the entire vehicle, they are responsible for areas including the electric motor, inverter, gearbox, differential and the software controlling them.

These are also among the components with the clearest relevance to road-going EVs.

“At the end of the day, the physics you’re dealing with are identical,” Jaguar TCS Racing team principal Ian James told me at the Tokyo E-Prix. “Whether you’re racing on track or developing an electric vehicle for the road, the physics don’t change.”

James describes the relationship as a two-way exchange, with engineers and technology moving between Jaguar’s racing and production-car programmes.

Jaguar’s forthcoming Type 01 provides a particularly tangible example. The company says its all-wheel-drive control software and fast-switching silicon-carbide inverters were informed by Formula E.

An inverter converts the battery’s direct current into the alternating current used by the electric motors. Improving its switching speed and efficiency can sharpen power delivery while reducing energy lost as heat.

Jaguar also says Formula E knowledge has influenced the Type 01’s regenerative braking, range and fast-charging capabilities.

Chasing the final percentage

The challenge is that modern electric racing drivetrains are already exceptionally efficient. James puts Jaguar’s current figure at approximately 97.5%, meaning less than 3% of the energy passing through the powertrain is lost before reaching the wheels.

“The marginal gains we can make through future hardware development will probably begin to tail off,” he explains. “When you’re already in the high 90s, it becomes much more difficult to take the next step.”

Formula E’s powertrain hardware is approved for two-year periods, but manufacturers can update their software between races and make adjustments during a race weekend.

Software determines how efficiently the car deploys its available energy, controls regenerative braking, and manages power delivery across the front and rear axles.

“What underlines Formula E significantly is the work that goes into software,” explains Nyck de Vries, who has raced in both Formula 1 and Formula E.

“I would say it is far ahead of any other championship in terms of software development, because that’s where we can find a small edge over our competition.”

FIA Formula E technical manager Vincent Gaillardot is careful not to claim that the championship invents every component it uses.

Its role is often to take existing technology and operate it in conditions far beyond those experienced by a production vehicle.

“The aim of motorsport is to push everything to the limit,” he says. “We use the cells and the battery in a territory completely outside mass-production usage.

“I’m not sure we say we are developing the technology. We show how far it can go.”

That accelerated development environment may be Formula E’s greatest value to road cars. Engineers can experiment, take risks and evaluate new ideas under the constant pressure of competition.

“Our learning is extremely fast in motorsport,” James says. “Without Formula E, that development would slow down.”

The average EV will never require 815bhp or 700kW of regenerative braking, but learning to control that performance efficiently could help manufacturers make road cars that respond faster, travel further and waste less energy.

Find out more about what the new GEN4 car is capable of at Formula E.

Google has pushed an update to Android Auto that could solve some of the recently reported problems with the popular in-car software.

It all started earlier this summer, with an update to Android Auto 17.2. It seemed to introduce a little bit of instability. I found that myself, with occasional disconnections and unexplained behaviour – and it was widely reported amongst users.

The problems didn't seem to relate to any particular handset or car model, instead it was the software that was a fault. That was acknowledged by Mishaal Rahman from Google on Reddit, with information that a fix was in process.

Now the Android Auto team has updated the app to 17.4 which is said to fix those problems. Shared by a member of the Android Auto team on the Google Support pages, it advises updating the app to the latest version to fix the problem.

So while this latest version of Android Auto doesn't bring any new features, it should make it possible to use the features you already have.

A changing Android Auto

Android Auto has seen some fairly significant changes recently. That not only alters the visual design in some areas to fit in with Material 3 Expressive and more closely match the Pixel phone, but also the move to Gemin, as well as the introduction of Immersive Navigation.

Not all new Android Auto features land at the same time and here in the UK, I've seen Android Auto's Gemini function arrive, drop its logo back to the old microphone, and change its behaviour all in the space of a few months.

Currently when driving I have the old logo, but Gemini works, although it seems less comfortable getting into discussions than it did a few months back. That seems to be experience with Android Auto at the moment – it's a bit random.

I've seem similar with Waze running on Android Auto – sometimes I can see all the controls on the display, but on a recent long drive I found the speedometer was placed behind the incident button. This variability is one of the things that makes Android Auto frustrating.

At least with the latest update, Android Auto should be more reliable and actually work.

We're still waiting for some elements to appear in Android Auto, such as the support for video playback from apps, the evolution into Gemini Intelligence, and widgets. Unfortunately, the roll-out of these changes isn't on a fixed timeline, with some currently limited to the US.

Volvo have continued to impress with its transition to electric vehicles, and none more so than with the Volvo EX60. While the flagship EX90 and ES90 models are exceptional cars, the EX60 is arguably the company’s most important release.

As of June 2025, the XC60 became the best-selling car in Volvo’s 99-year history, with 2.7 million units sold. As the electric successor to this mid-sized SUV, the EX60 has big shoes to fill.

I took one of the first models in the UK out on the roads of Somerset to see how it drives. The good news is that it really impressed me, and despite this being a very crowded section of the market, it could be one of my favourite mid-sized SUVs to date.

Developing a new best seller

The company spent three years developing the EX60, including research with owners of Volvo’s first generation of electric vehicles, the EX40 and EC40. The goal was to create a vehicle with no compromises.

It needed to remove the stress and inconvenience of electric cars by eliminating range anxiety, while keeping the price comparable to the XC60 plug-in hybrid option – often considered a safer bet than pure electrics.

The new vehicle moves away from the traditional engine-centric architecture and is instead built on a new third-generation scalable platform architecture (SPA). Battery technology has been developed in-house, and the entire vehicle is engineered and built in Volvo’s home country of Sweden.

Importantly, this has allowed the flagship P12 version of the EX60 to break the 500-mile range barrier, with a 503 total range figure. Meanwhile, smaller battery versions offer 380 miles from the P6 and 400+ from the P10.

There’s no shortage of tech on board, as its central computer is powered by Nvidia, and its entertainment system is running on Qualcomm hardware in partnership with Google. This has allowed a deep integration of Google Gemini within the car, providing natural language conversations as well as contextual navigation and discovery – so it can say, ‘turn right after the blue car’, or you can ask, ‘what is that building in front of me?’

Price and availability

Starting from £56,860, the EX60 is only £90 more than the XC60 plug-in hybrid model. However, you can pick up the mild hybrid for just £49,860. There are two trim levels: the Plus and the Ultra, and three powertrains.

The base model is the P6, which is rear-wheel-drive with an 83kWh battery, while the P10, starting from £59,860 is all-wheel-drive with a 95kWh battery and the flagship P12, with that 500+ mile range, which starts from £64,860, is also AWD and has a 117kWh battery.

There’s currently no US pricing for the EX60.

Interior

While the outside of the EX60 is very classy, it’s the inside that really impresses. That Scandinavian minimalism is beautifully finished with light grey wood and charcoal textures. There’s a couple of areas of piano black plastic, such as around the B&W central tweeter, but not a lot.

The centre screen is a large 15.04-inch OLED display, gently curved to make it softer and more a part of the surroundings, with just a crystal rolling dial and two buttons for media control below it. If anything, these stand out, as they don’t quite fit the rest of the aesthetic.

That means that, as on previous models, everything from the climate control to the wing mirrors and steering wheel settings is through the main screen. If you’re someone who likes to make these adjustments on the move, that can be a little annoying. Climate controls are readily available along the bottom of the screen, but wing mirrors and fan positions take a couple of presses to find.

Perhaps more interesting, though, is the driver display, an 11.4-inch long thin screen that sits closer to the windscreen than most driver screens. The aim here is to work more like a head-up display, allowing the driver to keep a focus on the road, rather than down inside the car. And it actually works really well.

While it’s not quite as convenient as a HUD in the windscreen, you can keep your focus out further, and I certainly found I spent less time looking at the centre screen than I would on some other cars.

Bose speakers feature on the Plus model but the Ultra version of the EX60 features a Bowers & Wilkins audio system, complete with 28 speakers and 1,820W of power. This is the biggest system we’ve seen in any of the Volvos to date, both in terms of number of speakers and power. It includes speakers in the headrests, so you can isolate audio for just the driver or passenger if required, though for the full effect it’s best to use all the speakers, as it sounds stunning.

Driving experience

Though the car is indeed spacious, it doesn’t appear to have bloated in quite the same way as other mid-sized SUVs. In that way, it still feels relatively compact on the road, so even driving down small country lanes, I didn’t feel it was particularly wide (maybe helped by the fact that the car I had been driving the day before was exceptionally wide).

The steering wheel is quite small and light, with a squared-off top and bottom, which makes it appear more compact. It does provide the adaptive cruise control functions on the left and media controls on the right, with two thumb-stick controls.

As you might expect, the EX60 has plenty of power and really goes when you put your foot down. There’s the option of one-pedal driving here too, with low, high and auto settings available depending on what you prefer. Suspension is solid but still comfortable with no noticeable body roll around corners.

Overall, it’s a solid, well-put-together car that is comfortable enough for long distances but compact enough for quick trips around town.

Should I buy the Volvo EX60?

Volvo have done a great job with the EX60 and produced a car that is a worthy successor to the XC60. It’s a pleasure to drive and feels solidly made, with the safety features Volvo drivers would expect, plus some impressive tech features that you might not.

It definitely sits among the best all-electric mid-sized SUVs on the market right now, though it’s also one of the most expensive. Both the Mercedes GLC electric and BMW iX3 start from £55,495 and £56,050 respectively, and for the equivalent 500-mile-plus models, the BMW iX3 is about two grand cheaper.

There are still advantages to the Volvo though. The interior is far more pared back and clean, while the tech is just as advanced. I suspect in time this will become Volvo’s new best seller, and it will be deservedly so.

The Corvette has been Chevrolet’s iconic sports car since its introduction in 1953, and while its sales have largely been limited to Stateside, it definitely has an international following. Models have only been officially available in the UK since 1999, and only very recently in right-hand-drive versions.

From this year, you can now buy three different Corvettes in Europe, including the rather fabulous E-Ray. The Corvette E-Ray is the first electrified Corvette, though perhaps not what you might be expecting.

To start with, this is a mild hybrid rather than a fully electric model, and the battery contingent here is rather small. It features a 1.9kWh battery, which powers the front axle. The main purpose of this is to boost performance and provide an all-wheel drive experience, rather than just the rear-wheel power that the mid-engine 6.2-litre V8 delivers.

Surprisingly though, you can drive the E-Ray on battery power alone, which is unusual for a mild hybrid vehicle, but don’t expect to be travelling far, or at any speed. The car offers a Stealth mode, which allows you to leave your driveway in silence, travelling up to 45mph at gentle acceleration for a couple of miles before engaging the engine.

There’s also a Shuttle mode, which is limited to 15 mph and designed for repositioning the car on the driveway, or in a garage, without firing up the engine. The difference with Shuttle is that it will never turn on the engine.

Firing up that V8 is a window-rattling experience, so having a way to leave the neighbourhood in silence is particularly handy for the anti-social early starts. It’s also nice knowing that you can avoid adding to that city pollution – at least until you hit the open road.

Price and availability

The Corvette E-Ray 3LZ starts from £158,720 here in the UK, in the US the 3LZ is priced from $121,545, though two lower trim levels are also available in the US from $110,595. The model I tested was priced at £180,498.44. This was finished in the new Roswell Green Metallic paint with jet black Nappa leather interior, competition sport bucket seats, a carbon fibre roof panel, carbon fibre alloys and multiple carbon fibre details, including the splitter, rockers, spoilers and mirrors.

While the roof is removable on the coupe, there’s also a convertible version of the E-Ray, which starts from £164,630. This features a powered, fully retractable hardtop.

Features and spec

Under the hood (well, actually behind the driver) is a 6.2-litre naturally aspirated V8 engine, which delivers 495 horsepower. However, that electric motor on the front axle adds another 160 horsepower, giving a total output of 655 horsepower and a 0- 62 mph time of 2.9 seconds.

The car sits on 20-inch alloys at the front and 21-inch alloys at the back, and at over 4.7m long and 2.02m wide, it’s rather large for the UK roads. Luckily there’s plenty of external cameras to help you manoeuvre it through tight spaces, including a handy view of the front splitter, so you don’t dink it on a curb or wall.

There’s also a clever feature called front axle lift, that can raise the front of the car to clear speed bumps, curbs or steep driveways. It can be controlled manually or set by GPS locations saved in the system.

The driving seat on the E-Ray feels more like a fighter pilot layout, thanks to the ‘driver-centric cockpit design’. This includes a 12.7-inch centre display, angled towards the driver, a 14-inch driver display behind the wheel and an additional 6.6-inch touchscreen display to the right of the wheel, for additional information such as trip counters, g-force readouts, electric battery charge and the launch control.

There’s also a head-up display to provide essential driving data and a digital rear-view mirror, which takes its feed from a rear-mounted camera above the rear glass. This is especially handy in this car, as you’d have extremely limited view without it.

There are two phone charging locations in the car, including a tray under the main climate control buttons which features a clip to hold your phone in place, and a second holder behind the armrest. I do like that both will keep your phone in place, even while you throw the car around a corner.

The sound system on the E-Ray is courtesy of Bose Performance Series surround system with 14 speakers. It's plenty powerful enough but not as defined as some high-end systems like Mercedes' Burmester or the Bowers & Wilkins systems in Aston Martin and BMW.

While there’s a cruise control function on the E-Ray, as well as emergency braking, lane assist and collision alerts, there’s no adaptive cruise control here. For a car in 2026, this feels a little strange – especially one that costs this much.

Electric options

The electric options on the E-Ray may at first seem a little disappointing but they are a significant step for the Corvette. Perhaps it’s the name that builds expectations a little too high, leaving people to expect at least some significant electric-only driving.

The fact that you can drive any distance on a mild hybrid is impressive. The downside is that the range is so unbelievably small. Travelling just over a mile took me down to 80% charge, which would suggest around 5 miles would be a maximum, and looking online, it looks like 3-4 miles is more realistic.

To be fair, three to four miles is enough to get you a fair distance from home before starting up that engine and waking the dead. It’s just a shame that the process to move between electric and ICE modes isn’t easier.

On the E-Ray, you can only enter Stealth mode (or Shuttle mode) when the car is turned off. Before you press the start button, you need to press the brake pedal and use the drive mode selector. In theory, you can go back into Stealth mode by turning off the car when at a standstill and reselecting, but it’s not easy.

Another clever part of the hybrid system is how it charges the battery. By pressing the button on the steering wheel, it provides increased resistance on the engine, which is used to charge, and can be back to 100% in a matter of minutes. This is vastly different to most hybrid systems that only charge via braking or deceleration, which can often take hours to gain just a few extra kW of charge.

Of course, the real benefit of the electric battery on the E-Ray is the extra power it gives the car. When you put your foot down in the E-Ray, it’s incredibly quick, and the all-wheel drive means it’s also very stable when accelerating.

On the road

One thing that the E-Ray cannot be accused of is subtlety. The bright green paintwork certainly adds to the spectacle, but even without it, this car stands out. You don’t see many Corvettes in the UK, so when people see one, you certainly get a lot of attention.

It’s probably not a car you’d want to park in your local supermarket car park, not least because it would barely fit in the parking space. This is a car designed for private valets and gated driveways.

In terms of actual driving, the Corvette E-Ray performs extremely well. It’s extremely quick and handles impressively. Steering is responsive, and it breezes through the eight-speed autobox, either automatically or manually using the paddles.

There’s no doubt you’re in a sports car with the E-Ray. You sit low to the road in those bucket seats, and the suspension is firm. Luckily, the braking is also very capable thanks to those large carbon-ceramic brakes, so stopping is well controlled.

A grand tourer, though, this isn’t. I did a couple of longer trips in the E-Ray and started to get uncomfortable in the race seats after a couple of hours. If you plan to do longer journeys, I’d recommend a more comfy seat option.

That 6.2-litre V8 will drink fuel given the chance, and the 70-litre tank full of premium gasoline isn’t cheap to top up. The spec sheet gives a rather eye-opening 7.9 miles per gallon for both the coupe and the convertible, which is about 118 miles from a full tank. However, I found it to be much more economical than that, partly thanks to a neat feature in the Touring drive mode.

In Touring mode, the engine’s Active Fuel Management system works with the front electric motor and at times uses just four of the engine's eight cylinders for efficiency – only swapping back to eight when it demands more power. Using this mode on the motorway, I was able to get the fuel efficiency up to around 23mpg, and around 340 miles from the tank.

Should I buy the Corvette E-Ray?

If you’re looking for a showpiece car, the Corvette E-Ray is a very appealing proposition. It looks great, it sounds great, and it drives like a proper sports car. If you go for the green, you’re guaranteed to stand out, wherever you take it.

The electric part of this car is not what I expected and is actually clever in its delivery. The addition of stealth and shuttle modes is genius, though it would be massively improved by allowing a switch from engine to electric power without turning the car off, and by adding a more powerful battery to get that range up to 30 or 40 miles.

The technology in the E-Ray feels really mixed. In places it’s very modern, such as the multi-camera displays and the wireless charging trays, but then it lacks basic driver assistance functions like adaptive cruise control.

While those with a sensible head might look to the Porsche 911, Aston Martin DB12, or Mercedes-AMG GT, the Corvette line-up feels a little wilder, and that’s no bad thing.

A shock result surfaced at a recent car auction, where a buyer paid $40 million (£29.51m) for a Ferrari Luce. It set a record at RM Sotheby's for a price paid for a new car at auction.

The Ferrari Luce normally costs around $640,000 / £470,000 and in this listing the bidding started at $1,000,000. That it soared to $40,000,000 surprised everyone, even with this model being Tailor Made and heavily customised, while also offering Chassis 0.

That means it's the first production chassis for the Luce, which perhaps explains something about what's happening here. Even though the price is hugely inflated, it has enduring pedigree. It's likely that a collector saw this opportunity and knew that they could make headlines and have something of value in their collection for the future.

There's another dimension to this auction: the car was sold for The Ferrari Foundation, with the auction house waiving the fee, and so all the proceeds are heading to charitable causes. That means everyone is winning – including the buyer who might be able to write this off because of its charitable status.

As for the Ferrari Luce in question, it offers a pearlescent finish (said to be unique in appearance and designed specifically for this car) along with white rims and a Perla Le Mans metallic leather interior.

It's a fusion of black and white, but according to the details, offers many unique elements that are only found on this car.

The Ferrari Luce got something of a mixed reception at its unveiling for not looking like a Ferrari, although T3's Editor Mat Gallagher was impressed with what he saw at the launch.

Regardless of hot takes on the design, the Ferrari Luce hits its sales target for 2026 within two months according to the Financial Times.

While the exterior has been likened to a Nissan, Sir Jony Ive's involvement in the design has been criticised for the minimalist approach, including what looks like an iPad hanging next to the steering wheel.

However, Ferrari didn't set out to produce an electric version of its famous sports cars with sweeping design, it created something completely different. Aimed at ultra wealthy individuals as an electric daily driver, it combines power, performance and practicality. You might not like it, but you probably can't afford it either.

The huge auction price achieved marks another interesting chapter for the Ferrari Luce: in reality, we won't know whether this car was a success or not for another 20 years or more. Will it prove catastrophic, or will it be an icon?

Somewhere in your house, there's probably an old iPad or Android tablet doing very little. The makers of HERMIX NANO reckon you might as well stick it on your dashboard and turn it into a modern infotainment system.

The HERMIX NANO is a compact wireless bridge that sits in your car and connects your phone to a mounted tablet or smartphone. Once it's set up, the tablet behaves more like a proper car display, with wireless CarPlay for iPhone users and Android Auto for Android phones.

That's far more useful than opening Google Maps on an old tablet. You get the familiar driving interface, larger touch targets, navigation, media controls and voice-first controls designed for use behind the wheel.

Setup is designed to be straightforward, too. There's no rewiring or dashboard modification required: connect the NANO to power, pair it through the HERMIX app and connect your phone. Once the initial setup is done, it can connect automatically when you get back into the car.

The cleverest extra is the included 1080p backup camera. Mount it at the rear of the car and HERMIX NANO automatically switches the tablet to the camera feed when you select reverse, turning that old screen into a rather useful reversing display.

That makes the $74 (£55) price a bit more interesting. You're not getting a new car, obviously, but if you've already got a spare tablet and an older vehicle without CarPlay, this is a fairly cheap way of giving the dashboard a much-needed upgrade.

The HERMIX NANO is currently available, on Kickstarter, for $74 (£55), reduced from its stated $99 (£74) price. It's ideal if you've got an old tablet sitting around, although you'll still need a suitable way of mounting it securely in the car.

So, no, you're not exactly turning your old Ford into a Tesla. But for $74, you could make its dashboard feel a bit less old-fashioned.

Aston Martin has revealed the Valen, a limited-edition supercar from the company’s bespoke Q division that sets a new benchmark for road-legal performance.

The Valen is powered by Aston’s familiar 5.2-litre, twin-turbocharged V12 engine, but it’s been tuned to deliver 850PS and 1,000 Nm of torque – making it the most powerful front-engined Aston Martin ever made, and the most powerful front-engined production car too.

Aston claims a 0-60 mph time of 3.0 seconds and a top speed of 214 mph. The company also says significant weight saving has seen 110 kg removed from its regular V12 platform, as used by the Vanquish.

There’s also a new “driver-focused” powertrain calibration and chassis tune, which promises to boost the car’s dynamic capabilities, while a specially tuned titanium exhaust delivers an “intense sound character,” the British car maker says.

The Valen features a body made entirely of carbon fibre, plus bespoke light units unlike those of any other Aston Martin, and a new interior architecture. Limited to 150 examples, the Valen was revealed at The Quail by The Peninsula, A Motorsports Gathering in California, during this year’s Monterey Car Week.

Valen is a name derived from the Latin word valens, which means “strong” or “powerful” – and, of course, it continues Aston’s longstanding tradition of using names beginning with V. The Valen follows several other limited-run supercars from the Q by Aston Martin division, including the Valour and Valiant.

Speaking of the Valen’s design, chief creative officer Marek Reichman said: “Valen gave us the opportunity to explore and express more extreme emotions through a new form language and surface treatment…Valen is a significant departure from what has gone before; sharply sculpted lines to reflect the aggressive dynamics, an attacking stance that emphasises the front-engine rear-drive layout and a bespoke interior design that creates a more sporting cockpit environment.”

The show car attending Monterey this week uses a Q Ultra paint colour called Satin Andromeda Red. Aston explains: “The satin top-coat accentuates the assertive lines in the design with the colour shift from the Andromeda Red remaining highly impactful.” It’s a colour that blends deep red, copper and golden highlights which shift to undertones of blue.

Or, if you prefer, Aston will build your Valen with a fully exposed-carbon body, complete with a herringbone pattern in the carbon weave running down the centre of the car.

Standard-fit features include carbon ceramic brakes, 21-inch magnesium wheels, a carbon prop shaft and an electronic rear limited slip differential.

A theme of the interior is “visual lightness” to reflect the Valen’s reduced weight. Remodelled compared to other current Astons, there’s a slim centre console made from 3D-printed components and housing the same switchgear as the Valhalla supercar. The console is angled towards the driver to create a more cockpit-like environment. Aston Martin’s new Sports Plus seats are available as an option, along with a lightweight carbon performance seat.

Limited to 150 examples, deliveries of the Aston Martin Valen are scheduled to begin in the second quarter of 2027. A price has not been made public.

Singer is a bespoke car design brand with a mission – to make classic cars look as glorious as they are to drive. It's no surprise therefore that fashion house Louis Vuitton opted to collaborate with the atelier to help celebrate its 130th anniversary.

Two custom Porsche 911 Classic models have been reimagined by Singer in Louis Vuitton colours and themes. And there are motifs and the finest details throughout, synonymous with the label.

The Porsche 911 Classic coupé is finished in Vuitton's trademark saffron and cobalt blue colourway, and has been designed to honour the label's trunks and "art of travel". That includes a roof rack and an interior that just oozes elegance.

At its heart is a Tambour dashboard clock, inspired by the iconic Louis Vuitton watch of the same name. It can also be removed and used as a desk clock when you've arrived at your destination.

The other model of the duo is a Porsche 911 Classic Turbo cabriolet and was styled by the artistic director of women's collections at Louis Vuitton, Nicolas Ghesquière.

It is finished in an ivory white with touches of brown, and features an interior inspired by classic motorboats.

This time, the Louis Vuitton clock isn't behind the steering wheel as part of the dash, it's positioned at the centre of the console. And behind the seats you can find a luggage compartment that's been designed specifically for the car's shape and form.

Each of the two bespoke automobiles also come with exclusive capsule collections and accessories, including handcrafted jackets and clothing, as well as a 1950s style helmet, sunglasses and luggage.

The 911 Classic even comes with a Louis Vuitton surfboard and skis.

As for pricing though, who knows? Neither brand is saying, and it's unlikely these two cars will be available for sale. They are extremely special edition and clearly things to look at and covet rather than own.

Singer though somewhat specialises in customising classic Porsche vehicles to a super high spec, so if you do have a Porsche 911 lying around, and the bank balance of a minor country, you could always commission your own bespoke car.

We can dream.

People have complained for years that technology is taking the thrill out of driving, but I never really believed them. Yes, technology has made driving easier with everything from ABS brakes to sat navs, but the sheer thrill of driving is still possible. I’ve tested numerous advanced tech vehicles, including battery-electric cars, and found the experience incredible.

Last month, I took the Caterham 360R on a road trip to the Goodwood Festival of Speed. It was a couple of hundred miles of motorways, A roads and country lanes, and despite it being one of the hottest days of the year so far, I loved it.

The Caterham 360R is a race-spec version of one of its mid-range cars. Starting from £38,490, my model featured the R pack, including sports suspension, 15-inch alloys, racing seats complete with four-point harnesses, an anti-roll bar and a Momo steering wheel. It was finished in a unique bluish-purple that changed in the light and came factory-built rather than in kit form, putting the price up to £45,985.

Back to basics

What is perhaps more noticeable about the Caterham is what it doesn’t have. There’s no stereo, and therefore no entertainment or sat-nav – there is a 12V socket under the dash though, should you need to plug your phone in with an adaptor.

There’s a basic fan, but no climate control and certainly no air conditioning. There’s no power steering or automatic gearbox. I was lucky that this model included the optional windshield and a canvas roof that can be popped on in case of inclement conditions – not that I needed it in the July heatwave.

The result of all this, though, is a car with almost zero distractions. I drove for nearly three hours, focused on the road and the cars around me. While I had navigation on my phone, I actually didn’t miss the sound of the radio blaring once.

A track car for the road

Caterhams provide you with one of the most direct connections to the road of any road-legal car. It’s closer to riding a motorcycle than anything else. The 360R isn’t the most powerful in the Caterham range, but it will still do 0-60 in 4.8 seconds with 180bhp and a top speed of 130mph from its 2.0-litre Ford Duratec engine. The car weighs just 560kg (depending on exact spec), giving it a 321 bhp per tonne power-to-weight ratio. The result is pure enjoyment.

This car isn’t about getting from A to B; it’s about the journey. It’s not as practical or comfortable as a Mazda MX-5 (a car that has the perfect balance between fun and practicality), but it’s a car you take out on the weekend, just for the drive. It’s loud, hot and fun, and you’re bound to turn some heads while you’re at it.

I was initially a little concerned about parking the Caterham, as there’s no real way to lock it. After all, even with the roof up, the doors just unclip. But then I realised there’s nothing inside that people could really steal. On the side of the 360R is a big red kill switch. If you remove this and put it in your pocket with the keys, there’s little chance of the car going anywhere either.

Old Porsches

While at Goodwood, I also drove another low-tech vehicle. This time it was a real classic from Porsche’s heritage fleet. The Porsche 356 Speedster is a 1956 open-top version of the first car to bear the Porsche name. This car predated the automatic choke by a long way, so even the art of keeping the engine running is a necessary skill, and in terms of safety tech, there weren’t even seat belts in this model. Such an experience to drive though, and absolutely beautiful to look at.

It’s worth remembering that some tech advances have made the driving experience safer and more comfortable. Seat belt technology, airbags, traction control and tyre tech all help to keep the car out of the ditch and prevent serious injury when things do go wrong.

Then there’s the tech we use to make driving easier. Manual gearboxes are perhaps the last true manual part on modern cars, and even they are becoming few and far between. And when automatic gearboxes have now got so good, it makes sense – not least when you’re sat in traffic, not having to constantly dip the clutch is a welcome relief.

Automation of driving

Future cars will see the whole driving experience removed for most journeys. Autonomous driving systems will allow you to take your concentration off the road and enjoy a film, a chat or even a nap. Level 2 systems already offered by the likes of Mercedes, BMW and Tesla can take over the major driving functions for large proportions of your journey – only needing to take back control if something goes wrong.

For those monotonous drives such as to and from work, or a long road trip across the country, technology can take the pain out of driving, and that’s a good thing. Technology can also make driving more fun, providing entertainment and ease of driving, so you can arrive cool and relaxed when you finish your journey.

If you’re really looking for a proper driving experience that will leave you grinning from ear to ear though, you are best to remove the tech as much as possible. Driving the Caterham 360R on any road is a true experience and one you won’t forget. So while it won’t suit everyone, it’s the perfect antidote to the modern tech mobiles.

If you want something a little more practical, it also comes in an S-pack version, with comfy seats and with the option of a larger chassis to give you a little more room. Keep it in the garage for the weekend when you feel the need for a proper drive.

Jaguar has revealed images of the Type 01 interior for the first time, ahead of this weekend's Pebble Beach Concours. While the initial reaction to the relaunch was extreme, recent reports of Type 01 prototypes have been favourable, and this interior is only likely to add to the appeal.

While the images don't show anything radically different to the initial prototypes, it's far more developed and feels far more luxurious than before. It still features that central spine, dividing both front and rear passengers, but in the calm, warm hues of this interior it looks less stark, and the overall aesthetic feels almost Range Rover-like.

The dashboard is perhaps the most interesting part, as it shows a large display behind the steering wheel and a smaller vertical display in the centre that looks to be showing climate and seat controls.

According to the press release, there is a digital rear-view mirror positioned at the base of the windscreen rather than at the top, much like the panoramic vision display in the BMW Neue Klasse models.

There are also some stylish touches similar to those we've seen on the exterior of the prototype. The Jaguar leaper is embossed in the doors, with a brass-like finish that complements the warm tones.

It's clean and simple, giving the air of luxury that you'd expect from a Jaguar. I'm sure there will be some bolder colours on launch, but this feels like a reveal that will satisfy even those die-hard Jaguar traditionalists, while still intriguing a new audience.

We'll have to wait until 6 October for the full car reveal, but I'm sure this won't be the last tease we have before then.

The camper van has long represented the ultimate in travel freedom, and none more so than the VW camper. With a history that stretches back to 1947, through early Westfalia conversions to the ‘Splittie’ and on to the modern-day California, which is now produced in-house.

While the ID. Buzz has been VW’s all-electric van solution since 2022, the latest California models offer only diesel, petrol and plug-in hybrid solutions. They do come with many of the tech advances of the electric cars though, from adaptive cruise controls and parking assist to the digital cockpit and connected services.

To see how this modern camper performed, I took it on a 2,000-mile road trip across Europe to test out not just its driving capabilities, but also its skills on the campsite. Having previously tested Mercedes-Benz’s Marco Polo, I was interested to see how advanced this new VW camper really was. While it’s not perfect, it’s still one of the best small campers on the market.

Price and availability

The VW California starts from £64,432 for the base ‘California Beach Camper’ model but also comes in the upgraded ‘California Coast’ and top-specced ‘California Ocean’ models.

The Ocean starts from £78,748 and, on top of the Coast’s full kitchen with coolbox, electric pop-up roof and rear-view camera, also offers LED Matrix headlights, satellite navigation, additional storage and ambient lighting. The California comes in a choice of three engines: the diesel 2.0 TDI, the petrol 2.0 TSI and a 1.5 eHybrid.

On top of the standard colours, you can have the California in a split two-tone paint finish, which feels extra classy, while the seats inside have the California branding on them.

Options include powered sliding doors, now on both sides, a retractable towbar, and adaptive chassis control. The Ocean petrol TSI model I tested with all the extras cost £88,006.

While there isn’t an electric drivetrain for the California at this time, there is now a Good Night Package for the ID. Buzz that turns it into a ‘camper lite’, and many third-party companies are offering full Buzz camper conversions.

Long-distance driver

The California is a great van for long-distance driving. It’s a fairly compact size, with a height of just under two metres (197.2 cm), a width of 194.1 cm (225.2 including mirrors) and a length of 517.3cm. It has that van-like driving position that elevates you and sits you upright, giving you a clear vision of the road. The driver and passenger seats both have armrests and plenty of adjustment, though manual, not electronic.

The long sloping windscreen feels spacious, and only in a tight corner do the pillars restrict the vision slightly. Wing mirrors are large to allow a plentiful view along the sides of the car and the rear view mirror offers a clear view out the back – provided you’re not overpacked. It would have been nice to have the option of a digital rearview mirror here, for that reason though.

With a 7-speed automatic gearbox, the driving is smooth, but with two people and luggage inside, the 203 horsepower 2.0 litre TSI engine at times felt a little underpowered. Building up speed on France’s autoroutes required quite a kick-down and some high revs for it to really move. There is a sport mode and manual gear changes via paddles on the steering wheel, which really help.

For long-distance driving, the adaptive cruise control is a real help, and the VW system works well. There’s some basic lane assistance too, which gives some resistance if you stray over the line without indicating, but not the full lane centring. Again, a shame that this isn’t at least an option.

The California uses VW’s digital cockpit and combines a 12.9-inch centre screen with a large driver display that feels similar to the ID Buzz. The operating system gives you quick access to all the necessary driving controls, and the driving display can be customised to suit what you want to show. You can also wirelessly connect to Apple CarPlay or Android Auto.

I was a little surprised that the tray for your phone doesn't provide wireless charging, but you can easily plug it into one of the USB-C ports directly below it. One nice feature is that you can use the California’s data connection to provide a Wi-Fi hotspot for passengers, which is useful while on the road and while camping.

The only real disappointment was the speaker system in the California Ocean. For a top-of-the-range model, it would be nice to at least have the option to put a more powerful speaker system in, as the supplied system is a little tinny.

Camping

There’s a 3-room concept to the California’s design, which shows a clever use of space for a relatively small camper van. The front seats swivel around to open up the van to a living space, with the back seats pushed back and the table brought inside.

Having sliding doors on both sides of the California does allow you quicker access to things, and saves walking around the van. Both of these doors are electric and open with a light squeeze of the handle. Interestingly, the boot access isn’t electric and is pretty heavy to close – which seems an odd decision.

The pop-up roof opens via the quick buttons next to the centre screen in the front of the van, giving you a lot of extra headroom in the living area, as well as a dedicated sleeping area with the bed pulled down.

Compared to the roof section in the Marco Polo, the California feels more thought out, not needing the thermal inserts but having zipped sections with mosquito netting on the sides and front. This allows you to get plenty of airflow through the van when sleeping and helps you stay relatively cool, even in very hot weather.

The blinds provided in the California for the front windscreen and front windows are impressive, too. The side blinds attach magnetically, while the front blind uses collapsible tent poles to keep it rigid.

The in-built mattress is quite thin, and although helped by the sprung base, isn’t the most comfortable to sleep on. I’d recommend a mattress topper if you’re doing more than a couple of nights on this. There are USB-C ports up top and reading lights, so you can keep your phone plugged in or read a few chapters before dozing off.

You can also turn the downstairs living area into another bed, with a fold-out mattress that sits on top of the rear seats. This is really simple to set up, however, the mattress is even harder than the top one, and as you don’t get the full width of the van, there’s less room for two people. This space is better for a single sleeper or young kids.

The third space is actually outside of the California. The side awning creates an outdoor living space for you to place the provided chairs and table. Meanwhile, the kitchenette, with its gas hob, sink and coolbox, has a small fold-out table, where you can prepare food or add an electric hob.

App and digital display

In the back of the California is a small touchscreen display for the camping controls, which is a nice touch. The main display shows the current status of the leisure battery as well as the fresh and waste water levels. A press of the main button, which looks a bit like an old iPad button, gives you more options, while you can also access the settings and the aircon.

The aircon button here is a bit of a false promise, as it will only work while the van’s ignition is on. When the California is parked and turned off, in camping mode the aircon isn’t usable. This is because the aircon runs from the main battery and not the leisure battery.

Even when the van is plugged in, it will drain the van’s battery if used without the engine running. This means on a hot night, you’re limited to the heated ventilation to blow air through the van, or a breeze through the open windows.

The Grand California offers a roof air conditioning system for £2,238 to provide cooling when plugged in, but this isn’t available for the California models.

In addition to the digital display, there’s a dedicated app, so you can control the same functions on your phone via a Bluetooth connection to the California. So, you can check the battery levels, turn on the coolbox, change the lighting or select camping mode, all from your phone.

The app also includes camping information, route planning with campsites marked, an online operating manual and how-to videos. It would be helpful if the operating manual and videos were available offline, though, as some campsites I visited didn’t have great signal or Wi-Fi.

An electric future…

It’s hard to imagine that a fully electric drivetrain version of the California isn’t on its way. Or that a new camper version of the ID Buzz isn’t in the planning. The only downside with an all-electric van at this stage would be the range, with the ID Buzz only offering around 274 miles. Should this reach that magic 400-mile number, it would be hard to see why anyone would choose anything else.

The other advantage of an electric van is that you wouldn’t need to run a separate leisure battery for the coolbox and lighting – it could all run off the main battery. Also, running an air con system would be possible, as there’s no separation of the ignition system and the leisure system.

Should I buy the VW California?

There’s a reason why the VW California remains one of the most popular camper vans in the world, and this latest version has upped the ante with some impressive new features.

The dual sliding doors are really useful for opening up the back of the van and the living space is very flexible, thanks to the moving table, the rotating front seats and the pop-up roof.

Travelling as a couple, or a couple plus young kids, there’s enough room inside to eat and sleep for a week or more. Yet, you still have a very manageable-sized van that you can park in a normal-sized parking space if needed (just about).

The VW California shows its years of experience in the way it has been designed, with slick details turning it from a driving machine into a sleeping one. From the blinds and the slot-in mosquito nets on the rear windows to the coolbox and the way the lower bed sets up, it’s all done in style.

The digital cockpit in the California is a welcome addition, and the driving assistance features, such as the adaptive cruise control and parking assist, are extremely handy.

At times though, the top-specced California Ocean still feels a little basic for a van that costs nearly £90k. From the manual seat adjustments and manually closing boot to the sound system, it would be nice to have some more premium options here without resorting to a third-party outfitter.

I’m excited to see what an electric California could bring in the future, or an ID Buzz camper – whichever route VW go down. For now though, the California remains a top pick for the campgrounds.

Some of the benefits of driving an electric car are obvious. There’s the lower fuel cost when home-charging overnight, and how most can be pre-warmed or cooled before you get in. But one of the most convenient features of an EV is also one you might have overlooked – V2L.

This stands for Vehicle to Load, and it’s a system where domestic appliances can be charged and powered directly from an electric car. Since EVs are essentially massive batteries on wheels – and most journeys not requiring a full charge to reach the destination – some of that electricity can be put to good use elsewhere, and that’s when V2L gets to work.

What is V2L?

In short, Vehicle to Load lets the traction battery – the big battery that drives the car, as opposed to the much smaller one used to power ancillaries – supply external AC electricity. Since a typical EV battery capacity is around 50 to 100 kWh, it can be used to power or charge a huge range of products and appliances, while using only a tiny bit of your car’s range.

For context, a 100-watt device like a typical television theoretically consumes about 0.1 kWh per hour of use – so just a fraction of your EV’s capacity. This means that even a modestly sized EV with a partially charged battery can easily run a TV, power camping equipment or charge a couple of electric bicycles without sacrificing a chunk of range.

This electricity is usually delivered in one of two ways. Some EVs have a domestic socket in the cabin or boot, so you just turn the car on, plug in the appliance, and it works exactly as it would at home. I remember doing this with a Honda e back in 2020, when an Xbox could be powered from a three-pin socket in the cabin, then plugged into the dashboard display with an HDMI cable for a bit of gaming at the charge station.

The other way V2L works is with an adapter that plugs into the car’s charge port. Usually sold separately, these cost from around £100 and basically give your car a domestic outlet, ready for powering appliances or charging devices.

An important point is that cars with V2G generally let you set a minimum battery level, so you’ll always have enough energy to get home or to your next charge stop – no need to worry about accidentally draining the battery.

What can V2L actually be used for?

V2L is one of those features that's easy to overlook or even dismiss entirely until you’ve tried it. But once you’ve used your EV to power a camping stove, a kettle, a television, a device charging station or power tools, you’ll quickly realise how useful the technology can be.

Use cases can be as simple as powering a laptop while you’re at a charge station, or as demanding as powering a bunch of camping equipment – from an inflatable mattress pump, to a coffee machine, a small fridge, a portable induction hob, or a projector and speakers for campsite movie night.

The limitation is rarely battery capacity, since EV batteries are so large, but is instead power output. V2L systems typically provide an output of a few kilowatts. This is fine for charging devices and powering things like televisions and an induction hob, but powerful items like kettles can outstrip supply. So you can’t simply hook up a multi-outlet extension cable and treat the EV like your house. But with a bit of research and planning, V2L can still transform how your car is used while parked.

Which electric cars have V2L?

V2L is increasingly common right across the EV market. Cars using the E-GMP platform of Kia, Hyundai and Genesis all have it, along with cars from BYD, Volvo, Polestar, Volkswagen, MG and Renault, among others.

What’s the difference between V2L, V2H and V2G?

There are quite a few ways to use the battery of an electric car, aside from merely driving it. We’ve covered V2L, but it’s worth quickly mentioning some other ‘V2’ systems. V2H stands for Vehicle to Home, and is where the car’s battery can be used to supply a house, via a bidirectional charging setup.

In theory, all you need to do is hook the EV up to your wall charger, and its battery can be used to run your house – plus, if the EV was charged using a cheap overnight tariff, then tasked with powering your home during pricier daytime hours, you’ll save some money. That said, such a setup requires a compatible car, charger and home electrical installation.

V2G stands for Vehicle to Grid, and is where energy stored in your electric car can be sent back to the national electricity grid, via your home charger. In theory, this could help balance grid demand and let owners take advantage of variable electricity prices, but this isn’t widely available for now.

Collectively, these technologies are known as V2X.

Should your next EV have V2L?

Unless you have a very specific use case, V2L remains a nice bonus rather than a must-have feature. If you work outside with power tools and can’t always rely on a nearby domestic socket, then V2L could be a game-changer. But for most people it’ll be a nice-to-have feature on the odd occasion they remember to use it.

That said, if you’re especially outdoorsy, charging e-bikes and powering camping gear from your EV could quickly become second nature, and a must-have for your next electric car.

Formula E’s new GEN4 car is considerably faster than its predecessor, but outright performance creates an unusual problem for the championship.

The technology most relevant to electric road cars is often demonstrated when drivers are forced to conserve energy, not when they simply drive as quickly as possible.

From the 2026/27 season, Formula E will address both sides of GEN4’s character using two race formats.

The new E-Prix Unleashed format will be a 30-minute sprint using GEN4’s high-downforce aerodynamic configuration, and it will feature a six-minute Attack Mode period and no mandatory Pit Boost stop.

The conventional E-Prix will last 45 minutes and use the low-downforce bodywork to reduce drag. It will also include eight minutes of Attack Mode and a mandatory Pit Boost stop.

Formula E says the shorter format has been designed to reveal GEN4’s raw performance, such as its permanent all-wheel-drive that produces up to 600kW (~815bhp) and its acceleration from 0-62mph in around 1.8 seconds.

“The GEN4 car is a brutal car from a performance point of view,” Formula E CEO Jeff Dodds told me at the Tokyo E-Prix. “We want to be able to show the car in its most powerful state.”

Less restraint, fewer lessons?

The sprint should make GEN4 easier to appreciate as a racing car. Qualifying position will become more important, energy conservation less prominent, and drivers will have greater freedom to exploit its speed.

However, Andretti Formula E driver Jake Dennis believes that may make the shorter race less useful for learning about efficiency.

“We only learn so much by driving flat out,” he explains. “You learn a small amount compared with what you learn through efficiency driving.”

During a traditional Formula E race, drivers begin with considerably less stored energy than the car will use before reaching the chequered flag.

The remainder must be recovered through regenerative braking, forcing teams to optimise the motor, inverter and energy-management software.

Drivers must also decide where to save that energy and where deploying it could help them overtake or defend their position, which are technical and strategic challenges with the clearest relevance to road-going EVs.

Dennis says having both formats is nevertheless a positive step.

“One is based on all-out performance and showing what the car is capable of,” he says. “The other is more about efficiency, manufacturers learning and what works best for road cars.”

Dodds makes a similar distinction. Formula E needs the sprint to demonstrate that an electric racing car can deliver extraordinary speed, but it cannot abandon the energy management that separates it from other championships.

“We’re an electric racing series,” he says. “It isn’t just about how fast you can go.”

“It is about how you manage and conserve energy, and how you recharge energy during the race. You can’t show that in a sprint race.”

E-Prix Unleashed may therefore teach manufacturers less about maximising range, but that is not necessarily a flaw.

GEN4 was designed to make Formula E’s performance impossible to dismiss, and the sprint gives it space to do precisely that.

The longer E-Prix can then tackle the harder and potentially more valuable question of how to achieve more with a limited quantity of energy.

Before GEN4 arrives, Formula E’s current GEN3 Evo car will make its swansong at the season-ending London E-Prix this weekend.

For more information, head over to Formula E.

A Formula E car can cross the finish line with just 0.1% of its battery remaining, which might sound precarious, but it is usually the result of extraordinarily precise planning rather than luck.

“The car is the smartest piece of technology we have,” Andretti Formula E driver Jake Dennis told me at the Tokyo E-Prix. “It is always telling you when to lift and brake, using lights and beeps in your ears.”

Before a race, teams use simulations to calculate how much energy the car should consume on each lap and where the driver should accelerate, coast and brake.

“At some point, you simply have to trust and follow the car,” Dennis says. “It is a serious piece of equipment.”

The calculation is complicated by the fact that a Formula E car uses considerably more energy during a race than it carries at the start.

“One of the things I love about Formula E is that we start with roughly 50% of the energy actually required to complete the race,” Jaguar TCS Racing team principal Ian James explains.

“Everything else comes through regenerative braking and the energy-management strategy we deploy. That’s something you could never do with a combustion engine.”

That does not mean the battery begins the race half-charged. Instead, the figure compares the energy initially available with the total amount used throughout the event.

During braking, the car’s electric motors become generators, converting some of its kinetic energy back into electricity.

Formula E says its current GEN3 Evo cars recover nearly 50% of the energy required for a race this way.

Saving before spending

Software calculates the theoretically quickest way to use that energy, but the driver must account for competitors, overtaking and track position.

“The engineers have simulations that calculate the fastest way to get from A to B around the lap,” Dennis says.

“It is then up to us drivers to teach or show them a little about raceability, because numbers can never fully calculate what it’s like to have a race car behind you.”

A driver may therefore conserve energy in one section and deploy it somewhere else where defending or overtaking is more important.

Formula E veteran Nyck de Vries says this is not a skill drivers usually develop while progressing through junior championships.

“We aren’t used to managing energy, managing the draft and saving before spending,” he explains. “It is a very important skill, and some drivers are better at it than others.”

The final 0.1%, then, is not merely what happens to be left in the battery.

It represents how closely the team has predicted the race and how successfully the driver has followed (and occasionally overridden) that plan.

Seiko has expanded its 5 Sports watch line-up with the new Seiko 5 Sports x Honda Motocompo Limited Edition. Created in partnership with Honda, the timepiece celebrates the 45th anniversary of the Honda Motocompo, and it does it in bright yellow style.

Launched in 1981, the Honda Motocompo was the smallest folding scooter or ‘trunk bike’ of its time. Despite originally launching as just a factory add-on and being discontinued in 1983, the Motocompo became popular for its retro design and small size which allowed it to fit into a car trunk.

Now, Seiko and Honda are bringing it back in the form of a watch. The new Seiko 5 Sports x Honda Motocompo Limited Edition pays homage to the Motocompo but where you’ll really see that celebration is via the caseback.

When you flip the Seiko 5 Sports x Honda Motocompo Limited Edition over, you’ll see the caseback has a layer of red paint that gives a nod to the Motocompo’s colour. It has a bold Honda logo which sits atop an engraving of the Motocompo in its folded down form. A serial number is also etched on the back.

But back to the front of the Seiko 5 Sports x Honda Motocompo Limited Edition which is hard to miss. Sitting in a 36mm stainless steel case, this watch has a bright yellow dial with black lines and a grey strip running through the middle. The Honda logo sits at nine o’clock while a day/date window sits at three.

‘Automatic’ is printed just above six o’clock in Honda’s signature font. Black numerals and indices loop around the dial which are coated in Lumibrite to enhance its visibility in low light. It’s definitely not a dial you’ll forget anytime soon.

The Seiko 5 Sports x Honda Motocompo Limited Edition has a stop seconds hand function, which is powered by the 4R36 automatic calibre movement. This gives the watch 41 hours of power reserve. Additional engravings appear on the crown which says ‘TURN’ and the nylon strap which says ‘Insertion Point’.

Limited to just 8,000 pieces worldwide, the Seiko 5 Sports x Honda Motocompo Limited Edition is available to pre-order for £340 at Seiko.

Apple CarPlay has been available in cars since 2015, but until now, it hasn’t been available on boats.

That’s all about to change for those on the water. MasterCraft Boat Holdings’ premier pontoon brands – Crest and Balise Pontoons – has announced a partnership with the marine navigation app Savvy Navvy. Yes, that’s really what it’s called and what a name it is.

What boats will get CarPlay and when?

Anyway, back to the story. MacRumors picked up the news after it was announced during Crest Marine's annual dealer meeting and published on Business Wire.

The partnership will allow Crest and Balise boaters to sync the Savvy Navvy mobile app directly to the helm to access nautical charts, smart routing, active GPS tracking, live weather forecasts, and tidal data. The navigation screen will appear on the same screen as other CarPlay or Android Auto apps, and there’s a choice of day, night or satellite views to select from.

According to Jelte Liebrand, CEO of Savvy Navvy: “Boaters have been asking for a modern infotainment system for years. Plan your trip on the couch, step aboard, and it is already at the helm. No complicated ways to synchronise things; it just works.

"Savvy Navvy for CarPlay works on iOS and Android with any compatible display. I’m thrilled to see Crest and Balise put CarPlay in front of their boaters.”

Apple CarPlay and Android Auto with Savvy Navvy compatibility will come standard on all new Balise and Crest Conquest and Caribbean models launching next month.

Boaters who buy a new 2027 Balise or Crest with CarPlay or Android Auto functionality will also get access to Savvy Navvy Premium, unlocking the range of features available within the app.

Apple Maps will be the native mapping service in Ford's next electric car, expanding Apple's foothold in automotive, while also raising the competition with Google's in-car mapping.

Importantly, this is standalone Apple Maps, using Apple's MapKit for Automotive SDK, so it will work without the need for a smartphone for the first time.

That will see Apple Maps completely integrated into the car, providing natural language searching, turn-by-turn navigation and traffic information, while there will also be detailed location information.

MapKit for Automotive SDK allows Ford to customise the look and feel of Apple Maps so it will fit with the rest of the interface, while it will also benefit from special EV routing options and battery preconditioning, to aid efficient charging when on the road.

Ford has also outlined that will be using the information in Apple Maps to develop its BlueCruise handsfree driving system, designed to let you take your hands off the wheel when driving on "highways". Ford's BlueCruise remains the only legal "hands off, eyes on" system that's approved in the UK.

Although it offers natural language searching, it's not clear what system that will be - it's unilkely to bundle in Siri with the maps, so it's likely that it will use the new Ford AI assistant that was announced earlier in the year.

Although Apple Maps will work without a smartphone, Ford is going to continue to support Apple CarPlay and it's likely that the brand will also support Android Auto.

Speaking of Google, the Mountain View company current leads Apple with in-car software, with many brands using Android Automotive which offers a native experience for a suite of Google services, including Google Maps with Gemini voice support.

Ford has used Android Automotive as the base system for its vehicles for some time and it's not clear whether this new announcement marks a departure from Android Automotive, or whether Apple Maps is simply going to be layered on top of an Android foundation.

Car makers, having initially embraced smartphone-based systems like Apple CarPlay and Android Auto, now seem to be rethinking their strategy. Brands like Mercedes and BMW are keen to own the user experience, offering support for all the apps that a driver might want from their phone, so they don't just plug in and go.

The option to have Apple Maps as a native experience might prove popular: if car brands can offer the Apple navigation that iPhone owners are used to, they may decide not to connect their phone to use Apple CarPlay and instead use more native systems on the car instead.

That might avoid one of the most jarring experiences when driving and that's the mismatch in software when moving from CarPlay back to the car's own software systems.

Apple Maps is expected to make its debut in Ford's new midsize EV, slated for launch in 2027, with a $30,000 price tag.