British electric car startup McMurtry made headlines the world over in 2022 when its tiny EV blasted its way up the Goodwood hill climb, before breaking the TopGear Test Track record in 2025 and later being the first car to drive upside down.

That was all in prototype form, and now McMurtry is ready to put the Spéirling into production. While McMurtry says 95 percent of its components are new, the overall look of the track-ready single-seater remains – and so too does the outrageous performance, which its makers describe as “truly accessible F1-level” that “any driver can enjoy”.

The all-electric track car is powered by a 100 kWh battery pack and a motor sending 1,000 bhp to the rear wheels, enough to blast it to 60 mph in 1.55 seconds and on to a top speed of 190 mph. That’s impressive enough, but what sets the Spéirling apart from any other car is its ‘Downforce-on-Demand’ system, which uses powerful fans to suck the car to the road.

Instead of relying solely on conventional downforce, which only works at speed with air passing over and under wings and diffusers, the Spéirling’s fan system generates up to 2,000 kg of downforce at every speed. It even works while stationary, hence its ability to literally drive upside down, since that 2,000 kg is more than the car’s weight of around 1,350 kg.

McMurtry says the Spéirling Pure – the name of the £995,000 production car – can generate 3G in corners and under braking, and the battery can deliver the pace of an LMP2 race car for between 25 and 31 miles. After that, it’ll charge up from 20 to 95 percent in between 20 and 60 minutes, depending on ambient temperature and charger capacity.

Many race tracks now have charging infrastructure, but if a charger isn’t available during your track day, McMurtry offers a portable 100 kWh power bank that will refill the car, then charge back up using a standard three-phase outlet.

Leaning further into the Spéirling’s usability, McMurtry says a driver and their "competent friend” or technician can handle a track day with no other support – something that often isn’t true with similarly capable racecars. Alternatively, McMurtry is also offering full factory support to customers who want to simply arrive and drive.

There will also be advanced driver training offered to Spéirling customers, helping them get the most out of their car. The first training event will take customers to Sweden for lessons in low-grip driving on ice, before experiencing the Spéirling and its unique downforce performance on track.

An owners’ club created by McMurtry also promises global track support, with all logistics for international events at “premier racing circuits” taken care of. Owners will also be invited to provide feedback into the development of McMustry’s future vehicles.

The McMurtry Spéirling Pure is available to order now, priced from £995,000 (or around $1,15m in the US), plus local taxes, shipping and options. The latter includes air conditioning and extensive exterior and interior customisation.

Thomas Yates, McMurtry co-founder and manager director, said:”The Spéirling Pure marks the beginning of a new era in track driving with mind-bending performance to suit all levels of owner, from weekend enthusiasts to professional drivers. In production form, the car is significantly more usable, but no less outrageous. In terms of exhilaration, grip, acceleration, sound, aesthetics and technology, we offer something that no other manufacturer is able to.”

BMW has revealed the all-new X5 SUV – and for the first time ever, it’s a car available with five distinct drivetrains, including two mild hybrids, a plug-in hybrid, an EV and even a hydrogen fuel cell model.

To be built at BMW’s Spartanburg factory in South Carolina, US, the new X5 is the third member of BMW’s Neue Klasse family, following the smaller iX3 and i3. But, while the new car shares its design, platform and technology with those models, the X5 is significant in its own right – not least because more than three million have been sold since BMW’s first SUV arrived in 1999.

Announced in the US this week, the new X5 family will go into production in August, with the first combustion-engine models arriving with customers in November. The electric and plug-in hybrid versions can be ordered from October, with deliveries beginning in early 2027. UK deliveries are expected to begin in the spring of 2027, but prices aren’t known for now.

Here are eight things you need to know about the new BMW X5 and iX5.

1. There are five models, including EV and hydrogen

A first in BMW history – and surely a first among all other car makers, too – is how five distinct versions of the X5, each powered differently, will be produced and sold at the same time.

These include mild-hybrid variants of X5 powered by BMW’s three-litre, six-cylinder petrol and diesel engines, two plug-in petrol hybrid models, the all-electric iX5 and, coming later, a version of the iX5 powered by a hydrogen fuel cell.

The twin-turbo mild hybrid petrol and diesel cars have 400 and 313 horsepower respectively, with an electrical system that produces 18hp. Acceleration to 62 mph is 6.1 seconds for the diesel and 5.3 seconds for the petrol.

There are then two models of plug-in hybrid, called the X5 50e xDrive and the X5 M60e xDrive. Both combine a six-cylinder, three-litre petrol engine with a 145 kW electric motor. The former has a total output of 489 hp and 700 Nm, a 0-62 mph time of 5.0 seconds and a WLTP electric range of 53 to 63 miles. The latter puts out a more potent 612hp and 800 Nm, with a 0-62 mph time of just 4.5 seconds and an electric range of 50 to 61 miles.

Just one electric version will be available at launch. It’s called the iX5 60 xDrive and it has an 800-volt electrical architecture, a huge 141 kWh battery pack and a pair of electric motors to produce a combined 578 hp and 805 Nm of torque. BMW says the 0-62mph time is 4.6 seconds and the WLTP range is between 401 and 525 miles.

A version of iX5 powered by a hydrogen fuel cell drivetrain developed in cooperation with Toyota “will make its market debut at a later stage,” BMW says, without giving further details.

2. Panoramic iDrive display is fitted as standard

First seen in the iX3, BMW’s new Panoramic iDrive will also feature in the cabin of the iX5. A major feature of the Neue Klasse family, the projection display sits just below the windscreen and stretches across the entire width of the dashboard. It’s customisable interface shows driver information like speed, fuel, range and navigation, plus media and the interface of BMW’s AI-powered voice assistant.

There’s also a 3D head-up display projected onto the windscreen ahead of the driver, a 17.9-inch central touchscreen for the infotainment system, and a new 14.6-inch passenger display that includes video streaming, gaming, music and video calls for the front-seat passenger. All screens run BMW’s new Operating System X.

3. The iX5 has a range of 525 miles

Building on the 500-mile range of the iX3, the bigger iX5 uses an even larger battery to eke out up to 525 miles from a change. BMW has hedged this slightly, by offering a WLTP range figure of between 401 and 525 miles, but if the iX5 can manage anything between those two during normal driving it’ll be mightily impressive.

4. The 800-volt system charges at 460 kW

Another stand-out figure for the iX5 is its charge rate, which at 460 kW is greater than just about any other electric car on sale.

Most public chargers in the UK offer electricity at no more than 300 or 350 kW, so to see BMW claim 460 kWh for the iX5 is a big deal – and it’ll help deliver decent charge times, despite the car’s enormous 141 kWH battery pack.

It’ll put iX5 drivers in the strange position of knowing their car will charge more quickly one day in the future, once chargers capable of delivering the full 460 kWh are more widely available.

BMW says the iX5 can charge from 10 to 80 percent in 23 minutes, and claims up to 217 miles of range can be added in 10 minutes.

5. The plug-in hybrid has 63 miles of EV range

BMW says the plug-in variants of X5 have an electric-only WLTP range of 53 to 63 miles, depending on how they are being driven. That’s for the X5 50e, while the more powerful X5 M60e manages a claimed 50 to 61 miles of electric range.

Although PHEVs are rarely driven exclusively in electric mode, that few dozen miles of range theoretically means many X5 hybrid drivers will be able to complete their daily commute, school run and other local errands without ever using the engine.

Charge the battery up at night (using a low-cost EV tariff, ideally) and the car could cost very little to run, while keeping the engine and fuel tank in reserve for longer journeys.

6. BMW has reinvented the door handle for the X5

There are no conventional handles on the doors of the new X5 and iX5. There aren’t even any recessed or pop-out handles either. Instead, BMW has fitted a set of “Winglet” handles at the top of each door, just below the windows. These are fixed and do not move, and instead operate the doors with a press. Powered soft-close doors that open and close themselves are available as an optional extra.

Although BMW hasn’t expanded on their use, it’s likely that these winglet handles are more aerodynamically efficient than conventional handles. They also won’t suffer from being frozen shut, as pop-out handles can be susceptible to in extremely cold conditions.

7. The iX5 stops more smoothly than you can

First seen on the smaller iX3, the iX5 and iX5 Hydrogen also features BMW Soft-Stop, which “executes the smoothest stopping action every provided by BMW,” the company claimed.

Soft-Stop is a part of BMW’s Symbiotic Drive system, a Level 2 advanced driver assistance system that BMW says “provides intelligent support tailored to individual driver behaviour.”

8. There’s support for Dolby Atmos

A 12-speaker, 265-watt sound system is fitted as standard, but as an option this can be upgraded to a surround sound system by Bowers & Wilkins.

This features a seven-band equaliser, 18 speakers and 760 watts of power. Upgrading to this system also unlocks support for Dolby Atmos content, which creates a three-dimensional sound scape that effectively puts the listeners in a sphere of sound.

I know what you’re thinking. Didn’t the Polestar 3 only just come out? Well yes, and T3 had its first drive just a year ago, in June 2024.

But 12 months is a long time in the electric car world, and already Polestar has given its biggest car a huge technological upgrade, while keeping the exterior (and interior) practically unchanged.

The big news here is how the car’s electrical architecture has been upgraded from 400 to 800 volts. This allows it to charge much more quickly than before, with the official maximum rate up from 250 kW to 350 kW. Polestar says that’s good for a 25 percent reduction in real-world charge time, and the 10-80 percent time is down from 30 to 22 minutes – but, as you know and as I discovered, this can vary somewhat in what really is the real world.

There’s also a new battery with a slightly smaller capacity but improved chemistry, more powerful motors developed in-house by Polestar itself, and new performance figures across the board. The base model has a single motor driving the rear wheels and a smaller battery (92 kWh) than its dual-motor siblings. Range for that entry-level car has fallen rather noticeably from a claimed 438 miles to 374 miles, but power is up from 295 to 329 bhp and the 0-62 mph sprint has fallen by 1.2 seconds to 6.3.

Both dual motor cars have a 106 kWh battery (down slightly from 111 kWh in the original Polestar 3), but range has increased from 395 to 404 miles in the standard car. Power is also up, from 482 to 536bhp and the 0-62 mph sprint is down from 4.8 to 4.5 seconds. Lastly, the flagship variant, called the Polestar 3 Performance and driven here for this feature, has had a huge power boost, up from 517 to a whopping 680 bhp. That’s taken the 0-62 mph time down from 4.5 to a supercar-bothering 3.8 seconds.

Polestar has upgraded the 3’s computer, too. It’s now the Nvidia Drive AGX Orin processor, which the Swedish carmaker claims boosts processing power significantly, from 30 to 254 TOPS (trillions of operations per second). This 8x increase in computing power will, Polestar says, “enable faster, more intelligent management of active safety systems, battery performance, and sensor data.”

Helpfully, this new computer is available as a free retrofit upgrade to buyers of the original Polestar 3. So, while they’ll miss out on the 800-volt system, faster charger and extra power of the new car, their car will at least get a shiny new brain.

Back to the new car, and I’ve just spent a few weeks with the Performance edition. It’s properly quick – of course it is, given the 680 bhp output – but not intimidatingly so. Polestars have always been engaging to drive, and the latest 3 is no different. It’s a joy to cruise in, but equally enjoyable when you want to press on down a winding road you know well. It has a remarkable amount of composure for such a big car, aided by the relatively low seating position and roofline (again, for such a car), and minimal body roll.

As before, the interior is wonderful. It’s one of those cabins that beckons you in from your first glance through the window, and which you never want to leave. The car I borrowed had Polestar’s optional Bowers & Wilkins sound system – all 1,610 watts and 25 speakers of it, with support for Dolby Atmos and Abbey Road Studios Mode.

The former uses speakers in the headrests and roof lining – and a whole heap of clever software – to surround you in a sphere of sound. It’s a wonderful experience, and possibly the most enjoyable car stereo system I’ve ever experienced. For quality and power it’s on par with the five-figure Naim systems used by Bentley, but with the Atmos tech boosting immersion to another level.

The latter is accessible when not playing Atmos content. It gives you four distinct sound profiles to pick from, each mimicking Abbey Road Studios in differing setups, called Intimate, Open, Energised and Expansive. It’s a fun system to tinker with, especially when playing older records with less production.

One downside of playing high-quality Dolby Atmos tracks through the in-built Tidal app is the size of the files, and how they often overwhelm the car’s 5G data connection. Music frequently stopped playing while it buffered, even when the system showed four bars of 5G data. Disappointingly, this occurred across several days and on journeys through three counties of Southern England, so likely can’t be blamed on a bit of patchy 5G coverage.

Back to the interior, and it’s a seriously nice place to be. The fabrics are lovely, the design is aesthetically pleasing, the seats are comfortable and the whole thing projects a wonderful air of calm. It’s a fantastic place to spend a few hours.

Only an over-reliance on the touchscreen lets it down a little, since you need to tap at the display to adjust the door mirrors and steering wheel, as well as the cabin temperature and almost everything else too. It’s a very good infotainment system, with baked-in Google Maps and one of the best menu designs of any car. But skipping physical mirror controls on a £92,000 car – as the P3 Performance is – is hard to justify.

The Polestar 3’s range was also underwhelming. I know manufacturer’s figures can’t be relied upon, but when the brochure says 373 miles and the car itself says just 250 miles with 90 percent charge, owners would rightly be disappointed. I optimistically blamed this on the car producing a figure based on the lead-foot driving of the previous journalist. But after a week of steady town errands and a motorway cruise between Kent and Surrey, the car estimated just 260 miles would be possible from 100 percent.

The car calculated this while plugged into a 300 kW charger, where I'd hoped to see it flex its new 800-volt muscles. Since it’s capable of 350 kW charging – and no one else was using the charge – I thought I’d see some big figures. Instead, it only managed to hit 154 kW while charging from 17 to 47 percent, which took 13 minutes. I know the car can do much more, so I’m forced to blame the lacklustre performance on the charger.

As is so often the case in the life of an automotive journalist, I’m left telling readers not to buy the fully-loaded car provided by the manufacturer. Yes, 680 horsepower is an awful lot of horses, and yes, the wheels, gold details, chassis tuning and other trinkets of the Performance model make it hugely desirable. But the range isn’t good enough – especially when the BMW iX3 I drove recently indicated over 500 miles being available – and the price is too high as a result. The dual-motor Polestar 3 (£84,540 and 402 miles) on smaller wheels for a softer ride is probably the better option.

Ultimately, the new Polestar 3 demonstrates what’s possible with a facelift in the EV age. A whole new electrical architecture, new batteries, new motors and a new brain too. But while on paper this translates into more speed, more range and faster charging, in the real world the upgrades are harder to spot.

For its 2026 facelift, the Porsche Taycan is gaining a simulated gear shift system for the first time.

Controlled with paddles behind the steering wheel, the system gives Porsche’s EV the feeling of shifting gears in a regular car.

Called E-Shift, the system also comes with a newer version of Porsche’s Electric Sport Sound, which the company says is “more emotive” than on previous models of Taycan.

When switched into E-Shift mode, a virtual rev counter appears on the driver display. A pull of the paddles is accommodated by “noticeable shift jerks,” Porsche says, and there are eight virtual gears to work through while accelerating and braking.

Although we haven’t driven it yet, the system sounds similar to that of the Hyundai Ioniq 5 N, where the single-gear electric drivetrain is controlled in a way that resembles a conventional car with gears. In the Taycan’s case, there are eight gears and a circa-7,500 rpm rev limiter.

Porsche explains: “The gear changes are simulated realistically: noticeable gear-shift jerks, gear-specific drag torque – comparable to the engine-braking behaviour of a combustion-engined car – and a virtual rev limiter ensures authentic feedback.”

The E-Shift system is available as an option on all variants and body styles of 2026 Taycan, with each variant – GTS, Turbo, etc. – producing its own distinct soundtrack. That sound changes when the E-Shift system is engaged, and is emitted both inside and outside the car.

To get the new virtual gearshift system on your new Taycan, you’ll need to tick a box for the ‘E-Shift including GT-sports steering wheel with paddles’. Basically, the new steering wheel with paddles is an optional extra, and with that installed you gain access to the E-Shift system. It’s then activated via an additional mode switch on the steering wheel, so you decide when you want your Taycan to behave like a regular EV, and when you want to be more engaged via the simulated gear shifts.

For the 2026 facelift, Porsche has slightly increased range, too. The maximum WLTP range is now up to 434 miles, an increase of 12 miles thanks to the optional new summer tyre, which has less rolling resistance.

There’s also an upgraded infotainment system with the new Porsche Digital Interaction suite, featuring widgets that provide quick access to commonly used functions, such as navigation, media, and phone.

Lastly, Porsche is now offering the Manthey Kits for Taycan directly from the factory. These bring a series of race car-inspired upgrades to the EV, including extensive aerodynamic, chassis and powertrain optimisations, which Porsche claims contribute to “significantly” increasing the performance of the flagship Taycan Turbo GT with Weissach Package.

With every box ticked, the new car has set a Nurburgring lap time of 6:55.533. The Manthey Kits are available in left-hand-drive only and by special order through Porsche Centres.

Xiaomi, the Chinese technology company that has expanded from smartphones to electric cars in the blink of an eye, has just revealed a robotic EV charger.

Designed for use with home chargers, like the one in your garage, Xiaomi’s new robotic arm automatically reaches out to your parked car, attaches the charge cable and starts the charge process.

Then, when the battery is full, the charger disconnects and moves away from your car, ready for you to leave. And instead of merely hanging there waiting for the next charge, the robotic arm tidily folds up into a box until it’s next needed.

If this sounds familiar then you’re likely thinking of a robotic charger arm revealed by Tesla back in 2015. The company showed off a functioning prototype, describing the arm like a “solid metal snake”. But, although not officially cancelled, information on the charger has since been removed from Tesla’s website and little has been said since the August 2015 demo.

Xiaomi’s version looks to be near-production ready – at least more so than Tesla’s prototype was – and will work with its SU7 and YU7 electric cars when it arrives in the fourth quarter of 2026. Drivers won’t need to lift a finger, since once they’ve parked up the arm will swing into action and charge the car as needed.

It can also be controlled by a smartphone app, reports Car News China, which also cited Xiaomi as saying the demo was filmed in a real-world setting, suggesting that it’s almost production-ready.

No word yet on price, but we can imagine such a charger will be rather expensive – even though, at the equivalent of about £45,000, Xiaomi’s SU7 car is surprisingly affordable in its home market. It also isn’t clear if the robotic charger will work with other EVs or just those from Xiaomi.

Between this and Porsche’s upcoming wireless charger for its electric Cayenne SUV, it’s an interesting time for home EV chargers.

Lotus has confirmed its new Eletre X will be coming to Europe, and the range-extender hybrid SUV could be coming to the UK soon too.

You’re probably familiar with the Eletre, the big electric SUV from Lotus that T3 reviewed back in 2024 and in R form produces almost 1,000 horsepower. That car is still available, but it’s now joined by the Eletre X, which combines a battery and electric motors with a 2.0-litre petrol engine.

The result is a sporty SUV that still has lots of power – a combined 952 PS and 935 Nm of torque, which are both truly massive – but the total range is now 745 miles. That’s around double the claimed range of the all-electric Eletre and turns the car from an EV with the usual hint of range anxiety into a seriously long-legged SUV.

Also clever is how the Eletre X has a relatively small 70 kWh battery pack (down from 112 kWh in the electric version), which can fill from 20 to 80 percent in a claimed nine minutes. The smaller capacity helps here, and so does the car’s class-leading 900-volt electrical architecture and 426 kW maximum charge rate – more than anything today’s UK rapid chargers can deliver.

The Eletre X has a 150 kW onboard generator, powered by the turbocharged engine and its 52-litre fuel tank. This continuously replenishes the battery while driving, and can also send power directly to the front wheels when the car deems that the most efficient thing to do.

Shut the engine down, and Lotus says the Eletre X can still manage a respectable 217 miles on battery power alone. But the genius here is how the battery and engine combine to deliver that 745-mile headline figure.

Performance remains impressive, with a claimed 0-62 mph time of 3.3 seconds and an even more impressive 50 to 100 mph time of 3.9 seconds. Lotus says the Eletre X, with its smaller battery, is up to 120 kg lighter than the fully-electric Eletre 900, despite the addition of an engine.

Lotus explained how the hybrid system works: “The engine operates primarily as part of an intelligent onboard power generation system, replenishing available energy during longer journeys and sustained high-load driving. That same system intelligently adapts energy deployment depending on speed, battery state of charge and drive demand, operating across multiple drive scenarios, balancing pure EV driving, onboard power generation and hybrid assistance to optimise performance, efficiency and real-world usability.”

If this all sounds familiar, you might be thinking of the RX version of the original BMW i3. That small EV was offered with a small motorbike engine that acted as a generator, topping up the battery and increasing range. It didn’t drive the wheels, as the Lotus can, but it was a similar approach to aiding EV range – and arrived a decade before the Eletre X. So-called range-extender hybrids could well come back into fashion, as drivers seek EVs with the range (and fuel availability) of a petrol car.

Already available in China, the Lotus Eletre X is now coming to Europe. It’s available to order now, and deliveries are expected to start in the fourth quarter of 2026. Prices vary by country and currency, but land at about €122,000 for the Eletre X H1000 (which has 952 PS), and €99,000 for the less powerful (550 PS) Eletre X H550.

The latter is about £85,500, so that’s roughly where we hope UK prices will land when the Eletre X comes here at a later date.

Being able to access the Tesla Supercharger network is a perk enjoyed by many EV drivers, whether they have one of Elon Musk’s cars or not.

But soon it’ll get even better for Volvo drivers, thanks to a key change in how Tesla chargers are accessed. Starting later this year – Volvo says it’ll be sometime between October and December – drivers of current Volvo EVs will be able to use the Tesla Supercharger network without firing up the Tesla app.

Instead, Volvo drivers will be able to top-up thor batteries using the Volvo app, just as they do now at other charge stations, instead of controlling Tesla chargers through a separate app. The move will make using Tesla Superchargers more seamless – and no doubt save time, since you’ll no longer have to hunt around for the Tesla app, or re-download it every time your phone decides it’s no longer needed.

This handy upgrade will roll out to more than 20,000 Tesla Supercharger stations across 29 European countries, including Germany, France, Norway, the UK, Sweden, Italy and Spain. This brings Supercharger access for Volvo EV drivers into line with what’s happening in the US, where Volvo drivers can already use Tesla chargers with the Volvo app.

Volvo’s head of energy solutions, Alejandro Castro Pérez, said: “Volvo drivers already have access to over three million charging points globally through the Volvo app. Adding Tesla Superchargers in Europe means they now have even easier access to one of the most recognised fast charging networks…our goal is to make charging simple and effortless, through a seamless ecosystem.”

The change applies to Volvo’s EX30, EX40, EC40, EX60, EX90 and ES90 model lines, and essentially means drivers of these cars no longer need the Tesla app on their phone to use Supercharger stations.

Volvo has also announced plans to transition selected models to the North American Charging System in key Asia-Pacific markets, including Japan and South Korea, by 2029. By switching their charging connections to the NACS standard, these cars will gain seamless access to the Tesla Supercharger network in those markets too.

On the outskirts of Rome, a top-secret venue prepares to showcase what is arguably the biggest launch in Ferrari’s history – its first electric car. Known originally as the Elettrica, the final product has been revealed as the Ferrari Luce.

The car is a collaboration between Ferrari Design Studio and Love From, the design company created by Sir Jony Ive and Marc Newson. While the interior had been revealed earlier in 2026, today we got to see the full car, and it’s as breathtaking as you would expect from a Ferrari of this magnitude.

When I heard the car had four doors and five seats, I pictured an SUV design. The Luce (Italian for light) is definitely not that. With a wedge-shaped bonnet, this is every bit the sports car, despite its size and passenger capacity.

That industrial, tactile interior design carries over to the exterior of the car. While sleek in a Ferrari way, it’s also chunkier and domineering. It doesn’t look like any other car on the market right now, either petrol or electric, but it remains unmistakably Ferrari.

It’s not just about looks, though; every piece of this car has been obsessively designed and crafted, and every piece of technology is the very best in class. The car is built here in Italy, at Ferrari’s Maranello plant, even the battery modules (though not the cells) – this is no off-the-shelf solution. It’s fast, it charges fast, and it looks like it comes from the future.

Lightning fast

Running on an 800V architecture, the Luce features a 210-cell battery that delivers 122kWh (around 110kWh net) – huge by EV standards. It supports fast DC charging at up to 350kW. The integrated power module, known as the Ferrari Power Pack, allows it to be recharged using 400V chargers at up to 150kW and up to 22kW using AC charging. It also allows it to maintain the 12V auxiliary battery.

With four electric motors – one on each wheel – four wheel steering, and electronically controlled active suspension, the level of control and power is unlike anything that has come before it. This is all brought together through the vehicle control unit, which provides torque vectoring to control the car better, not just around corners, but also on a straight.

The front electric motors deliver 105kW each, while the rear ones deliver 310kW each. This results in a total power of 772kW and up to 990Nm of torque. This gives the Luce a 0-62mph time of just 2.5 seconds and a top speed of 192.6 mph (310km/h).

For a car of this power, the potential range of over 329 miles (530km) is also impressive – though driven to its extremes, it will be much less. In ‘Range’ mode, power is limited to 320kW, while ‘Tour’ mode sees this increase t§§o 460kW and up to 725kW in ‘Performance’ mode. Placing the car into its launch mode gives you the full extent of its power.

The traction dial goes from ice to a full ESC off, for true ludicrous driving, and includes a new ‘dry’ mode for everyday use. This is managed by the Side Slip Control X system, which incorporates the active suspension and dynamic enhancer.

A digital-analogue interior

In many ways, the interior is still the most impressive part of the Ferrari Luce. Milled aluminium and a blend of manual and digital controls make the cabin feel like an industrial designer’s wet dream. Every single element here feels considered to the point of obsession, even bits not designed to be seen – a characteristic we once saw in Sir Jony Ive’s Apple designs.

The driver’s display, a 12.9-inch instrument panel or binnacle, is a dual-layered OLED design, fusing physical dials and needles with digital displays to create the speedometer and other vehicle dynamics. It has a very analogue feel, despite being made up of digital elements.

A 12-inch central panel combines a touchscreen display with not only physical switches for the temperature and fans, but also a clock. This has analogue hands but a digital display to show either the clock, stopwatch or compass. This display sits separate from the dashboard, on a ball joint with a handle to rotate it towards either the driver or passenger.

The touchscreen element is quite a small area of the display, providing control over vehicle functions and choosing profiles. There are quick buttons to access either the settings or menus, as well as a button to access a connected phone or radio.

There are no built-in apps here for mapping or other features – all of this comes from your phone, either via Android Auto or Apple CarPlay. Despite having a number of screens throughout the vehicle, this isn’t a car built around big-screen entertainment.

There’s another screen for the rear passengers, which provides climate and seat functions as well as giving readouts on vehicle speed. These are also combined with physical switches for those temperature and fan controls.

For music fans, it does have an extremely impressive specced audio system. The Ferrari Audio Signature system is made in-house and features 21 speakers, 24 channels and a 3000W amplification.

The three-spoke steering wheel looks fairly retro but is as advanced as the screens themselves. This includes beautifully designed ‘Manettino’ switches for the power and drive dynamics, as well as display settings, buttons for the indicators and paddles for the torque and regeneration.

The paddle controls allow a five-stage selection that either increases regeneration or increases power. This works much like gears, in that you can switch down going into a corner to increase the regen and reduce the power, then switch up when heading back out, to increase the power and reduce the regen – this works in performance or tour mode if required, or can be left in automatic.

What strikes you about the design is how well-engineered every element feels, even down to the aluminium air vents, which are inspired by aircraft design, using a simple twist to open and close the air flow.

There’s also a lot of space. The back seats offer generous leg room, while the car also has 600 litres of boot space, with a hatchback opening.

Street appeal

There is no doubt that the look of the Luce will divide opinion. On first glance, it can be quite jarring, as this is like no other Ferrari before it. However, the more you delve into the design, the better it looks, and having spent a couple of days seeing it ahead of the reveal, I really like it.

Its form is made up of almost two separate structures. The main shell of the car is finished mostly in black aluminium and glass, with a sharp, wedged nose and more of a teardrop rear. A second structure in the paint colour of choice floats over the top of this shell, providing a large wing in the place of a bonnet and a second wing on the rear.

This design allows the air to flow between the two structures, creating a slippery aerodynamic form, while air going over the front and rear wings provides the necessary downforce to give the car its high-performance capabilities.

The combination of forms is a million miles away from your regular electric four-door saloon or SUV. While definitely not your typical Ferrari, its gentle curves remind you of a Ferrari Roma, and the circular halo taillights on the rear give 360 Modena vibes.

The sheer size of the car is well disguised by the split form design, but also thanks to the massive wheels that feel perfectly in proportion. It wears 23-inch alloys on the front and 24-inch alloys on the back – that’s bigger than those found on a BMW XM or a Rolls-Royce Spectre (which both use 23-inch front and back).

Launch colours for the Luce include a light blue (Azzurro la Plata), a Ferrari yellow (Giallo Luce), an orangey red (Rosso Dino), a silvery white (Bianco Artico) and a Ferrari red (Rosso Fiammante). Though lots more colour options, both for the paint work and interior, are coming.

Special aero wheels inspired by aircraft turbines help reduce drag and cool the brakes, and look like old steel wheels from a distance. Of course, you can opt for the more in-keeping five-spoke Ferrari wheels too.

How it sounds

The one question on everyone’s lips about the first electric Ferrari is, how does it sound? For this, Ferrari has taken a unique approach by amplifying the sound of the powertrain. The process is described as similar to that of an electric guitar pickup, in that a sensor captures the vibrations from the rear axle. This is filtered and processed before being pumped into the cabin and to the exterior of the car through speakers.

The sound is applied when the car is in ‘Perfo’ mode, with a scaled-back version when in ‘Tour’ mode and using the torque shifting. When in ‘Range’ mode, the car remains silent.

At the launch event, a short video clip of Ferrari’s F1 driver, Lewis Hamilton, test-driving the Luce, teased the sound, which was very engine-like in its delivery. Designed to help inform the driver of when to shift the torque on the paddles, it sounds like a Ferrari at high revs, at least from what I heard.

Is it the future?

There’s a lot to unpack in the Luce, because everything about it is so new. From the powertrain to the audio system, there are pages of firsts, and every bit as interesting as the next.

There’s no doubt that the Luce will be divisive, but whatever you think of the design, it’s technically brilliant with some features that put it miles ahead of other EVs. This is an extremely impressive car that promises incredible handling, and is a milestone for Ferrari. For those reasons, I expect it will be in high demand.

Ferrari has pledged, as part of its ‘Ferrari Forever’ mission, that battery modules can be replaced on the Luce in the future as the cells age or as new technology is available. This is already being done with the La Ferrari, which is being upgraded with battery tech from the F80.

The Luce goes on sale in Europe in Q4 of 2026 with a price of €550,000. Final UK pricing and availability for the Ferrari Luce are still to be confirmed, but it’s expected to be in 2027 with prices upwards of £500,000.

The Škoda Epiq is ready to live up to its name, delivering an impressive spec list, great range and tons of storage, despite being the cheapest electric model the company has produced to date.

Based on the new MEB+ platform that it shares with other new VW group releases, including the VW ID Polo, VW ID Cross and Seat Raval, the Škoda Epiq starts from just £24,950, making it as affordable as the petrol equivalent in the range, the Škoda Kamiq.

Škoda describes the Epiq as a city SUV crossover, as although it’s compact, it still offers plenty of space inside. There’s a generous 475 litres of boot space inside, plus an additional 25-litre ‘frunk’ under the bonnet, for more storage potential.

Part of the clever MEB+ design is the use of smaller, light-weight batteries which power the Epiq’s front wheel drive system. There’s a 38.5kWh battery for the Epiq 40 version, while the top spec Epiq 55 uses a larger 55kWh battery. These deliver between 99kW (135 mechanical horsepower) and 155kW (211 mechanical horsepower) and a range of up to 440km (272 miles). A lower-powered Epiq 35 that also uses the 38.5kWh battery won’t be available in the UK.

Charging maxes out at 105kW for the Epiq 55 model to deliver 10-80% in under 25 minutes for DC charging, while 11kW AC charging is available across all models for home charging. The system also supports bi-directional charging to allow for vehicle to load to power electrical items directly from the car, as well as vehicle to home and vehicle to grid options with a compatible wallbox, to either power your home or return power to the electrical grid.

Inside the car, there’s a 13-inch central display which runs an updated Android-based operating system. This has updated graphics and controls, and in addition to the Škoda applications, also includes Google Maps, YouTube and Spotify.

The Epiq is also ready for the new Škoda mobile digital key, which is launching later this year. This will allow users to lock, unlock and start the vehicle using an iPhone or Android device, as well as easily share access when required. There’s also the Škoda app, which provides a wide range of functions, including charging controls and even automatic payment for public chargers via a Powerpass subscription.

It also comes with a number of driver assistance features as standard, including Lane Assist, Traffic Sign Recognition, as well as Front and Side assist functions. There’s also a Travel Assist option, which includes remote parking and trained parking modes, and a Crossroad assist, which makes use of new corner radars in the front bumper to alert for vehicles coming from the side.

On the outside of the Epiq, a new glossy black ‘Tech-Deck’ face includes the T-shaped light signature at the front. This either includes LED daytime running lights in the upper section and a combined dipped and main beam LED, or an optional 12-segment matrix LED arrangement.

On the rear, there are slimmer T-shaped lights framing the Škoda lettering. There are six paint colours to finish the Epiq, including an exclusive Jasper red metallic and Timano green. There’s also a range of alloys, from a standard 18-inch up to a 20-inch on the first edition model. It’s a fresh, modern look for Škoda, and although it still ties in with the existing range, it does make the car look unique.

The Škoda Epiq is available to order from July 2026, starting with the First Edition, which will start from £27,700 going up to £31,450 for the 55 model. The Škoda Epiq SE L 40 will start from £24,950 and the SE L 55 will start from £27,700.

As the first model to feature the new modular architecture, the Mercedes-Benz CLA set the bar for what is to come. Despite being at the more budget end of Mercedes’ offerings, it offered class-leading range, state-of-the-art technology and stunning looks.

Now, though, there’s a new version. The CLA Shooting Brake boosts that rear luggage space with an estate-like rear-end, giving the car a more refined and grown-up feel. One that is likely to appeal to families needing a bit more space, as much as that age-old travelling salesman.

Traditionally, Shooting Brake cars are two-door coupes with an estate rear, but the CLA Shooting Brake is still a four-door car. Neither the C-class nor the E-class models use the term for their estate versions, so it seems unusual here. Perhaps the relatively old-fashioned term of an estate didn’t fit with the modern electric Mercedes?

Estate or not, the CLA Shooting Brake is a great-looking car. I’ve always been a fan of Mercedes’ estates, as they manage to look curvy rather than square and boxy. The CLA here is no exception, with a back window that swoops down almost to a point, while the spoiler at the top of the window gives it a sportier edge.

That higher back obviously means more space for luggage, so instead of 405 litres, you get 455 litres up to the parcel shelf, and more if you fully pack it, and up to 1,290 litres if you put down the rear seats. You also get a front boot, or frunk, with an extra 101 litres, as you do on the coupé. There’s even fittings on the roof for bars, to carry up to 75kg of roof load, so you could place a roof box or roof tent on here.

Outside of the rear space, though, the car is more or less identical to the coupé version, which is no bad thing. In the front, you have that single glass panel Superscreen, which covers the width of the car and houses both the 14-inch central display and 10.25-inch driver display. It's also available with a third passenger display, completing the array, and there’s a head-up display to allow you to keep your eyes on the road.

Superscreen on board

The model I was driving was the AMG Line Premium Plus, which featured not only the MBUX superscreen as standard but also the Burmester 3D Surround Sound system. It’s an extremely impressive setup and feels highly futuristic. The system uses the very latest MBUX, which provides a new virtual assistant and a version of Google Maps by default. While you can still connect to Apple CarPlay or Android Automotive here, you have little need to, as most functions are built in.

The drive, as is the case for the coupé, is extremely pleasant from the CLA Shooting Brake and remains smooth and composed throughout. It comes in three forms, with the CLA 250+ offering the greatest range of up to 469 miles compared to 483 miles on the coupé from the same 90kWh battery. The CLA 200 uses a smaller 58kWh battery and therefore offers a reduced 321-mile range – which is still impressive in the market.

The CLA 350 4MATIC shares the 90kWh battery but delivers more power and therefore a slightly shorter range of 418 miles. It gives you 349hp and an acceleration of 0-62mph in just 5 seconds, which is a decent amount of power for this size of car.

Coupé beater?

My only niggle with the CLA is the size of the wing mirrors. In order to keep that aerodynamic design, they are tiny, which makes it trickier to judge traffic at a fleeting glance. Of course, there are plenty of cameras on board to ensure you are safe and sensors to warn you of vehicles, but it’s an adjustment.

Overall, the new CLA is one of the best mid-priced EVs on the market, and in many ways, the CLA Shooting Brake is even better. Yes, you get a little less range, but it’s still huge by comparison to other models, and you get all that extra space. I also find the design is more attractive, though maybe you need to have a love for Mercedes estates like me to think so.

Since you’re a reader of T3 you are probably familiar with Dreame, the Chinese robotic vacuum cleaner company. It just launched a new range of robovacs, including one that can climb over raised thresholds like no other. But Dreame is also working on an electric car – one that it claims will use rockets to boot acceleration.

It’s called the Nebula NEXT 01 and it’s an electric hypercar that was revealed by Dreame at the CES tech show earlier in 2026. Dreame said at the time it would have 1,900 horsepower, four electric motors, a carbon body and a 0-60 mph time of 1.8 seconds.

So far, so impressive, but also quite similar to other electric hypercars like the Rimac Nevera R, Lotus Evija and Pininfarina Batista – three slices of EV exotica that have sold in vanishingly small numbers due to a lack of customer interest.

How does Dreame plan to buck the trend? Rockets. Speaking again about the car in late-April, Dreame now says it’ll hit the 62 mph benchmark in 0.9 seconds.

It elaborated: “The Nebula NEXT 01 JET Edition is a rocket-powered electric vehicle equipped with a custom-built dual solid-fuel rocket booster system that responds in 150 milliseconds, generates a peak thrust of 100 kN, and delivers a 0-100 km/t time of 0.9 seconds.”

Since kN isn’t a figure usually found on a car spec sheet, here’s some context: That’s 100,000 newtons of thrust, or 22,500 lb and roughly the equivalent of 10 tonnes of weight-force pushing the car forwards. To hit 62 mph in 0.9 seconds the Dreame EV will be pulling around 3.2g, which is similar to a Formula One car.

More context, because I fear this sort of claim really does need it. Sprinting to 60 mph in 2.7 seconds – about the same as the latest Porsche 911 Turbo S – is equal to 1g. Multiply that force of you being pinned into your seat by three, and you’re on your way to replicating what Dreame is claiming here.

And let’s not get started on the sheer magnitude of eye-roll it would get from any road regulatory authority the world over.

Away from the outlandish performance claims, the concept also boasts DHX1, a lidar unit developed by Dreame and its partners described as possessing “ultra-high-definition image-level sensing.” The vacuum cleaner maker added: “When conventional lidar captures rough outlines of road obstacles, the DHX1 resolves fine details at distance: potholes, small stones, traffic signs, and subtle pedestrian movements.”

Autonomous driving is also a part of Dreame’s concept car, with a so-called L2++ solution supporting “full-scenario urban navigation from parking spot to parking spot,” and L3+ tech “built on a top-tier computing platform designed for fully unmanned autonomous driving.”

That might well be needed, given how the driver in Dreame’s promotional video, embedded above, inexplicably stamps on the accelerator with their left foot at the 00:31 mark.

Of course, the Nebula – same code-name formerly used by the Aston Martin Valkyrie, incidentally – isn’t the only rocket-powered EV in town. Elon Musk said in 2024 that the second-generation Tesla Roadster (due out in 2020 and still nowhere to be seen) would use rocket thrusters developed by SpaceX to also crack a sub-1.0-second 0-60 mph time.

Revealed today, and with order books opening imminently, the new Polo is a big deal for Volkswagen. This is a small but well-priced and seemingly practical car that will suit a great many drivers simply looking for an EV that works exactly the way their current compact car does.

Three variants will be available at launch, with power outputs of 85, 99 and 155 kW (that’s 116, 135 and 211 in metric horsepower, or PS). The first two have a 37 kWh battery that charges at up to 90 kW and which Volkswagen claims can fill from 10 to 80 percent in around 27 minutes. The all-important range figure for that battery is up to 204 miles.

The most powerful of the trio gets a larger 52 kWh battery, which is good for 282 miles of range, Volkswagen says. It has a maximum charge rate of 105 kW and can be filled from 10 to 80 percent in approximately 24 minutes. There’s also a sporty GTI model coming later, which VW says will produce 166 kW (226 PS). All variants have a single motor and are front-wheel-drive.

As you’d expect from any car carrying the Polo name, the new car is compact. It’s a five-seater that measures a fraction over 4.0 metres long, 1.8m wide, and has a wheelbase of 1.53m. The 1,243-litre boot is 25 percent larger than that of the current Polo, and comfortably larger than that of the Renault 5 E-Tech too.

Inside, the new ID. Polo has a cabin that rights many of the wrongs committed by earlier electric Volkswagens. Gone are the touch-sensitive steering wheel buttons of the ID.3, replaced by physical, tactile switchgear. There’s also a proper set of window controls, instead of just two with a button to switch their operating between front and rear, and a simple set of rocker switches for interior temperature.

Intriguingly, the ID.Polo’s 10-inch driver display includes an optional set of digital gauges styled like the analogue dials of a 1980’s Volkswagen. This screen is joined by a 13-inch central touchscreen for the infotainment system, which includes VW’s own voice assistant, plus support for Apple CarPlay and Android Auto. Other tech includes ambient lighting, and plush optional extras like a 10-speaker Harman Kardon sound system and 12-way electrically adjustable front seats with massage function – a luxury not offered by any other cars in this segment.

Other grown-up features include the option for 19-inch alloy wheels, LED lighting all round, a vehicle-to-load function for powering appliances and electric devices like e-bikes from the charge socket, and a whole suite of active driver assistance systems. This includes Connected Travel Assist, which can spot traffic lights and bring the car to a stop if the driver hasn’t noticed a red light ahead.

Best of all is the price, which starts at €24,995 in Europe. That’s the equivalent of £21,700 today, so while the ID. Polo won’t quite dip below the £20,000 figure like the smaller Renault Twingo, it’ll square up nicely against the Renault 5, which starts at £21,495.

The new ID. Polo feels like a properly exciting moment for Volkswagen, and for small electric cars in general. If it drives well and lives up to the spec sheet, then VW is surely onto a winner.

Formula E has unveiled its all-new GEN4 race car, a machine that signals where everyday electric vehicles are heading next.

Set to debut in the 2026/27 season, the GEN4 car is capable of speeds exceeding 335kph (~208mph) and can accelerate from 0–200kph (0-124mph) in just 4.4 seconds, a 1.5-second improvement over its predecessor.

Formula E has long positioned itself as a testing ground for consumer EV innovation, and GEN4 doubles down on that philosophy.

The car introduces ultra-fast 600kW charging, advances in motor efficiency, and a battery free of rare-earth minerals, all areas that could directly influence the next generation of electric vehicles.

Major automotive players, including Porsche, Nissan and Stellantis, are involved in developing and refining the car, strengthening the link between motorsport innovation and road-going EVs.

Jeff Dodds, CEO of Formula E, described the new car as more than just an evolution.

“GEN4 isn’t just a car, it’s a statement of intent,” he said. “We are now delivering performance levels that were thought impossible for electric vehicles just five years ago.”

Faster, more powerful, more advanced

Performance remains a core focus, with the GEN4 delivering up to 600kW in Attack Mode, a 71% increase over the current GEN3 Evo.

Under race conditions, it produces 50% more power and is expected to be around 10 seconds faster per lap in qualifying.

The GEN4 also introduces permanent all-wheel drive, making it the only single-seater race car to do so, as well as power steering and a redesigned cockpit to improve both safety and accessibility.

FIA President Mohammed Ben Sulayem highlighted the broader implications of the new machine.

“It is not simply just a fast car, it is a statement of intent about the future of this technology,” he said. “We are redefining what is possible alongside some of the world’s biggest automotive manufacturers.”

A sustainability milestone

Beyond outright performance, GEN4 is also designed to be the world’s first 100% recyclable race car, with at least 20% recycled materials used across key components.

Its tyres are made from 65% natural and recycled materials, including 30% certified natural rubber, while the battery avoids using rare earth elements entirely.

The wider championship has also positioned itself as a leader in sustainable sport, becoming the first global sporting series to achieve B Corp certification and to align with net-zero standards.

What it means for EV drivers

While GEN4 is built for the track, its real significance lies in how quickly its innovations could filter into consumer vehicles.

Faster charging, more efficient power delivery and more sustainable materials are all areas where Formula E is effectively acting as a high-speed test lab.

As manufacturers continue to bridge the gap between racing and road cars, developments seen in GEN4 could soon translate into EVs that charge more quickly, travel farther, and have a smaller environmental footprint.

Find more information about upcoming races and the new cars at Formula E.

Porsche has revealed a coupé version of its new electric Cayenne, giving the full-size SUV a sloping roofline inherited from the 911 sports car.

None of this will be a surprise to Porsche fans, since the previous generation Cayenne was also available in sportier Coupé form. And while that does mean a more compromised boot, the sleeker design boosts aerodynamic efficiency and, since this is an EV, makes a meaningful difference to range too.

Porsche says the 911-style roofline drops total height by 24 mm to 1,650 mm and boosts the Cayenne Electric’s range by up to an extra 11 miles, taking the total to 415 miles for the base model. Finally, someone has found a reason for sloping-roof SUV coupés to exist – because what this Porsche loses in practicality, it makes up for with a bit of extra range.

To be fair to Porsche, it says the Cayenne Coupé Electric is different from the A-pillars back, compared to the SUV variant. So, while it’s subtle, the exterior changes stretch slightly further than simply chopping a bit of the roof off. Even the windscreen, famously ahead of the A-pillars, has been designed specifically for the Coupé.

Thomas Stopka, Porsche’s head of exterior design, said: “The gently sloping roofline sweeps elegantly over the car’s broad shoulders and gives the Cayenne Coupé a particularly sporty appearance…Precisely drawn lines, wide proportions and high-gloss black side window strips form a design that exudes sportiness in every detail.”

Sportiness – a massive dollop of it, in fact – is also found in the Cayenne Electric’s performance. The Coupé shares its underpinning with the SUV variant, so there’s a big, 108kWh battery pack, an 800-volt system architecture, a maximum charge rate of 400 kW (adding 200 miles of range in as little as 10 minutes) and, in flagship Turbo form, 1,140 bhp.

That launches the big Porsche to 62 mph in a hypercar-like 2.5 seconds, and to a top speed of 162 mph. Range is a claimed 398 miles.

Toning things down a little – and for £30,000 less than the £133,300 Turbo – is the Cayenne S Coupé Electric, which has a maximum output of 657 bhp and a 0-62 mph time of 3.8 seconds. Still absolutely plenty, I’m sure you’ll agree.

If you want maximum range, go for the entry-level car, which has a still-respectable 436 bhp and can hit 62 mph in 4.8 seconds. That’ll set you back a more palatable £86,200 – which is a £3,000 premium over the more practical but less aerodynamic SUV version.

Revealed at this week’s Beijing Motor Show, the Cayenne Coupé Electric has a smaller boot than the standard model, at 454 litres compared to 506 litres, but that loss is focused towards the rear, so headroom for second-row passengers is practically unchanged. Speaking of which, the Coupé can be bought with either two electrically reclining seats in the second row, or a traditional three-seat bench.

The Cayenne Electric Coupé is available to order now, with deliveries expected in the coming few months.

It’s already turning into a landmark year for EVs, and now Mercedes-Benz has joined the party with its first-ever battery-powered C-Class.

Boasting a claimed maximum range of 473 miles, the all-new electric C-Class sticks to a more conventional design language than some other Mercedes EVs. Instead of adopting the CLA’s more futuristic looks, the C-Class keeps things relatively traditional, and at first glance you might not be even sure it’s fully-electric. Mercedes describes the car as being “fascinatingly different and yet reassuringly familiar”.

The car is powered by a 94.5 kWh battery pack and uses an 800-volt system architecture. This means super-fast charging is available, with the C-Class capable of adding 202 miles of range in as little as 10 minutes, assuming ideal conditions. Thankfully – and unlike early examples of the new CLA – the C-Class will be supplied with a 400-volt inverter, making it compatible with the UK’s many 400-volt chargers.

A maximum charge rate hasn’t been disclosed, but Mercedes says the C-Class can deliver up to 300 kW of regenerative braking power when using the one-pedal drive mode. Bidirectional charging is also available, meaning the C-Class can be used to power other electronic devices and appliances from its charge socket.

The car’s dual-motor drivetrain produces 483 bhp and delivers a 0-62 mph time of just 4.2 seconds – plenty quick enough for a mid-size executive saloon, and putting the C-Class on par with V8-powered AMG super saloons from just a generation ago.

To that end, Mercedes is keen to highlight the sporty potential of the new C-Class. It described the car as “the sportiest C-Class ever with unmatched agility and long-distance comfort”.

Inside, the new C-Class continues the Mercedes trend of turning the entire dashboard into a huge digital display called the Hyperscreen. Shunning the growing industry trend for a return to physical switchgear, Mercedes continues to go all-in on touch. This latest generation of Hyperscreen measures a whopping 39.1 inches (a fraction under a full metre), stretching right across the dashboard and incorporating the infotainment system, driver display and passenger display into one giant screen.

Mercedes says the display has an “innovative matrix backlight technology,” which uses over 1,000 individual LEDs to create a system that sounds like the local-dimming tech seen on televisions, with “independently adjustable brightness zones”.

The tech continues with the MBUX Virtual Assistant, which uses generative AI to handle complex conversations and give it a form of memory that Mercedes says helps it respond “like an informed friend.”

A fun design detail is the ‘Sky Control’ panoramic roof, which incorporates 162 illuminated stars into the glass roof. Instead of just shining white, these take on the colour of whatever ambient lighting hue you’ve chosen for the rest of the cabin.

The electric C-Class will be sold alongside the internal-combustion version, which will likely soon be facelifted to more closely resemble the new EV. As with other brands, Mercedes now appears keen to offer drivers a choice of fuel type well into the future, rather than shift to a fully-electric strategy.

The car uses the same new MB-EA electric car platform as the closely related Mercedes GLC, and will come to the UK later this year in a dual-motor 400 4Matic configuration, meaning a pair of electric motors and all-wheel-drive. Other versions of the new C-Class, including a performance variant and one with a single motor (and likely more range but less power and a lower price) will be along later.

Mercedes-Benz Group chairman Ola Källenius said: “The all-new electric C-Class is redefining the mid-size segment for electric vehicles. Customers will get exactly what they expect from this new version of the beloved model: the perfect blend of performance, comfort, dynamics, and intelligence. On top of that, it is the most powerful and sportiest C-Class we’ve ever built, offering pure driving pleasure and outstanding real-world range”.

The BMW 7 Series is the flagship model of the range. A luxury saloon designed as the perfect chauffeured drive, whether you are driving or being driven. Today, though, it got a huge update, bringing it in line with the latest Neue Klasse models, such as the BMW iX3 and the new BMW i3.

While this is not officially a new generation of 7 Series, it's a huge update for the interior and a pretty significant change on the outside, too. That big kidney grill has been reprofiled – and looks even bigger. The thin daylight running lights now offer an option to use crystal glass that sparkles and provides a start-up animation, while the low- and high-beam lights have been recessed further into the body, making them almost invisible until activated.

At the rear of the car, the tail lights extend further into the centre until they nearly touch, with the BMW recessed in the centre. There's also new paintwork options, bringing not just two-tone but dual-finish options combining matte and metallic finishes, with a hand-drawn coach line between the two – perfect if you really want to make an entrance.

Electric and hybrid models

The new 7 series is being made in a range of powertrains, but interestingly, only the electric and hybrid models are coming to the UK. The i7, as the all-electric version is known, comes in three models: the i7 50 xDrive, i7 60 xDrive, and i7 M70 xDrive. These now offer an extended range of up to 452 miles (i7 50) with charging speeds increased to 250kW for 10 to 80% in as little as 28 minutes with fast DC charging. AC charging remains at 22kW.

Meanwhile, the sportier M Performance i7 M70 delivers a max 680hp, 1,015 Nm torque and a 3.8-second 0-62mph acceleration. However, range is reduced to 426 miles on this model.

The two plug-in hybrids, the 750e xDrive and the M760e xDrive, will be launched slightly later (November 2026) and feature a straight-six petrol engine in addition to an 18.7kWh battery. This will allow both models an electric-only range of up to 50 miles. It seems, however, this can only be charged using the slower 11kW AC chargers and not fast chargers.

More screens than a multiplex

The big change on the 7 Series models is on the dash, where it gains the new Panoramic iDrive system seen in the iX3 and i3 Neue Klasse models. This includes a floating 17.9-inch central display, angled towards the driver, a 3D head-up display, and the pillar-to-pillar Panoramic Vision display, projected onto the lower section of the windshield. This displays not only the driving dynamics but also a number of customisable widgets chosen from the main menu.

On the new 7 Series, for the first time, this also features a 14.6-inch passenger display, giving a wide range of entertainment options and even video conferencing for those sitting in the passenger seat.

The rear passenger experience has been upgraded, too. There is still the option to have the 31.3-inch 8K theatre screen, which now has an integrated camera for video conferencing in addition to an HDMI connection to use it as a giant computer screen. This option is once again paired with the top-of-the-range Bowers & Wilkins 35-speaker Diamond Surround Sound System, now with Dolby Atmos, for the ultimate cinema experience on the move.

Executive Lounge seating options add leg rests, heated armrests and an Alcantara-trimmed phone tray, while allowing the front passenger seat to move fully foward to maximise on leg room.

There's also immersive lighting throughout and an illuminated Sky Lounge panoramic glass roof option, with more than 40 LEDs to create different patterns and colours.

Other new features include a digital rearview mirror to allow clearer vision when the blinds are lowered for watching the big screen in the back, and updated soft-close functionality on the automatic doors – controllable via the buttons inside or via the BMW app.

Driving assistance modes

With Level 2 driver assistance, the BMW 7 Series offers adaptive cruise control with lane-keeping assistance. It also provides hands-free driving at up to 81mph with navigation-guided entry-2-exit driving on motorways. While this is currently only available in certain European countries (plus some US states), it is expected to be coming to the UK later this year.

A new City Assistant can be activated with route guidance, giving "address-2-address" assistance. This provides full vehicle control, including stopping (and starting) at traffic lights, navigating roundabouts, and filtering into traffic.

The new i7 models launch in September 2026, with the hybrid models due to follow in November 2026. Prices are still to be confirmed but for reference, the current model is priced from £101,865 / $99,300.

There's exclusive, and then there's the Rolls-Royce Coachbuild Collection. Not only is this collection of cars by invitation only, the first model is also only available for 100 clients.

This is Project Nightingale, an electric two-seater of epic proportions. Quite literally, as at 5.76 metres, it is the same length as the Phantom and a front grill that's almost a metre across. It also sits on 24-inch wheels – the largest fitted to a Rolls-Royce.

The design takes inspiration from the Art Deco movement of the 1920s and 30s, as well as some early Rolls-Royce prototypes from around the same time. These were called EX models and wore special red badges.

The 16EX and 17EX were created in 1928 and had a torpedo-shaped form with a lightweight aluminium body that helped them reach speeds in excess of 90 miles an hour – which was, at the time, lightning fast.

The Project Nightingale shares the same torpedo shape, with an expansive bonnet and a large rear deck behind the compact cabin. Even the iconic Spirit of Ecstasy emblem is recessed slightly, as if passing through water.

The name of the car is a reference to the designer's home in France, Le Rossignol (French for 'the nightingale') not far from where Henry Royce had his winter home in Côte d'Azur.

The sound of birdsong, and particularly nightingales, also inspired a new version of the Starlight Roof Headliner for this model. As this is a convertible, the designers created a Starlight Breeze, which forms a horseshoe around the passengers, rising up behind them. It contains 10,500 individual fibre optic lights in a pattern that represents the sound waves from the bird's song.

The Nightingale is finished in a pale solid blue – another tribute to the 1928 17EX model, which was a similar colour. Inside, the seats are a soft pastel blue with a warm white tone, deep navy seat inserts and Peony pink in the fascia and headrests, giving a feel of the French Riviera.

Despite its imposing size, the design and details give it the delicacy of a sports car. It gives a similar feel to previous one-off models, like the Boat Tail, while also tying in with current models like the Rolls-Royce Ghost II.

As is the case with a Rolls-Royce motor car, especially one as exclusive as this, there are no details given on the specifics of the drivetrain. It simply states that it uses the Rolls-Royce electric drivetrain.

This would suggest that this is the same as featured in the Rolls-Royce Spectre and its Black Badge variant. This would mean at least 584 horsepower and 900Nm Torque – maybe 659 horsepower and 1,075Nm Torque if matching the Black Badge.

Not that any of the 100 collectors are likely to be taking this car to its limit on a regular basis. There is also, of course, no price tag on this model. As the saying goes, if you have to ask, you probably can't afford it.

Lepas is about to bring another SUV to the UK and Europe, this time rivalling the Hyundai Kona.

Named by creating a portmanteau of Leopard and Passion, Lepas comes from the Chinese car giant Chery, and is a sibling of Omoda and Jaecoo. The L8 was already announced as the first Lepas car to arrive here, and now we know it’ll be joined by the smaller L6.

To be available as both a fully electric car and a plug-in hybrid, the L6 shares its platform with the hugely popular Jaecoo 7, a budget SUV that became the best-selling car in the UK in March this year.

To be shown off during Milan Design Week later this month, the all-electric Lepas L6 promises a range of 270 miles from a 67 kWh battery. The plug-in hybrid version, called the Lepas L6 Super Hybrid, claims a range of over 700 miles when combining its smaller 18.3 kWh battery with a 1.5-litre petrol engine. Both share much of their architecture with other vehicles built using Chery International’s modular New Energy Vehicle platform.

Continuing the leopard theme, Lepas says the five-seat L6’s design language is intended to capture the agility of a running leopard, while the LED headlights “evoke a leopard’s gaze”. No performance figures have been shared for now, other than a claim that the electric L6 can charge its battery from 30 to 80 percent in approximately 20 minutes.

Since it shares much of its platform with the Jaecoo 7, the plug-in hybrid Lepas L6 is expected to also produce 204 bhp, and it’ll likely have a similar electric-only range to the Jaecoo’s 56 miles. Lepas says the L6 will have “intelligent cabin technology” and “next-generation driver assistance,” but doesn’t expand on these points and is yet to reveal the interior.

Lepas says the L6 will arrive in the UK during the fourth quarter of 2026, but hasn’t yet revealed a price. Given it shares its platform with the Jaecoo 7, but sits a step above the smaller Jaecoo 5, we expect it to cost around £28,000 to £35,000.

Ray Wang, managing director of Lepas UK, said: “The Lepas L6 is as clever as your smartphone, with intelligent technology woven into every journey, and as sophisticated as your home, delivering comfort, safety, and connectivity at every turn.”

BYD is about to take the UK’s electric car charging game to a whole new level, with the roll-out of its own charge network.

Using a technology the Chinese carmaker calls flash charging – and carrying the ‘Flash’ branding – the charge stations will be capable of delivering electricity at 1,500 kW. This is a significant improvement over today’s most powerful EV chargers, which generally don’t exceed 350 or 400 kW.

BYD says it plans to install 300 such chargers in the UK over the next 12 months, as part of a global roll-out that will see 6,000 charge stations constructed. For the UK, those 1500 kW chargers will be joined by another 300 from BYD, operating at a lesser maximum performance.

The news comes as BYD announces the European and UK launch of its Denza sub-brand, and that company’s first car, the Z9 GT. This will be the first EV to work with the new flash chargers, and BYD claims it can fill its 123 kW battery from 10 to 70% in just five minutes – a huge improvement over today’s fastest-charging EVs, which tend to perform such a fill in around 15 to 20 minutes.

Denza also claims the Z9 GT can fill its battery from almost empty to 97% in nine minutes – and that when full, it’ll be good for over 640 miles of range.

Autocar reports how early UK customers of the new Z9 GT will receive 18 months of free charging at BYD’s stations, through a service called Flash Pass. BYD also clarified this week how the charge network will not be exclusive to BYD cars (or those of its brands, like Denza), and nor will it be built entirely by the Chinese company itself. Instead, BYD is in talks with partners to install its super-fast chargers at locations where EV chargers already exist.

Diego Pareschi, director of charging at BYD, told Autocar: “We are coming into a mature market. It doesn’t make sense to create your own [charge station network]. People want a seamless experience and with this they will get that.”

BYD’s chargers will use the commonplace CCS2 charger standard – the same plug we’re all familiar with in the UK and Europe – and they’ll work with every EV that accepts that socket. They’ll be called Flash, but those located at a Denza dealership will be branded to match. BYD claims that, despite their enormous power, the chargers can be powdered from an on-site battery that is topped up by nearby solar panels.

Initially, only the Denza Z9 GT will be capable of extracting maximum power from these chargers. But it likely won’t be long until more BYD vehicles arrive in the UK and Europe to charge at similarly impressive rates.

It's also worth saying that your EV can only charge at its maximum rate, and using a more powerful charger won't change that. So if your car can charge at 50 kW, 150 kW to 350 kW, it'll only hit those figures, even when hooked up to a 1,500 Flash charger. But the prospect of filling a Denza battery as quickly as a tank of petrol? Now that's something to get excited about.

You’ve probably seen the social media trend where users ask what their parents looked like in the 1990s. It’s mostly a sea of big hair, big glasses and questionable wallpaper, but the underlying message is how your parents were probably cooler, wilder and more fun than you ever dared imagine.

The timing couldn’t be better for Renault to remind us all of its own 1990’s self. The Clio might be better known here in the UK, but in its home market, Renault’s Nineties was symbolised by the Twingo.

Basic, cheap and unapologetically simple, but with a smiling face, bags of character and a self-depricating nickname – La Grenoullie, or The Frog – the Twingo was the quintessential little runabout. The city shopper. The budget airport rental that creates holiday memories all on its own. The family car from a time when simplicity, not SUVs, reigned supreme. No wonder Renault shifted over four million of them across 25 countries.

And now it’s back. Revived as an electric A-segment four-seater, the new Renault Twingo E-Tech shares its platform with the similarly reborn Renault 5 E-Tech, but shrinks it down to just 3.8 metres long, slots in a 27.5 kWh battery, and covers it in clever, cute design. The frog-like face is unmistakably Twingo, while the rear too harks back to the first-gen car, the 18-inch wheels give it a sporty purpose, and the interior has enough style to help gloss over the scratchy plastics.

That battery might sound tiny – indeed, it’s smaller than that of some plug-in hybrids – but so is the car, and the result of that is a respectable 163 miles of range.

The Twingo weighs just 1,200 kg, which by today’s standards puts it among the lightest new cars you can buy. Yes, the doors clang closed with the rigidity of a biscuit tin, but once you’re inside none of that really matters. There’s still plenty of room up front, rear seats that are acceptable for adults when slid all the way back. Or, slide them forwards (independently, up to 17 cm) and the boot can easily swallow a couple of carry-on suitcases plus a few soft bags too. This takes away much of the rear leg space, but I reckon a family of four with two young kids could easily manage a week’s holiday with this as their own car.

Sending just 60 kW (80 horsepower) to its front wheels, the Twingo zips about nicely among slow traffic. But the claimed 0-62 mph time of 12.1 seconds is about on par with the Vauxhall Corsa I learnt to drive in 20 years ago. More helpful is the Twingo’s 175 Nm (130 ft-lb) of torque, which helps deliver that surge of low-speed acceleration that makes small EVs like this feel quicker than they really are. It’s also enough torque to spin the front wheels without you even trying, but the way the Twingo scrabbles for grip setting off from junctions made slick by overnight rain only adds to its character.

Top speed is 81 mph, so it’ll manage a flowing European motorway but above 65 mph or so, you’re bound to see the range plummet. The Twingo is happiest on smaller, twistier roads – no wonder Renault chose Ibiza for the launch drive. Here, during a fairly spirited lap of the island with two occupants and luggage, it returned a whopping 5.0 miles per kWh. That’s practically unheard of, and about a mile more than the equally new BMW iX3. The latter has a much larger battery, but Renault still proves an important point with the Twingo – that a small, light EV can be more efficient than far pricier alternatives.

The Twingo’s charging performance isn’t quite as impressive. It can only manage a charge rate of 50 kW, which in 2026 looks like a typo. But factor in the smaller battery and you’ll still see a 10% to 80% fill in 30 minutes.

Not that many Twingo drivers will be charging like that anyway. This is a car best charged overnight at home (for about £2.20, zero to 100 percent, on an EV tariff), then used for tackling local errands with a smile. At 1.72m wide, it feels properly tiny on the road – in fact, it’s 10mm narrower than the current generation of Mazda MX-5 – and the low weight makes it a joy to chunk into corners. It rides well enough, steers precisely, brakes well and serves as a constant reminder that less weight makes cars better in every way.

The cabin is nicely designed, with Renault having clearly spent a very small budget with a lot of care. Body-coloured details on the doors and dashboard help break up the black plastics. Physical dials for the temperature and fan speed look and feel better than the touchscreen alternatives of cars costing two or three times the price. All models of Twingo get the same 10-inch central touchscreen, which runs Android Automotive and is joined by a 7-inch driver display.

A native Google Maps app is ready to help you locate a charger or plan a route with battery percentage and charger locations factored in. There’s Google Assistant for now, but Renault says that’ll be upgraded to Gemini in the future, and the Play Store is available for accessing more apps, like Spotify for music streaming through the six-speaker system.

Speaking of which, Renault says the Twingo comes with a 2GB monthly data plan that’s free for three years and is the equivalent of about 40 hours of music per month. Or you can connect your phone and use Apple CarPlay or Android Auto in the normal way.

Other tech includes up to 24 automated driver assistance systems (plus a button to easily turn off those you don’t want), a one-pedal drive mode, and even hands-free parking – a first among A-segment cars, Renault says. There’s also an alert that sounds if you open a door into approaching traffic.

I was given a couple of days to fully assess the new Twingo, but in reality, I was smitten after just a few miles. It’s one of those cars that makes you smile the moment you see it, and ensures the grin stays in place until long after you’ve parked up. It’s small, simple, and in some places, you can see where Renault has been aggressive with the budget. But it nails the basics in a way other A-segment EVs have failed to achieve, all while looking fantastic – and, best of all, it’ll cost under £20,000 ($26,800).

Renault hasn’t put an exact price on the Twingo just yet (and the first UK cars won’t arrive until early 2027), but the price will begin with a one. Or for those on finance or a lease deal, I can imagine the Twingo landing just under £200 a month. That’s only my estimate for now, but if Renault can stick the landing, the Twingo will be a no-brainer for a lot of drivers.

While older generations of drivers slowly transition to electric SUVs, the future of the electric car market lies in a new generation of driver. Small sporty cars, known as hot hatches, have gained the attention of a younger audience since the 1980s, and now they could be the turning point for EVs.

The Cupra Raval is built on VW’s MEB+ framework, the same as the upcoming electric Polo and ID Cross. At just four metres long, it’s a compact design, and starts from just £23,000 ($31,000). The top-of-the-range model, the Raval VZ, has a sportier look, 226 mechanical horsepower, and a driving experience Cupra describes as Go-cart styled.

The name Raval comes from the area of Barcelona, an arty district that teams with youth and enthusiasm in the city where the car was designed, developed and manufactured. Fitting for a car that is squarely aimed at the Gen-Z driver.

“For sure it’s a Gen-Z vehicle,” says Sven Schwirth, Seat’s Executive Vice President for sales, marketing and aftersales. “But the car has a much broader market potential. It’s simply a car for everyone, for young people, or the young-minded.”

Though surprisingly still a four-door hatchback as opposed to two, the Raval has a more flamboyant look, with sharp lines and muscular features. The sculpted bonnet is framed by sharp triangular headlights and an illuminated Cupra badge, while at the rear, LED lights stretch across the full width with another illuminated badge at the centre.

A car to customise

Among the seven paint colours are two matte finishes and an iridescent plasma paint, which changes between cyan, blue, indigo and red depending on how the light hits it. There are also eight wheel design options, ranging from 17-inch to 19-inch.

“Chromatic aspects are very much linked to the Cupra brand,” says Francesca Sangalli, Seat’s head of colour and trim, concept and strategy. “We create a proper strategy for the colour because they are very much linked to the brand identity, such as the copper logo and details. The colours for the exterior are neutral with a twist, inspired by raw nature.”

Inside, the Raval offers a choice of three seat designs, from the recycled-material sports seats of the Pulse trim to the Dinamica-covered bucket seats of the immersive trim to the 3D-printed bucket seats of the CUP edition, made using 100% recycled material.

In addition to the 10.25-inch driver display and the 12.9-inch centre touch screen, the cockpit features a sporty steering wheel generously covered in physical buttons to control all major functions while driving. There’s also an optional 12-speaker Sennheiser sound system with 475W of power.

Ambient lighting stretches across the whole dash and into the doors, providing visual feedback for driver communication, such as for blind spot warnings and performance moments. Most impressively, dynamic projections see moving 3D graphics displayed on the doors, with a range of patterns and colours all selectable from the infotainment menu.

The car runs an Android-based OS, which is clean and bright. This also provides access to over 130 third-party apps for download, including video streaming from Netflix or Amazon Prime Video when the car is parked.

Spanish heat

The Raval comes in four different power versions and two different battery sizes. The entry-level starts at 85kW (115 PS) with a 37kWh battery, offering a 300km range and DC charging up to 90kW. The 155kW and 166kW models feature a larger 52kWh battery, which can deliver up to 450km of range and 130kW DC charging. This gives 10-80% charging in as little as 23 minutes.

The top-of-the-range model is the VZ or Veloz, and is a serious hot hatch. This version has 226 mechanical horsepower (166kW) and 290Nm of torque, with a sub-seven-second 0-62mph and a top speed of 175kmh. Along with exclusive vegan leather bucket seats or CUP bucket seats, the VZ features DCC sports suspension, an electronic slip-differential and wider 235mm tyres. It also offers an ESC off mode and E-launch to deliver a race start.

It’s the kind of spec that petrol heads would drool over for their supped-up Renault 5s, Vauxhall Novas or indeed Seat Cupras, back in the day. Now, though, it’s available in electric form for a new generation of car fans.

Mass-market appeal

The entry price of the Raval makes it an appealing option for younger drivers seeking their first car, or maybe their first new car. With four doors, however, and a huge 430-litre storage in the boot, this is a small car that will also appeal to families. Being smaller and lighter means it can still offer a decent range from a relatively small battery, so it can be used for longer journeys in addition to city driving.

Interestingly, the Raval doesn’t have an overly futuristic design, which is often the way with new battery electric models. Instead, it has a more traditional compact hatch design, with plenty of Cupra Spanish flair. It has the makings of a great car, that just happens to have an electric drivetrain – it’s bound to be a hit.

The Cupra Raval is priced from £23,000 in the UK and €26,000 in Europe. Pre-orders are open now (end of April for the UK) with deliveries starting this summer.

Now might be the best time to buy an electric car, or EV, in the UK. Increasing oil prices are affecting petrol at the pump; there are updated government grants for EV purchases; and the considerably lower emissions tax rates than fuel equivalents adds incentive.

I've long been driving electric cars, having followed the development for more than 12 years as part of my job, and have been an EV owner for several years now. The option of at-home charging only further sweetens the deal.

Unless, that is, you have a sub-par charger installed. And after I experienced a unit blowout, Humax came to the rescue with its all-new MX7 charger – installed by 24/7 Electrical Croydon – and it's made my life oh-so-much easier.

Not only does the Humax MX7 look a treat, it's also got oodles of features on board – from its smart app with vehicle ID and RFID activation option, to smart tariff sync and even solar energy integration – which I'll break down below.

Installation

As a previous EV charger existed on the side of my home (RIP Rolec – thanks for not returning my calls), I assumed a replacement would be a quick-and-easy straight swap – because I already had the capacity for a 7.4kW charger (if you don't, you may require more considerable electrical work).

That wasn't precisely the case, however, as government regulation changes in 2022 added a requirement for smart functionality – and my original install was from 2020. Further regulation changes in 2025 mean you won't require any planning permission to install a private charger.

What did that mean in reality for my particular install? Fundamentally that a new cable was required to comply with the updated communications aspect of the regulation.

That meant some drilling and internal trunking to hide any cable visibility within the house. However, I worked with Steve from 24/7 Electrical – who was fitting my unit – to find the path with minimal disruption. If qualified, you could fit the unit yourself.

Three hours in and everything was all installed, tested and operational. The Humax MX7 is so much easier on the eyes than many chargers I've seen, too. It features a built-in status light ring, which changes colour depending on activity (which can be dimmed using the associated app).

Smart Tariffs

A major benefit to the MX7 is the Humax Charge app – available for Google Android and Apple iOS – allows you to select between charging modes.

There's Instant for immediate charging; Schedule, where you can set allowable charging hours (daily across a week); and Intelligent, where the system aligns with your provider's Smart Tariff for automatic charging activation.

I had eyed-up the MX7 in the hope that the last of those would be the perfect solution for me, as Octopus Energy (my provider) does offer this compatibility. However, changing to Intelligent Octopus Go, as the provider calls it, would have ramped up my during-the-day energy costs.

I called Octopus, we did some calculations and, ultimately, as someone who works at home and is utilising energy throughout the day, this tariff didn't fit my personal needs. If, however, your work and driving patterns would benefit, it could save you lots of money – which is one of the MX7's biggest potential perks.

Typically such tariffs will assign hours when the grid has lesser demand, such as after 1am and before 6am, and offer cheaper energy per kW at these times. Octopus does sometimes assign 'bonus hours' into a calendar, however, so an intelligent system would instigate charging if the car was plugged in during such times, too.

Vehicle ID

The Humax MX7 comes in two forms: untethered, where you provide your own cable from box to car; or tethered, where a fixed cable from the unit can be plugged into your vehicle.

I elected for the untethered for a few reasons: the tethered version costs more; cable theft in the UK has spiked, as there's worth in the material components within, so I didn't want to run that risk; and if you choose a tethered cable then a change in vehicle to something with a different connection type (unlikely, yet plausible), wouldn't then be able to plug in and charge.

The chances of someone pulling onto your driveway, plugging in their EV and nicking your electricity is unlikely – but wouldn't have been impossible with my old charger (save for flicking the RCD down on the inside commercial unit to deactivate each time – I don't think so!).

With the Humax MX7 the system won't automatically charge when an unrecognised vehicle is connected – the app will prompt you and you determine whether you permit it or not. As this is a smart system, you can register your vehicles in the app to be recognised – a 'handshake' will see that remembered, after which manual prompts won't be required.

Furthermore, if you prefer, the MX7 comes with two RFID tags. One of these Radio Frequency Identification nubs could sit on a keyring, for example, and a press-and-hold against the charging unit will activate charging – in the event you wish to override settings or don't have app access at that time.

The one 'bug' I have with the app is that it can only register with one unit – and that to one email address. If you're going to have multiple family members using the app, I'd advise setting up a new email address to which all users have access. As you can't sign in using multiple email addresses to gain app access, which seems like a major shortcoming to me.

Solar Energy

In addition to your EV drawing from your mains system, the MX7 is V2H and V2G compliant – that's Vehicle to Home and Vehicle to Grid – meaning it can, in the future, potentially put energy back into your system. Note: the certification process for these are still underway, so it's not yet available.

You might wonder why you'd ever want those options, but there are circumstances. An extended power cut, for example, would give you the ability to run (at up to 7kW) to provide a backup. I like the concept of that idea.

The other use is with solar. While my home doesn't permit solar panel installations (yet, as the licence agreement would mean it's feasible in four years' time), if you did have a bank of panels, then these could also charge your EV.

For some, that will be a major perk. And, in the event of your vehicle's charge sitting at 100%, V2G could mean in the future that you'd be able, for example, to pull that solar energy back into your system and 'sell' it back to the grid – further reducing your energy costs.

Conclusion

The Humax MX7 is set up to save you money in the long term. It's smart, it's future-proof, it's great to look at and, save for the single sign-in for the app, it's great to use.

It's made my life easier – and, should tariffs and solar options change in the future, could make it even better, too.

Pricing for the MX7 is around £649 in the UK, with installation from £499 (including VAT), with Humax's official page for local installation visible here.

Changan is probably the biggest Chinese car manufacturer you’ve never heard of. Based in Chongqing, the company has made production cars in China since 1984 and has had a base in Europe since 2003, when it opened its design studio in Turin, Italy.

Today, the firm has a network of R&D facilities across the globe, including Detroit, Munich and Birmingham in the UK. Its first UK car, the Deepal S07, launched in September 2025 to impressive reviews, thanks to its high-level spec and competitive price. Now, its second model looks to do the same.

The Deepal S05 is a smaller, compact SUV, and starts from just £37,990 in the UK. This was designed in Changan’s European design centre, and takes design cues from aeroplanes – from the front bumper to the V-shaped spoiler on the rear.

Coming in a choice of four main colours, including a special andromeda blue and Mercury silver, it’s a good-looking car both inside and out. The thin, elongated daylight running LEDs create a sporty look that reminds me of Lotus models, while the rear has something Mazda-like about it.

Interior style

Inside though is where the car really impresses. The trim can be finished in a classy black, with orange stitching, or for the bold, in full orange, which actually looks far nicer than it sounds. Both use vegan leather and soft touch materials, without a hint of piano black plastic, and highlighted with LED lighting to set the mood.

There’s no driver display, as such here, though the augmented reality heads-up display comes as standard and provides all the relevant information in the line of sight – this is apparently an equivalent of a 50-inch display, and is certainly bright and clear enough for easy use.

The central display is a 15.4-inch 2.5k resolution touch screen, which provides all of the information, as well as access to most of the features – including climate control, wing mirror adjustment and even opening the sunblind on the giant panoramic glass roof. There is of course a voice assistant, accessed by saying, “hey Deepal” should you wish to avoid the menus.

The clever part about this screen though is that it can adjust the angle of the display – not by rotating between portrait and landscape, like the BYD models, but tilting horizontally by 15 degrees, either towards the driver or to the passenger. With this angled in, it does make more of a cockpit fit to the cabin and puts you in control. Equally, if the passenger is controlling the sat nav or the playlist, they can tilt it towards them and not distract the driver.

The operating system is fast and well-designed, allowing easy access to Apple CarPlay or Android Auto should you require it. I found the mapping a little basic, so using Google Maps or Waze is probably preferred. There’s also a wireless charging pad, giving you up to 50W charging for your phone.

The system includes a range of games for when you’re stationary or charging, which are pretty fun. There’s also a rest mode, which, when selected, reclines your seat, closes the blind and dims the lights, and a pet mode to keep the air con running and alert that the animal in the car is safe, should you need to leave them for a few minutes.

The really clever stuff, though, is tucked away in the camera menu, under a setting called external speaker. As you might guess from the name, these modes control an external speaker that sits in the wheel arch. Preset buttons can be used to alert pedestrians to your presence – helpful when travelling at low speed in a relatively silent EV – or even more specifically to look up from their phone. Another button alerts to your arrival – handy when picking up friends.

My favourite, though, is that you can press and hold the button to use the microphone and have your voice instantly projected outside the car, like some kind of police megaphone. Now obviously, you would only want to use this for good, but the potential for misuse is huge.

Driving the Deepal S05

Back to the specs of the Deepal S05, it comes in both rear-wheel-drive and all-wheel-drive versions. The AWD version is faster, giving you a 0-62mph of 5.5 seconds compared to 7.5 seconds, while the RWD model offers a longer range of 303 miles, compared to 278 miles.

Both models share the same 68.8 kWh battery, with a maximum DC charging rate of 200kW and an AC charging rate of 11kW. Vehicle-to-load (V2L) charging is possible from the car, to power external devices with up to 6kW, but not vehicle to home or to grid.

I drove the RWD version, and it seemed to have more than enough power. It also handled well around a salom circuit that had been set up for me on a private airfield, to really test the handling and compare the driving modes – of which it offers eco, comfort and sport, as well as the ability to turn off the traction control.

Several adjustments have been made to the Deepal S05 to make it suit European drivers, rather than the home Chinese audience, including an overhaul of the suspension system to make it firmer. Over 50mph, though, the car still becomes quite bouncy and light, even in Sports mode.

The compact SUV is perhaps one of the toughest sectors for electric cars right now, as there are a lot of strong, affordable options available. The Changan Deepal S05 will be up against models like the Kia EV3, Volvo EX30 and Skoda Elroq – all of which offer impressive specs for similarly affordable prices. When it comes down to style and tech, though, the Deepal S05 holds its own and is definitely one to consider.

Much like the promise of truly driverless cars arriving any day now, solid-state batteries have been just around the corner for years – but now they really are here.

And what’s more, the first electric cars to use solid-state batteries don’t come from luxury brands or unfamiliar startups. The first electric car to offer such a battery in the UK and Europe will be the humble MG4 EV Urban – and it’ll arrive by the end of 2026.

Described for years as the Next Big Thing for electric cars, solid-state battery tech promises to deliver faster charging, greater energy density, improved safety, lower production costs and extended battery life. Solid-state batteries are also expected to hold up better when cold, so your EV’s range doesn’t suddenly plummet at the first hint of winter.

We didn’t have MG on our solid-state battery bingo card either, but the surprise comes with a small caveat.

That’s because the MG4 EV Urban uses a battery technology called SolidCore, and technically it’s a semi-solid-state battery. It uses a new Lithium-Manganese-Oxide (LMO) chemistry, along with a semi-solid electrolyte cathode, and the result is a battery that’s about five percent liquid electrolyte, instead of the usual 20 percent for more conventional batteries used by other EVs.

Safety is improved since the solid element of each battery cell forms a protective barrier, extending lifespan and lowering the risk of damage caused by collision or an intrusion into the pack.

MG, which is owned by Chinese automotive giant SAIC, isn’t saying too much for now, other than suggesting the new SolidCore battery will offer better performance and charging speeds, especially in very cold weather. This will be good news to EV owners familiar with slow charge speeds and significant range loss in cold weather.

The carmaker hasn’t said whether the new battery will improve the MG4 Urban’s current range of 258 miles (using a traditional LFP battery). But, while a modest bump to 300 miles would be very welcome, the real gains could be in efficiency, charge time and longevity. If energy density can also be improved, that could mean MG fitting smaller, lighter and cheaper batteries to its future cars, delivering a similar range to today but for a lower price.

MG’s SolidCore battery might not be the EV revolution solid-state tech has promised for the past decade. But it’s a step in the right direction, especially for EV drivers in colder climates.

BMW has launched a new all-electric model, and it's the first saloon model to use the Neue Klasse design language. Plus, the car in question brings back a familiar name: the i3.

The i3 was one of two original electric models from BMW launched in 2013, and alongside the i8, formed the beginnings of ‘project i’. Despite being shelved in 2022, it has remained a popular choice for electric fans as a premium small car.

The new i3 looks very different from the old model, which had an individual style to it. This design feels closer to the existing 3 Series models, tying it into the range in the same way the i4 and i7 models have with the 4 Series and 7 Series.

Following the Vision

The design of the new i3 is very close to the original prototypes for the Vision Neue Klasse back in 2023, and even the original iVision Dee. This feels like a progression of the existing 3 Series, but much cleaner and with a new face, merging the grille with the twin headlights, mirroring that of the recent iX3.

It’s a modern interpretation of the classic BMW 2.5-box design, with a long wheelbase, short overhangs and that shark-nose to give the sporty character. Door handles are flush-mounted, there’s a new blue metallic paint finish, 21-inch aero wheels, and a new three-dimensional light signature on the rear gives it a unique look.

Inside, like the BMW iX3, the i3 features the new Panoramic iDrive system. This offers a unique display along the length of the windscreen in addition to the centre screen. This combines driving information – kept in line of sight for the driver – with customisable widgets that can be transferred from the 17.9-inch central screen. There’s also an optional 3D head-up display that sits above this.

The BMW Operating System X offers a full range of customisation and features the BMW Personal Assistant powered by Amazon’s Alexa+ AI technology for natural language communication.

Powering the i3

The BMW i3 features 800-volt technology and a cell-to-pack design to offer up to 559 miles (900km) of range and 400kW charging to achieve 10% to 80% in just 21 minutes, or 249 miles (400 km) of range with just a 10-minute charge. The battery supports bi-directional charging for Vehicle-to-Home or Vehicle-to-Grid delivery. It also supports the faster 22 kW AC home charging in some markets.

With dual motors (one on each axle), the BMW i3 produces 469hp (345kW) and 645 Nm of torque. There's also the option to have adaptive M suspension, BMW M Sports seats and the M Sport package, which includes blue M Sport brake callipers, a sports steering wheel and an M logo projection from the wing mirror.

The Heart of Joy is the super brain behind the driving dynamics in the new i3, while separate computers are dedicated to the automated driving and infotainment. Driver assistance systems include a Level 2 autonomous system with steering and braking assistance, plus parking as part of the Driving Assistant Plus package.

A new Soft Stop system also uses the precise control from the electric motors to slow the car more smoothly, without any jerking or brake noise. This is all taken care of through recuperation braking with the physical brake pads only being used for emergency braking or more extreme driving.

Production of the BMW i3 will start in BMW’s Munich plant in August 2026. Final price and delivery dates are still to be confirmed.

It might feel like a tired cliche to call a new electric car a Tesla rival. But Rivian is a company that shares more with Tesla than two motors and a skateboard chassis.

Like Tesla, Rivian is a tech-focused automotive startup that focuses purely on electric cars. Its vehicles boast impressive interior tech and, just like Tesla, Rivian is building its own charging service, called the Adventure Network, which aims to install rapid chargers in remote locations to encourage its customers to explore the great outdoors.

Founded in 2009, just six years after Tesla, Rivian had a slow start but by 2015 had received enough investor cash to start work on its first car, an electric SUV called the R1. This eventually became two cars with a shared electric platform: the Rivian R1S is an SUV and the R1T is a closely-related pickup truck.

Deliveries began in 2021, and now the company has its sights set on expanding both its product range and its customer base. The next car is the R2, which is still an electric SUV but noticeably smaller than the R1. After that we’ll see the even smaller R3 electric crossover, but that’s not due to land until later this decade.

The R2 is much closer to reality, with the first deliveries due to begin later in 2026. It’ll go up against the Tesla Model Y and, unlike the R1 duo, this Rivian will be coming to the UK and Europe.

A model called the R2 Performance will be available first, and initially that’ll come in a configuration called the Launch Package. It’ll be priced at $57,990 (about £45,000 before tax and other import charges), and boast a dual-motor drivetrain with 650 horsepower and a 0-62 mph time of 3.7 seconds. Super car levels of performance, in other words.

That may seem like overkill – the sprint time is only just shy of the £62,000 Tesla Model Y Performance – but more sensible versions will be along soon after. These include variants of R2 called the Premium and the Standard, and for these prices start at $48,490 (about £38,000 before tax). Then, in 2027, an entry-level version will start at just $45,000 (£34,000).

Range figures vary from about 275 miles for the Standard, to 330 miles for the Performance and 345 miles for a long-range model. That’s using the United States’ EPA test cycle, which tends to be more conservative than the WLTP version used here, so those figures could be a bit higher once Rivian crosses the Atlantic.

As well as its sleek, modern design and attractive pricing, highlights of the Rivian R2 include a tech-heavy cabin with a large touchscreen running the company’s own operating system, a smartphone app and a high-end sound system with nine speakers, two midwoofers and a pair of subwoofers.

Optional extras include a large roof tent with ladder, a fold-out camping kitchen that can be stowed in the frunk and includes an induction hob powered from the R2’s battery, and a twin mattress and duvet set. In case you hadn’t noticed, Rivian loves the idea of its customers adventuring into the great outdoors. On that note, the R2 promises strong off-roading performance – something Tesla has never really spoken about with the Model Y – while maintaining on-road comfort too.

Rivian doesn’t yet have the scale (or the share price) to match Tesla. In truth, it’s only just getting started. But just as Tesla gambled everything on the Model 3 giving it the scale to succeed, Rivian is about to attempt the same with its R2, and later the R3. It’s going to be an exciting couple of years for Rivian, and I for one can’t wait to see the R2 land here in the UK.

The ID Cross was first announced at the Munich Auto Show in 2025. Like the upcoming ID Polo, this is based on VW’s new MEB+ platform, specifically designed for smaller electric cars.

Like the Polo, the ID Cross is a city car, but it has four doors and a decent amount of space inside. It’s 10cm longer than the ID Polo and has trunk space similar to the ID.4. However, it remains significantly smaller than the ID.3 or the Golf. In fact, it’s 400kg lighter than the ID.3 and is due to be much cheaper too.

Though the global release isn’t until later this year, we already know most of the specs. This is a front-wheel drive car, so the electric motor is positioned in front of the driver, much like a traditional engine. This generates 155kW of output, which is around 207 bhp, and 290 Nm of torque, making it pretty nippy.

A larger, comfier Polo?

In addition to this ID Cross and the ID Polo, there is also an ID Polo GTI coming, which will be the hot hatch model. The ID Cross is more of a family option. Here, economy is the more important metric, and with a choice of a 37kWh or 52kWh battery. This provides a range of up to 312km / 193 miles for the smaller battery and 436km / 270 miles for the larger battery. Importantly, that means up to 5.2 miles per kWh.

The batteries are also fast charging, with a maximum of 90kW for the smaller battery and 105kW for the larger battery. VW says it has reduced the maximum speed slightly but improved the charging curve, allowing it to maintain a faster charge for more of the charging time. This means it can go from 10% to 80% in as little as 24 minutes.

Bi-directional charging is also possible from these batteries, allowing vehicle-to-grid and vehicle-to-load to power your gadgets on the move, with up to 3,600W via an adaptor.

Topped up with tech

As you might expect, there’s plenty of tech on the ID Cross too. There’s the IQ lights, offering intelligent headlights, while the driving system benefits from Park Assist and what it calls the connected travel assist system. This uses swarm data, with excellent lane-keeping functionality and even the ability to detect traffic lights, bringing the vehicle automatically to a stop when using the level 2 autonomous driving function.

Inside the car, the screen layout is similar to the ID Polo, with a 13-inch centre screen and a smaller 10.25-inch driver display behind the wheel. There’s a new steering wheel too, with lots of manual buttons.

The real showpiece, though, is the retro display mode, which turns the driver's screen into a copy of the Mark 1 Golf instrument panel, and the centre screen into an equally 1980s-designed panel, complete with cassette tape graphic for your music and an old-style fuel gauge and odometer.

On the road

I was given the chance to take one of the prototype versions of the ID Cross out on the roads of Amsterdam to see how the car performs. Despite being one of the smallest models in the fleet, the car feels spacious inside and offers a comfortable driving position. While you’re not high up like an SUV, it gives plenty of vision of the road.

The first thing I really noticed was the power of the ID Cross. Without feeling sports car fast, it was hugely responsive when you put your foot on the accelerator, allowing me to nip through the heavy morning Amsterdam traffic and head out of the city.

The ride is solid but not too firm; there was very little body movement taking the car around corners and roundabouts. Taking the car over speed bumps, there was enough response to save shaking you in your seat, and a little extra bounce as the springs returned. It’s certainly a well-balanced system between firmness and comfort.

Connected Travel Assist

I tried out the adaptive cruise control features on the ID Cross, which include lane positioning and traffic light response. I was really impressed at the lane positioning here, even when taking sharper bends, it kept the car well placed, with only minimal pressure from my hands on the wheel. A lot of cars now offer lane positioning, but few feel as confident as this.

The traffic light recognition is a really nice touch for those wanting to use the level 2 autonomous functions in a city environment. A traffic light symbol appears on the driver's display when it’s spotted, and if it’s a red light (or amber) it will slow the car down to a stop, even without a car in front. When the light turns green, it notifies you on the dashboard, but it needs a gentle press on the accelerator to allow it to move on.

Only once did this system get slightly confused when it spotted a red light on a filter lane, but a press on the accelerator easily overrode the car slowing down, and we carried on as normal. This, of course, was still a prototype system, so there are still tweaks to be made.

With the extra space, solid drive and amount of tech on board, the ID Cross looks like it will be a winner when finally released later this year. While UK prices are yet to be confirmed, in Europe it will start from €28,000, going up to around €40,000 for the fully specced model.

The Mercedes VLE is an all-electric van picking up where the V-class has left off, but it's more than that. While the new model comes in a range of different configurations, at its best, it becomes a grand limousine offering more luxury than even the company's S-Class.

It's certainly more MPV than van, with seating arrangements for between 5 and eight people. From bench designs to the new Grand Comfort Seat, which offers both a massage function and calf support, letting you sit back and relax like being on a business class plane seat.

Providing the entertainment in the rear is not the usual seat-mounted 12-inch screens – here you get a retractable 31.3-inch panoramic screen with 8K resolution. This covers the full width of the car and can offer either one large screen or a split screen option for the two passengers. This is similar to the screen seen in the back of the BMW i7.

The entertainment isn't limited to the back seats, however. In the cockpit, you get the MBUX Superscreen, which combines a 10.25-inch and two 14-inch displays and features the MBUX virtual assistant, plus a head-up display. This is paired with premium sound from Burmester 3D surround sound system with a total of 22 speakers onboard.

With 800V architecture, the VLE's 115kWh battery offers fast charging at up to 320kW and a total range of up to 434 miles. It also supports bi-directional charging for both vehicle-to-home (C2H) and vehicle-to-grid (V2G) systems to return energy from the VLE.

The VLE also features a sky view panoramic glass roof, Airmatic air suspension and rear axle steering. I also love the fact that both the Standard and Exclusive line versions feature a standing star on the bonnet – a feature reserved for Mercedes premium vehicles.

Prices are expected to start around £80,000 / $110,000, with an on-sale date expected in 2027.

Xiaomi's new car design looks good enough to rival the finest hypercars on the planet, so it's almost a shame that the only roads the Vision GT will be burning up will be in a game.

Designed to feature in Gran Turismo 7, one of the best driving games around today, Xiaomi will join the esteemed list of manufacturers to add a concept car – or vision – to the game. That's not to say that this car hasn't undergone the same rigorous design process as a real car.

This work was a partnership between Xiaomi's European automotive design studio and China, and puts extreme focus on the aerodynamics of the Vision car. Described as being sculpted by the wind, it features integrated airflow channels in the chassis, an active underfloor and hollow tail lights at the rear. The floating teardrop design enlists every part of the design to have an aero function, rather than aesthetics.

The rear of the car looks more like a luxury yacht. Around the tail lights, tiny holes generate airflow to push the dirty air away from the car to reduce drag in what it fittingly calls the active wave control system.

A special Voltex wheel cover fits flush with the tyre, with a magnetic system to keep it still while the wheels are in motion. Inside the cover, a turbo fan directs airflow for brake cooling. All of this results in a drag coefficient of 0.29 and a downforce of -1.2.

Inside, the cockpit is designed to be both a hypercar in styling and as comfortable as racing from your sofa. Xiaomi's intelligence assistance, Pulse, is built into the dash and interacts using sound and light. The Hyper OS has also been reimagined for driving use, while the X-shaped steering wheel features both a digital display and physical buttons.

The Xiaomi Vision Gran Turismo is due to be added to the game this September, but in the meantime, you can drive the Xiaomi SU7 Ultra. With such a good-looking and thought-out design, it's a shame there won't be a real-world version of the VGT, at least beyond the full-size model.

I got to see this in person at this year's Mobile World Congress in Barcelona, and it looks just as impressive in real life. While the SU7 and YU7 models are also impressive, the VGT is a strong sign that Xiaomi cars are going to get even better in the future.

Whether you're a driver by necessity or a real petrol head, there's nothing that divides opinion more than the electric car. While the motor industry is undergoing the biggest change in 100 years, hybrid and battery-powered vehicles have their pros and cons.

EV fans up until recently, have been early adopters who also love advancing tech, wanting to try something new before everyone else. The payoff has been huge savings in fuel costs, more performance and next-gen entertainment options inside. However, those doubters see limited range, poor charging infrastructure and driver character as reasons to resist the change.

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Lamborghini is the latest luxury car maker to rethink its plans for electrification, as the battery-powered Lanzador due out in 2028 is shelved.

The Italian supercar company decided to cancel a fully-electric version of the Lanzador at the end of 2025, with chief executive Stephan Winkelmann making the news public this week.

A plug-in hybrid version of the radical SUV-coupe is now being planned for 2029, which will be six years since the Lanzador was first revealed as an electric concept.

I was among a handful of journalists who drove that concept car back in 2023. While essentially just a show car with a crude, low-power electric drivetrain beneath the wild bodywork, the Lanzador demonstrated what a 1,300-horsepower Lamborghini EV might look and feel like.

The idea of the car – plus its proportions, styling and interior – impressed me greatly. But there was always a nagging doubt about how an electric Lamborghini would stir the soul of its driver without the hallmark exhaust note.

This concern was brought into sharp focus when Lamborghini's own press event announcing the EV was interrupted by the sound of a supercar passing by outside. The question that didn’t need asking was, how can an electric Lambo catch the attention of a room full of petrolheads like that mystery passer-by did? The answer, now clear for all to see, is that it can’t.

• Best EVs: putting this year’s top electric cars to the test

Speaking to The Sunday Times, Winkelmann said demand from Lamborghini customers for an electric car was “close to zero”. Instead of investing any further into an EV, Lamborghini will now focus on offering an entirely hybrid product range by 2029, comprising four distinct models.

These are expected to include revisions of the current Temerario and Revuelto supercars – both of which are already hybrids – along with the Urus SUV and a new model related to the Lanzador concept.

Speaking to Wired, the Lambo boss added that, after questioning dealers and analysing customer data, “it was clear not only that the acceptance of full electric cars is flattening worldwide for our type of cars, it’s going almost to zero – if not to zero.”

This is an increasingly common theme across the luxury car and supercar landscape. While cheaper electric cars are gaining in popularity, thanks to successes like the reborn Renault 5, and SUVs like the BMW iX3 and Volvo EX60 are now breaking through the 500-mile range barrier, electric sports and supercars are practically a non-starter.

Mate Rimac admitted in 2024 that his company’s Nevera electric hypercar had sold poorly and won’t be succeeded by another EV. Porsche – with its all-electric Boxster and Cayman sports cars waiting nervously in the wings – has lost billions of euros to weakening electric car sales. Bentley has delayed its plans for going all-electric by five years.

Aston Martin and McLaren are both yet to say when their first EVs might arrive, if ever. Maserati recently cancelled plans for an electric version of its McPura supercar due to a lack of demand. Bugatti's next car, the Tourbillon, will be a hybrid with a V16 engine.

Ferrari has quickly become the outlier, soldiering ahead with its all-new Luce. A four-seat EV with an interior designed by Sir Jony Ive, a dual-motor powertrain with over 1,000 horsepower, a trick sound generation system likened to a guitar amp, the Luce will be revealed fully in May.

Ferrari had probably once hoped it would be entering a vibrant market of luxury, high-performance EVs. But instead, the Luce is about to show the world whether a supercar company can succeed without cylinders, or not.

Get ready for yet another Chinese car brand to make its debut in the UK, as Jaecoo and Omoda gain a sibling called Lepas.

These brands are all part of Chery, an automotive giant best described as China’s answer to the Volkswagen Group.

You will have undoubtedly seen a lot of Jaecoo 7s around recently, and probably a fair few cars from Omoda too – so you can expect to spot more than a few Lepas once UK deliveries of the L8 begin in the third quarter of 2026.

What is the Lepas L8? Like its siblings from Jaecoo and Omoda, it’s a plug-in hybrid SUV that promises a lot of electric range and a high-tech interior. Lepas’ UK arm is light on detail for now, but it’s likely that we’ll see an L8 with the same plug-in powertrain as that sold in Indonesia, which it shares with the hugely popular Jaecoo 7.

That car pairs a 1.5-litre, four-cylinder petrol engine with an electric motor and an 18.3 kWh battery pack. Total output is a modest 204 bhp, but maximum electric-only range is 56 miles, so for many drivers that’ll mean the daily commute and local errands are completed without using the engine at all.

All three brands – Jaecoo, Omoda and Lepas – share the modular T1X platform, so similarities between their respective cars go beyond the powertrain. The Lepas L8’s cabin layout will be familiar to anyone who has driven a Jaecoo 7 or Omoda 9, with a large, portrait-oriented central touchscreen, plus a smaller, letterbox-shaped display behind the steering wheel.

The Lepas brand gets its name by combining Leopard, Leap and Passion. No, really. And it says it has been created “to resonate with those seeking authenticity, intelligent design, and a bold, elevated everyday experience.” Although it’s starting with just one model, Lepas says it is making “a long-term commitment” to the UK market. Further details about the L8, plus technology highlights, dealership network plans and future models, will be revealed later in the year.

Although not yet confirmed, it’s likely that Lepas will bring its L4 and L6 cars to the UK too, providing the L8 is well received, with fully-electric versions expected alongside plug-in hybrid variants.

The biggest launch in Polestar's history is coming this year. The Polestar 5 is a luxury grand tourer that is set to elevate the already premium EV maker to new heights. But that's just the beginning. Over the next three years, the Swedish carmaker is planning four new models, including one completely unexpected offering.

Off the back of its best sales year to date, the upcoming lineup shows that it has big ambitions in the electric car market. In a world where Tesla has fallen largely out of fashion, it could be onto something.

Later in 2026, the recently released Polestar 4 is set to gain a new variant, providing more versatility to the model. The company's most popular model has divided opinion with its lack of a rear window but offers a huge amount of rear space in return.

• T3's best EVs to buy

The entry-level model, the Polestar 2, is due for a successor in early 2027. The 2 is the model that really launched the brand globally, and was its first fully-fledged EV. It's not clear whether it will retain the 2 model number or get its own number.

The big news, however, is that there will be a Polestar 7 coming in 2028. This will be a compact, premium SUV. "With Polestar 7, we are entering the largest EV segment in Europe, the compact SUV segment, which accounts for approximately one-third of total BEV volumes in 2025. We are convinced that we can offer customers a progressive, performance-driven car for a very attractive price point, built in Europe," says Polestar's CEO, Michael Lohscheller.

With the recent release of models such as the Volvo EX60 and the BMW iX3, the compact SUV market does seem to make sense, though it will be interesting to see how this differs from the Polestar 4, which is more of a crossover model.

Deliveries of the Polestar 5 are expected to start this summer. There's currently no new updates on the Polestar 6, the electric roadster that was originally slated for a 2026 release.

It’s time to rethink everything you thought you knew about modern car technology and interior design. That, plainly, is the mission statement projected by Ferrari, Sir Jony Ive and Marc Newson with the new Luce.

This is Ferrari’s first all-electric car – you’ll remember T3’s coverage of the EV drivetrain technology, called Elettrica, in late-2025 – and ahead of the exterior reveal in May we now know what the interior will look like. And it’s nothing short of extraordinary.

Designed with substantial input from LoveFrom, the Californian design agency headed by Ive and Newson, it’s completely devoid of the glossy black plastic every other car company is obsessed with, the Ferrari Luce’s cabin is one of leather, glass and aluminium.

The steering wheel – inspired by that of Ive’s own Ferrari 250 GT Europa – has aluminium spokes and a thin leather rim. There are buttons for indicators, like on all other modern Ferraris, along with two modules housing switchgear for the Luce’s drive modes, wipers, suspension, cruise control and safety systems. None are touch-sensitive.

Behind the wheel are a pair of long, elegant shift paddles, also made from aluminium. Reminiscent of gear shifters, these are instead used to interact with the Luce’s clever torque delivery system. Although yet to be fully demonstrated by Ferrari, Luce drivers will be able to pull the right-hand ‘+’ paddle to increase motor torque, and pull the left-hand ‘-’ paddle to alter the regenerative braking system. The paddles use magnets to be as tactile as possible.

Sunk into the dashboard itself is the driver display. The shape, dial design, colours and font will immediately remind Ferrari fans of icons from the back catalogue, like the F355, 550 Maranello and F50. To my eyes, the speedometer and power font seems to have come directly from the F40, and that’s no bad thing. The dials blend old and new by sitting physical dials atop OLED displays, then using special lenses to create a parallax effect, giving a sense of depth when viewed from an angle.

Shift your gaze to the centre of the Luce’s cabin, and you’ll be greeted by an iPad-like touchscreen. But, again, this is a far more considered approach than simply sticking a tablet to the dashboard. The centre section is indeed a touchscreen that can run Apple CarPlay (although, it appears, not CarPlay Ultra) and give access to more granular vehicle settings. But below that is a set of beautiful aluminium toggle switches for cabin temperature, seat heating and fan speed.

The top of the central screen includes a display for vehicle data – drive mode, power delivery, speed – and what Ferrari calls the multigraph. Like the speedometer, this also combines an OLED dial with an analogue hand to act as a clock, stopwatch or compass. It’s controlled by a pair of buttons on the side of the housing, and automatically displays a five-second timer when Launch Mode is activated.

Which brings us neatly to the Luce’s roof-mounted switchgear. Like you’d find in a helicopter or a fighter jet, this panel included toggle switches for the lights and heated windscreen, plus a large aluminium handle that engages Launch Mode (and glows orange) with a pull.

Next is the centre control, which sits between the two front seats and stretches rearwards to the passengers behind. Those in the back seats have access to their own air vents, climate controls and a display showing speed, drive mode and power delivery.

At the front, the console houses the Luce’s gear selector, which is unlocked and primed for action when the key fob is inserted into a slot beside it. The fob has the famous Ferrari logo on its front, but instead of being painted on this is actually an e-ink display. When inserted into the centre console, the yellow of the fob fades to black, then seemingly flows into the gear selector, which then glows yellow to show the car is ready to go.

Make no mistake, this is a ground-up reimagination of how a modern car interior should work. It’s the reset that much of the industry badly needed, and proof that car controls don’t have to live buried within pages of touchscreen submenus. It’s also a beacon of hope for electric sports and supercars – proof, seemingly, that even a Ferrari without an engine can still be an event.

Add all that lovely switchgear to Ferrari’s clever, gearbox-like torque delivery tech, plus a sound generation system it has yet to fully explain, beyond likening it to the amplifier of an electric guitar – and the Luce is shaping up to be the most interesting new car of 2026.

Want more? The exterior (plus, hopefully, the sound, performance and price) will be revealed in May.

Imagine being able to charge your electric car from 10% to 80% in 10 minutes instead of 30. That’s the claim of a British startup called Hydrohertz – and it says it has the technology to make such charge speed a reality.

Currently, a major concern among EV drivers – and those yet to be convinced about electric cars – is that charge speeds published by manufacturers are not always achievable. Like the maximum claimed range (and MPG figures for petrol and diesel cars too, of course) these represent a best-case scenario.

This usually means an EV with a battery that is low on charge, but also warm and ready to take on electricity in the most efficient way possible. But that isn’t enough to hit headline charge times, because ambient temperature plays a role, and so too does the charger itself. It might be labelled as a 350 kW charger, and you’d rightly assume that will give your car capable of 300 kW charging the maximum-possible boost. But, again, real-world performance can vary.

In some cases, the difference between claimed charge rate and reality can be significant. Research conducted by What Car? in 2025 found some cars charged at just 37% of their claimed maximum speed. Similar research by The Times found that EVs “barely ever” reach their full charge speed during normal use. Add this to a claim that 83% of UK electric car drivers encountered difficulties when using public chargers in the year to April 2025, and clearly, more needs to be done to improve the charging experience.

Focus on charge speed specifically, and there are many factors at play. As well as the charge level and temperature of the battery, charge speed is affected by the age and overall health of the battery. If the charge station uses load-sharing to split its power between other EVs using neighbouring chargers – or between other local infrastructure – this can also cut charge speed.

Temperature management is a primary concern, since it plays a key role in restricting charge speed to protect the battery – and for that, Hydrohertz believes it has a solution. It’s called the Dectravalve, and it’s described by its makers as a “revolutionary multi-zone valve system designed to transform the way thermal energy is distributed and managed across complex systems.”

At its core, Hydrohertz says, the valve “enables precise, independent control of thermal flow to multiple zones from a single inlet source. Whether used for heating, cooling, or energy recovery, it intelligently directs flow to where it’s needed and nowhere else.”

For electric cars, this means the potential to keep a battery cooler – and in its ideal operating window – while being charged. Cold batteries charge slowly, but so do batteries that become too hot, so using a valve like this could help regulate temperature, allowing for higher charge rates and reducing charge time. Whereas EV batteries currently regulate the temperature of the pack as a whole, heating or cooling the entire battery as one, an EV equipped with this technology could split its battery into zones and manage each according to its temperature.

During a charge session, the car could direct more effort into cooling the cells within zones of the battery that heat up first. This keeps the entire battery pack at a consistent, optimum temperature instead of throttling back the charge rate because a portion of the battery has become too hot.

Hydrohertz says today’s EVs see their battery cells reach 56C, with a peak difference of 12C across the pack. With a Dectravalve, the EV could focus its cooling efforts on only the hottest parts of the battery, keeping the charge rate higher for longer.

The technology has been independently tested by Warwick Manufacturing Group, and with a 100 kWh LFP (Lithium Iron Phosphate) battery the hottest cell reached 44.5°C, while the temperature difference across the pack was just 2.6°C. The same test showed how EV charging times could be cut by 68%, reducing the time of a 10%-80% top-up from 30 minutes to just 10 minutes, when using a 350 kW charger.

And, since the entire battery pack is kept at its optimum temperature during the charge, driving range could be increased too, by 10% or even up to 25% in cold climates. The battery-agnostic tech could also see batteries last longer, since they are kept within their optimum operating range and not subjected to temperature extremes with each use of a high-power charger.

Paul Arkesden, CEO of Hydrohertz, said: “The automotive industry has been waiting for battery technology to catch up with consumer expectations, but progress has been slow and expensive. A new chemistry can take a decade to develop and require billions in investment. What we've done is take a different approach – we've dramatically improved how existing batteries perform by perfecting the thermal management of them.”

Arkesden continued: “This is a cost-effective solution that delivers game-changing results: consistent 10-minute charging, longer range, extended battery life, and enhanced safety. For OEMs, this means better, more useable EVs now, without waiting for the next generation of battery technology. But when that technology does arrive, Dectravalve will optimise it too. The impact for both car makers and consumers is set to be transformative.”

Beyond electric cars, Hydrohertz says its patented Dectravalve could work with household heating systems too. It is currently working with the University of Nottingham to explore how dynamic thermal zoning could reduce household energy usage by up to 30 percent. Elsewhere, it could also be used across aviation, marine, rail, data centres and precision agriculture, the company says.

For now, it’s the potential for reliably faster EV charging that has the potential to be a game-changer. Plugging in for 10 minutes instead of 30 brings EV refuelling much closer to pumping petrol or diesel; this in turn means less time spent parked at the charge, shorter wait times, fewer frustrating queues and many more customers per charger per day.

Chinese car companies have landed in the UK with astonishing speed. Just a couple of years ago, you’d be hard-pressed to spot a BYD on the roads here, let alone find someone you know who owns one.

But now, with over a dozen Chinese brands selling a whole bunch of electric cars and plug-in hybrids – often for less money than their European and American rivals – sales here are booming. In fact, with Chinese car sales almost doubling in the UK in 2025, compared to the previous year, we’re already seeing brands like BYD and Jaecoo overtake the popularity of their century-old rivals.

And, with more interest than ever on plug-in hybrids capable of driving many miles on battery power alone, Chinese PHEVs like the Jaecoo 7, Omoda 9 and BYD Seal U DM-i are proving hugely popular. Full-electric sales have also surged, with BYD chasing down Tesla and China-owned MG also being hugely popular with UK drivers.

This trend is set to continue in 2026, as more Chinese brands land in the UK with EVs and plug-in hybrids ready to take on the establishment. Below, I’ve rounded up some of the most significant Chinese cars on sale in the UK.

BYD

Probably the most recognised Chinese car brand in the UK, BYD is a giant. It overtook Tesla in 2025 as the world’s top seller of electric vehicles, delivering over 2.2 million cars globally. It also built a couple of million hybrids last year too, and holds around 20 percent of the global plug-in car market.

BYD’s UK offering starts with the sub-£19,000 electric Dolphin Surf, which has a range of between 137 and 200 miles, depending on battery size and spec. It’s a compact electric city car that’ll become a rival to Volkswagen’s new electric Polo when that car lands later this year.

BYD also sells the £30,000 Dolphin (265 miles of range), the similarly but newer Atto 2, the £38,000 Atto 3, the £45,000 BYD Seal (354 miles of range), and the £47,000 Sealion 7 (300 miles). Alongside these electric cars, BYD sells a range of plug-in hybrids, including the £33,000 Seal U DM-i and £34,000 Seal 6 DM-i. Both offer a few dozen miles of electric-only range, so have the potential to slash your monthly fuel bill if charged up at home on a cheap overnight tariff.

My picks of the BYD bunch are the Seal electric saloon, and the Seal U DM-i plug-in hybrid SUV.

Chery

Founded in 1997, Chery is also one of China’s largest car companies, selling millions of vehicles annually worldwide. Like how the Volkswagen Group includes other brands, like Audi, Porsche, Bentley and SEAT, Chery produces its own cars while also overseeing fellow Chinese brands Omoda and Jaecoo – more on those below.

The Chery Tiggo arrived towards the end of 2025 with a range of petrol and hybrid SUVs. Prices start at just £25,000 for the Tiggo 7, rising to £30,000 for the Tiggo 7 Super Hybrid, which pairs a 1.5-litre petrol engine with an electric motor and an 18.4 kWh battery – a very similar setup to other members of the Chery family. Electric range is a claimed 56 miles and total range is 745.

Above this sits the £28,500 Tiggo 8 and £33,500 Tiggo 8 Super Hybrid, and the flagship Tiggo 9 Super Hybrid, which starts at £43,000. That car promises up to 87 miles of electric range from a large, 34.5 kWh battery, and about 650 miles when the engine is used too.

Omoda

As of early 2026, Omoda sells four car models in the UK. These are the Omoda 5 hybrid, Omoda E5 EV, Omoda 7 SHS hybrid and the Omoda 9 SHS hybrid. Prices start at £23,990 for the Omoda 5 hybrid, increasing to £32,000 for the Omoda 7 SHS hybrid, £33,000 for the electric Omoda E5, and £45,000 for the range-topping 9 SHS hybrid.

The latter is particularly interesting, since it promises a total range of over 700 miles from its combination of 1.5 litre petrol engine and large, 34.5 kWh battery. Keep it in EV mode and it’ll manage a claimed 93 miles without using the engine at all.

In 2025 I drove an Omoda 9 SHS from the North Kent coast to the Lake District and back – a distance of over 660 miles – without refuelling or charging the battery. The car performed very well, impressing with loads of kit fitted as standard, a massive 1.3-metre panoramic roof, and a spacious interior. Ride quality isn’t the best, and the infotainment is a weak point (a common complaint from many Chinese cars at the moment), but there’s no denying the value for money, both in terms of purchasing and running. Plug it in at night, and you could go weeks at a time without burning a drop of petrol.

Jaecoo

Keep seeing a car that looks a bit like a Range Rover Velar? That’ll be the Jaecoo 7, a Chinese SUV that looks a lot more premium than its £30,000 price tag suggests. The plug-in hybrid 7 SHS model is £5,000 more, but for that you get an 18.3 kWh battery to give the 1.5-litre petrol engine a helping hand. The result is a claimed maximum range of 745 miles, or a very usable 56 miles of pure-electric driving.

As with the Omoda 9 SHS, a Jaecoo 7 plugged into a charger each night could likely manage your commute and any local driving chores without using any petrol at all.

I spent a weekend with one last year and, aside from the infuriating infotainment – including door mirrors that can only be adjusted via a sub-menu of the touchscreen – it’s a perfectly good family car. Throw in a set of nice paint options, a pano roof, the ability to fast-charge the battery from 30 to 80 percent in 20 minutes, and a bunch of drive modes for light off-roading, and it’s easy to see why the Jaecoo is so popular.

Leapmotor

Founded in 2015, Leapmotor is a comparative newcomer in its own right, but comes with the reassurance of being part of the massive Stellantis automotive group, which also includes Citroen, Fiat, DS, Jeep, Peugeot, Maserati, Alfa Romeo and Chrysler, among others.

There are three all-electric Leapmotor cars available in the UK from now, starting with the £16,000 T03 citycar, which can be had for just £169 a month and has a claimed range of up to 165 miles.

Above this is the £31,500 B10, an SUV with up to 270 miles of range, and the current flagship is the C10, which starts at £36,500 and has a range of 263 miles. Kit included as standard with the C10 includes over-the-air software updates, a 14.6-inch touchscreen, a wireless phone charger, ambient lighting, electric front seats, and a panoramic glass roof. Leapmotor says its new B05 coupe and B03X SUV are both coming to the UK later in 2026.

Geely

You’ve probably heard of Geely, but as the owner of other car companies rather than a vehicle manufacturer in its own right. Founded in 1986, its stable currently includes Volvo, Polestar, Lotus, Zeekr, Lynk & Co, LEVC (makers of London’s electric taxis) and Geely Auto.

Geely’s UK offering is currently limited to the EX5, a mid-size electric SUV with a claimed range of 267 miles and priced from £31,990. This will be joined in February 2026 by the Starray EM-I, a £30,000 hybrid SUV that promises up to 84 miles of electric range and 618 miles of total range.

Changan

Changan is another brand you might be less familiar with. Its cars are new to the UK market, but the company began producing vehicles in the mid-1980s, made over 2.5 million in 2025, and has had an R&D centre in the UK since 2010.

As with some other Chinese car makers, Changan is a group made up of several brands, including Deepal, Avatr, Changan Auto and Changan Neo. Its UK operation currently sells the Deepal S07, a £40,000 electric SUV with a claimed range of up to 295 miles.

As with many other Chinese SUVs, the S07 has generic styling on the outside and a minimalist cabin on the inside, complete with large central touchscreen and a surprising amount of kit for the price. This includes the 15.6-inch touchscreen, plus heated and ventilated front seats, a head-up display and a large panoramic glass roof. Changan's second UK model, the Deepal S05, is due to arrive in the UK in early 2026.

Xpeng

You might have already seen the Xpeng G6, since it’s been on sale in some European countries for a while now. A face-lifted version is marking Xpeng’s UK debut in February, and it’ll go head-to-head with the Tesla Model Y.

Both are somewhat amorphous, but these days cars are sold on their spec sheet as much as their design – probably more so – and in that regard Xpeng is onto a winner with the updated G6. There’s a promise of a maximum charging speed of 451 kW, which is enough to fill the 80.8 kWh battery from 10 to 80 percent in just 12 minutes, if you can find a charger that’s powerful enough. Total range is a claimed 326 miles.

The ride isn’t great, the touchscreen and infotainment system generally are a step below where they should be, and the design is somewhat forgettable. But with prices starting at £39,990, it’s good value for a proper, grown-up sized electric SUV with good range and the promise of incredible charge speed.

GWM Ora

Remember the Funky Cat? That’s what GWM called its electric hatchback before someone suggested it might be considered a daft name by us Europeans. So, like how BYD pivoted away from writing “Build Your Dreams” on the back of its cars, the Ora Funky Cat was renamed the Ora 03.

It looks a bit like a Mini, but is actually quite large and, at just £21,245, feels like good value. GWM (which stands for Great Wall Motors) states an official range figure of between 192 and 261 miles depending on which battery you go for, and to help reassure buyers there’s a five-year, unlimited mileage warranty.

GWM also sells the Haval Jolion Pro – a hybrid SUV that starts at £21,995 – and the POER300 pick-up truck.

MG

You’ll probably know the story here. Storied British sports car maker MG is now owned by Chinese state-owned giant SAIC Motor, and produces a range of well-regarded EVs and hybrids. Starting at under £20,000, these include the MG3 citycar, MG4, which is popular among Uber drivers, the MG IM5 saloon and MGS5 SUV. The flagship is a total departure from the rest of the range, in the form of the MG Cyberster, an electric, two-seat convertible sports car with supercar-like performance, vertically-hinged doors like a Lamborghini, and a £55,000 price tag.

But wait, there's more to come...

We’re not done just yet, because there are several other Chinese car brands due to arrive in the UK soon. These include a couple of firms that began as technology companies, and a couple of brands that come from the massive BYD group.

Xiaomi

An absolute giant of the Chinese market, Xiaomi is far more than just a smartphone and consumer tech company. It also sells household appliances, luggage, tools, grooming products – and, in China, cars.

Xiaomi’s SU7 saloon and YU7 SUV have sold in enormous numbers since arriving just a couple of years ago. It delivered over 400,000 vehicles in 2025, and claimed to receive 300,000 pre-orders for its YU7 in a single hour. Meanwhile, the Prodrive-modified SU7 Ultra produces 1,500 horsepower and set a new electric lap record at the Nurburgring.

Prices in China start at the equivalent of just £25,800 for the S7, rising to around £34,000 for the larger YU7. Xiaomi says it plans to start selling cars in Europe (and potentially the UK) from 2027.

Denza

Part of the BYD brand stable, Denza is expected to launch in the UK in mid-2026. Taking aim at premium brands like Audi, Denza will arrive with three cars, called the Z9 GT, D9 and B5. The former is a sleek EV similar in profile to the Porsche Taycan Sport Turismo, while the D9 is a plush minivan and the B5 is rugged off-roader powered by a plug-in hybrid drivetrain.

Prices are expected to be in the £50,000 to £75,000 range, suggesting Denza (and owned BYD) isn't afraid of going up-market and directly challenging, instead of merely undercutting, the European establishment.

Yangwang

Finally, another BYD brand called Yangwang could also appear in the UK soon. You might recognise a couple of its cars, since they have been shown off at the Goodwood Festival of Speed for the past couple of years.

The Yangwang U8 is a huge, Land Rover Defender-rivalling hybrid SUV with massive performance and the ability to float – and act as a boat – for up to 30 minutes. Handy if you’re caught in a Chinese flash-flood, but perhaps less useful in Milton Keynes.

Lastly, there’s the Yangwang U9, an all-electric hypercar that produces up to 3,000 horsepower in Xtreme spec. Yes, you read that correctly. Double the power of a Bugatti Chiron. Even in standard guise it’s said to pack 1,200hp and a circa-two-second 0-60 mph time. Range is a claimed 280 miles, and in China it costs just £200,000.

Stuck charge cables are a common concern among electric car owners, especially when using unfamiliar charge stations.

This is why manual release mechanisms exist, helping drivers unlock a stuck charge cable when a software issue causes a communication error between the car and charger. I’ve had this happen a couple of times, with different EVs, and resorted to rummaging in the boot for the manual release handle.

The new feature arrived in late-January as part of Tesla’s 2026.2.3 software update, and now means charging can be stopped – and the charge cable released – with a pull of the rear passenger door handle.

Tesla’s release note for the update states: “Charging can now be stopped and the charge cable released by pulling and holding the rear left door handle for three seconds, provided the vehicle is unlocked or a recognised key is nearby.”

The update has started to arrive with Model 3 drivers in the US, and should roll out internationally soon afternoon.

Tesla’s note continues: “This is especially useful when the charge cable doesn’t have an unlatch button. You can still release the cable using the vehicle touchscreen or the Tesla app.”

I like Tesla’s logic here, since the left rear door handle is the closest to the charge port, which on a Model 3 sits inside the light cluster of the same corner. Therefore, if the charge cable isn’t being released, you can simply pull on the door handle for three seconds and, if the car is unlocked or key is nearby, it’ll release the cable.

Hopefully, this will override any confusion between the car and a misbehaving charger, and acts as a handy backup if the release button of Tesla’s own chargers also refuses to play ball. What this is not, is a way to physically disconnect from a stuck charger. For that you’ll still have to open the boot and pull on the manual release – a last-resort mechanism that should only be used when all other options have failed and, crucially, when the car is not charging.

The Volvo EX60 is the last of the Scandinavian automakers’ models to make the move to full electric power. Like the larger EX90, the EX60 is based on the former XC60 mid-size SUV, with some gentle tweaks to the exterior design to increase the aerodynamic elements and give it a more modern look. The grill is now solid, with just the badge and single crossbar in its place, and the lights are the new segmented LEDs, like on the EX90.

This is no copycat EV, though. The EX60 actually leads the pack in terms of performance and features, with some of the most impressive tech specs seen on an electric car to date. It offers an astounding 503 miles (810km) of range and 370kW fast charging from its top variant. This puts it just beyond the ranges of the latest BMW iX3 and Mercedes-Benz CLA, and the best in its class.

What really surprises, though, is the tech onboard. The EX60 is based on the latest Volvo Superset tech stack and features the Nvidia Drive AGX Orin, designed for autonomous vehicle and driver assistance applications. It also uses a Qualcomm 8255 CPU, which enables ultra-fast processing and allows for an AI-powered in-car experience using Google Gemini.

Built for all roads

There are three variants of the Volvo EX60, with differing motors and battery sizes. The base level P6 is a rear-wheel-drive model with 374hp and an 83kWh battery; the P10 is an all-wheel drive model with front and rear motors, giving 510hp and a 95kWh battery, while the top spec P12 model is also all-wheel-drive and has 680hp and a 117kWh battery.

If you’re looking to take your EV off-road, there’s also a Cross Country version of the EX60. This comes in the P10 variant, with a P12 version set to follow later, and sits 20mm higher than the regular EX60, and can raise another 20mm thanks to the air suspension. This model features wider wheel arch claddings and black door mouldings to give it a more rugged look, and a brushed stainless steel skid plate underneath.

"It's one car and two flavours," says Akhil Krishan, Volvo's Product Line Owner for the 60. "The visual design that the Cross Country brings, people are very excited about that."

Immersive sound

As with other recent Volvo models, the EX60 offers a premium Bowers & Wilkins sound system. This 28-speaker system offers three more speakers than the EX90, and features speakers in all four headrests in addition to full Dolby Atmos support. Apple Music is pre-installed directly in the car’s operating system, too, allowing you to play immersive Spatial Audio tracks from the service.

Talk to me

Google Gemini is generally considered to be the current leader in advanced AI assistance and comes fully integrated into the Volvo EX60. This is the first Volvo to launch with Gemini and one of only a few to offer it natively. Of course, you can access Google Gemini through Android Auto on your phone, but the experience right now is far from perfect.

"It's important for us to do technology that brings meaningful value to consumers," says Krishan. "Gemini is AI that actually adds value. You can have natural conversation, you can mix languages, you can ask it to do complicated commands. It's a tech that will get better over time."

Here, Google Gemini can be used to control the majority of in-car functions, from heating to navigation. Using natural language, it is also able to cross-reference requests between your apps, for instance, allowing it to find the address of a hotel in your email and input it into your navigation.

Thanks to the Nvidia Drive AGX system, the EX60 offers a new Navi Pilot Assist. This provides advanced level 2 autonomy, with lane positioning and lane changing up to 80mph (130km/h).

Safety first

Volvo is long known for its car safety, and the EX60 follows that tradition, including the Volvo Driver Understanding System as standard. This monitors the driver’s attention, and should their attention drift, it can intervene and provide support through alerts or even bring the car to a stop.

Full-cabin occupation sensing can detect the smallest movements, down to a baby’s breathing, to ensure no one is left in the car when exiting, while in the case of an accident, the multi-adaptive safety belt, safety cage and new front bumper design are all designed to maximise crash safety.

Efficient production

Thanks to improved cell-to-body technology, the EX60 is 20% lighter than previous generations of the platform, with a 37% lower CO2 footprint. It uses 27% recycled materials and has been built using a process called ‘megacasting’ which uses a larger recycled aluminium cast, rather than hundreds of smaller parts. This also helps to reduce material, time and cost during the building process.

The Volvo EX60 is available to order now in Europe with UK delivery from September. US orders expected from late spring 2026. Prices from £56,850. The top spec P12 is from £70,360. US prices to be confirmed.

Linking a car to a boat is nothing new. Rolls-Royce likes to fit teak decking to the back of its convertible models, while Riva once gave its name to a Fiat 500, and Princess Yachts collaborated with Automobili Pininfarina to sell a matching boat and hypercar.

Now it’s Porsche’s turn, with news of an expanded collaboration with Austrian electric boat maker Frauscher Boats. This partnership began with the launch of the all-electric Porsche Macan, which was presented to journalists on the international test drive alongside a Frauscher day boat powered by the same battery and motor.

Fast-forward a couple of years, and at the boot Düsseldorf 2026 boat show we saw the debut of the Frauscher x Porsche 790 Spectre. Not to be confused with an electric Roller or a Bond film, the new sports boat has been engineered around the Macan’s EV powertrain. It uses the same 100 kWh battery as the Macan, plus the 400 kW rear axle motor and the various control electronics that turn electrons into motion.

The 7.9-metre boat is joined at the Düsseldorf show by a custom-built EV called the Porsche Macan Turbo Concept Lago. The two electric vehicles have matching paintwork – a colour called Darkteal Metallic from Porsche’s Paint to Sample programme, which can now also be purchased for the 790 Spectre. Inside, the front and rear luggage compartments of the Macan are lined with yacht-style wood to match the floor of the boat.

Wood details are also found on the door trims and floor mats, while a compass replaces Porsche’s usual Sport Chrono stop watch on the top of the dashboard. The centre panels of the seats are upholstered in a marine-grade fabric, and elsewhere the use of leather extends from the seat bolsters to the air vents.

Meanwhile, the boat features a Porsche steering wheel, and its seats and dashboard are inspired by those of the car, complete with Porsche crests sewn into the headrests. Both vehicles have identical custom key fobs, plus “Frauscher x Porsche” lettering on their bodies and interiors.

I wouldn’t be surprised if some of the Macan’s design elements go into production, or are at least made available through Porsche’s Exclusive Manufaktur customisation programme – especially the wood boot floors and dashboard compass.

As for the boat, I was lucky enough to try out a Macan-powered Frauscher off the South of France in 2024 and loved it. The Porsche-style steering wheel is a fun design detail, and the performance is impressive. But my lasting memory is the silence at low speed. Instead of a loud clattering away while cruising through Antibe harbour, the journey was almost silent – a benefit to the skipper, their passengers and everyone else nearby. It added a sense of tranquility that even the most luxurious boats lose at low speed.

With charge points now being installed at harbours, and boats making full use of the EV drivetrains of electric cars like the Macan, I can see vessels like the 790 Spectre really taking off – especially when they’re offered with a matching Porsche.

The Mercedes-Benz CLA is the first of the company’s new electric line-up. It’s based on a brand-new electric platform, the Mercedes Modular Architecture (MMA), and yet it now follows the existing combustion car model names rather than the EQ prefix.

The CLA is a four-door coupé that sits in the A-class bracket, the entry-level of the Mercedes lineup, which also includes the standard A-class hatchback and the GLA compact SUV. While this is not the first A-class to be electrified – there is still an EQA SUV model – this saloon model marks a distinct change from the premium focus of its electric models.

From the outside, it’s a great-looking car; curvy, sleek, with some modern additions, such as the fancy grill. This grill is made up of tiny three-pointed stars, and lights up to form various patterns when the car is locked and unlocked. There’s also a full LED strip that runs across the bonnet, joining the two headlights, which also feature a three-pointed star design to the daytime running LEDs.

It’s a combination of classic Mercedes styling with a touch of that modern EQ feel, and it works really well. The previous EQ cars were a little too rounded and lost some of that Mercedes charm, but it’s perfectly balanced here.

Inside the car

Inside, the design is just as impressive. The cabin is dominated by a 14-inch central touchscreen and another large display behind the steering wheel. There’s even an option to add a passenger display, which gives the CLA dash a full Superscreen display, like in the new GLC and GLB models.

There isn’t currently a head-up display option for the UK spec of the CLA (though there is in some countries). It’s something I really miss in cars now, almost as much as a heated steering wheel, which this car also lacked. Perhaps this will come with the arrival of the CLA 350 4Matic in 2026.

It’s not just the size or number of these screens, though. The CLA runs the brand new MB.OS, the next generation of Mercedes operating system, which includes a fourth-generation MBUX infotainment system, MB.Drive for driving automation and parking, and MB.Charge for access to the Mercedes charging network.

The MBUX integrates both Microsoft and Google artificial intelligence systems. It includes a new virtual assistant that is designed to recognise your emotions and respond appropriately, and uses the star logo as its avatar on screen. Navigation is now based on Google Maps, offering a more familiar experience and bringing in live traffic and charging information.

While you can still link your phone and allow Apple CarPlay or Android Auto to take over the display, the need isn’t there, as you have a larger map display and most of the functions you need without them. One thing that seems to have disappeared from this generation of MBUX, however, is the direct Apple Music login. Of course, you can still get your Apple Music through your connected iPhone, but this was a handy addition for those with a car-based data connection.

I was keen to try out the new virtual assistant, and so tried a number of commands through my drives. In terms of understanding, the virtual assistant had no problems, and I didn’t need to reword my requests in the way I’ve had to with other cars. However, the voice still feels very robotic and lacks the natural language that you’re starting to see from Amazon and Will.i.am’s FYI Radio – which remains one of the best out there for real voices.

Likewise with the mapping, this was so much better than most OEM navigation systems, both in look and usability, but still seems a way behind a phone mirror of Google Maps or Apple Maps. My route switched back without warning, despite having chosen an alternative route, and both turning and exit instructions were confusing. This was especially the case when using the virtual display window, which places augmented arrows over a live view on the screen. I love this function on a head-up display, but not on the screen.

Driving experience

Being a smaller four-door coupé, the CLA electric is pretty fun to drive. While it lacks air suspension or adaptive damping, it rides really nicely, with enough stiffness to avoid any kind of wallow without rattling around like a gokart. It has a nippy acceleration of 6.7 seconds (0-62mph) and up to 272hp. It’s not as fast or powerful as some other electric coupés but it feels pretty rapid when you put your foot down.

For a coupé, the view through the back window isn’t bad, though the wing mirrors are exceptionally small. This has obviously been done for aerodynamic reasons, but it does limit your vision a little.

Powered by a new generation 85kW battery, the range of the CLA is nothing short of impressive. It offers up to 484 miles on a single charge, which puts it among the longest range EVs on the market. Even in winter conditions, I still managed to get around 350 miles of range from the model I was testing.

It’s also extremely fast to charge, thanks to the 800v system offering a maximum of 320kW charging. That’s a 10-80% charge in just 22 mins. I was amazed to return to the car after around 30 minutes at a standard service station fast charger to see that the 45% charge was up to 98%. Early models were not compatible with older 400v fast chargers, however, that issue is being resolved.

The MB.Drive system offers level 2 autonomous driving assistance, providing braking, acceleration and lane centring (including lane changing). Unlike the Ford BlueDrive system, you do need to keep your hands on the wheel, though. This system is very proficient, keeping the car well placed on the road with little input from the driver. Only occasionally do the sensors get a little skittish when it thinks it spots a danger. At night, the internal sensors also seemed to think my hands came off the wheel, as it obviously couldn’t see them.

Mercedes offers level 2++ autonomous driving options, allowing hands off the wheel, in Germany and some US states. While the CLA is set up for this, it’s not available in the UK due to regulations. I hope a change will come to this soon, so we can appreciate what this MB.Drive system can really do.

Should I buy the Mercedes-Benz CLA?

With this brand new approach to electric cars, I was hoping it would answer all my wishes for the perfect electric car. On the whole, the Mercedes CLA is better than the EQ models before it, but it’s still not perfect. From the OS to the driving assistance, it feels like there is still some way to go before we get that slick AI experience and autonomous driving machine.

I am, however, excited to see what this reinvention could mean for the E-class and the S-class, both of which are expected to get a similar treatment over the next couple of years. Hopefully on these higher-end models we will see further improvements that allow the electric models to shine in the same ways as their orignal petrol versions once did.

In the smaller – and more affordable – saloon market, the CLA is without doubt one of the best electric cars in its class. Personally though, I would hold out for the 350 4Matic this year, which I think will be even better, especially in the estate version.

The Mercedes-Benz CLA electric starts from £45,615 in the UK, €55,859 in Europe and $47,250 in the USA.

For many years now, if you wanted to buy an EV, chances are you'd wind up looking at a Tesla. Regardless of your thoughts or feelings about the brand – and its owner, Elon Musk – the offering of its cars was, on paper, pretty compelling.

Fast forward to 2026, though, and the landscape is changing rapidly. Mounting concerns over brand affiliations coupled with an EV market which is stronger than ever mean customers have more choice.

Now, it looks like Tesla's time at the top of the pile has come to a close, with a new report suggesting that Chinese car manufacturer, BYD, has topped it for worldwide sales this year. The brand – whose acronymised name stands for Build Your Dreams – suggests it has sold 2.25 million EVs in the past year.

Tesla's figures are still unannounced at the time of writing, but analysts expect it to be significantly lower, at around 1.65 million total sales. That shouldn't come as too much of a surprise, though – here in the UK, BYD's entry point is almost half the price of Tesla's, making it a much more attractive prospect for buyers.

We have seen Tesla attempt to change its fate in the USA, with a pair of more affordable models launched in a bid to boost sales. But there's still no getting around the fact that it's a pricey option.

It's also a great sign for the EV market as a whole. We've seen swathes of affordable EVs coming over from Asian countries in recent years, bringing luxurious appointments to new, lower price points.

Brands like BYD, but also Jaecoo, Omoda, MG and more, have all offered luxurious appointments at price points which put them within reach of the everyday driver. That's going to be a crucial part of the adoption of EVs more widely, and shows some good health for the market moving forward.

To paraphrase Mark Twain, reports of the death of the Ford F-150 Lightning are greatly exaggerated. Yes, the all-electric pick-up truck as we know it is no more, consigned to the big scrapyard in the sky just three years after it arrived. But instead of disappearing without a trace, the EV will be back with a small, significant modification.

Ford says the next generation of F-150 Lightning will be an EREV. That stands for Extended Range Electric Vehicle, but instead of being the result of a solid-state battery breakthrough – for which we’re all somewhat tired of waiting – it means the electric pickup will have an onboard generator.

This is an engine, but not as we know it. It’ll run on petrol that is ignited in a combustion chamber just like every engine you’ve ever known, but it isn’t connected to the wheels. Instead, it’ll act as a generator, feeding energy into a battery that then powers electric motors in the usual EV way. If this all sounds familiar, you’re probably thinking of the BMW i3, which was briefly offered as a ‘REX’ variant with a similar setup.

You might also be familiar with the Mazda MX-30, which as a standalone EV was quite poor, offering a range of a little over 100 miles. But in its new MX-30 R-EV form, a little, 0.8-litre generator helps it achieve four times that.

Ford doesn’t say when the new F-150 Lightning will arrive, but it already knows how to promote the benefits of an electric truck with a generator. It said this week: “Unlike a traditional hybrid, the F-150 Lightning EREV is propelled 100 percent by electric motors. This ensures owners get the pure EV driving experience they love – including rapid acceleration and quiet operation – while eliminating the need to stop and charge during long-distance towing.”

Ford also says the new truck will offer the same clever charging and power tech as the current model. This means a bed full of sockets for powering tools, camping gear, compressors and just about anything else, from the F-150’s massive battery. It’ll even keep your house online during a power cut.

The killer feature is its projected range. Ford reckons the new Lightning will manage over 700 miles, while being able to tow “like a locomotive”. That’s a considerable improvement over the 200-300 miles of the pure-electric Lighting. For a US market that buys more F-150s than any other type of vehicle – and likes to tow big things long distances – this is likely to go down very well indeed.

I’m glad to see Ford rethink this one, instead of chucking its EV truck in the bin. I drove the F-150 Lighting in Texas back in 2022 and loved how effortless it was to drive. I drove through town, on freeways, across the countryside; I took the Lighting off-roading, chucked it around a makeshift dirt rally stage and even towed a boat. Because America. Lunch was provided by a campsite and barbecue powered entirely by an F-150 Lightning.

All of that should translate into the new truck, but with the generator bringing masses of range in a more affordable and efficient way than simply swapping the electric motors for a V8 engine. I wouldn't be surprised if Ford finds space for the generator inside the Lightning's enormous 400-litre frunk – y'know, where engines used to go.

And while the F-150 won’t be coming anywhere near our shores, the spotlight Ford has cast on range-extending tech has the potential to benefit drivers everywhere.

With the EU now scaling back its 2035 internal-combustion ban, car companies should look again at EREV, REX, R-EV, or whatever they want to call their own range-extending EV technology. Because right now it feels like the best solution; one that produces efficient EVs, but without any range anxiety. Now that many plug-in hybrids can manage the average daily commute without turning on their engines, range-extended EVs are the next logical step.

If only we’d paid more attention to the BMW i3, whose range-extender version was discontinued all the way back in 2018.

You might not have heard much about Xpeng, the Chinese electric car company. But a recent major update to its G6 SUV, destined for the UK from early 2026 and priced from £39,990 ($53,700), is looking like a very big deal indeed.

Xpeng’s operating at what the country’s electric car makers like to call ‘China Time’, and just 18 months after I drove the original G6 in the Netherlands, a heavily revised successor is almost ready.

A clear rival to the Tesla Model Y, the Xpeng G6 is a mid-size SUV with a range of up to 332 miles, a 0-62 mph time of between 4.1 and 6.9 seconds, and a large, 15.6-inch touchscreen on the dashboard.

But what sets this car apart from anything Tesla sells – or what almost any other EV maker on the planet produces today – is the Xpeng G6’s charge speed. It has an 800-volt system architecture that’s capable of charging the 80.8 kWh battery at a massive 451 kW. Find an equally powerful charger, and Xpeng says the G6 will charge from 10 to 80% in just 12 minutes.

That’s almost half the time of the original G6, which could already manage an impressive 280 kW of maximum charge rate. Of course, being able to charge at over 400 kW and finding a charger that powerful are two very different things.

Here in the UK, Gridserve has started to open some 400 kW charge stations, and MFG also has stations capable of 300 to 400 kW. So, while the G6 won’t manage that 12-minute recharge at every stop, it’s a hugely impressive feat – especially for a car costing a shade under £40,000, and therefore avoiding the Government’s outdated ‘Expensive Car Supplement’ threshold.

Xpeng says how the updated G6 uses its Next-Gen 5C battery, which does not use precious metals like cobalt, nickel and manganese. It’s also claimed to deliver a 30% increase in battery lifespan.

For comparison, the 2025 Tesla Model Y uses a 400-volt architecture and has a maximum charge rate of 250 kW (or 175 kW for the smaller battery of the entry-level variant). It takes between about 25 and 30 minutes to charge from 10 to 80%.

Good news, small car fans! Ford and Renault announced today that they’ve formed an alliance to share electric car tech – and the first new EVs will arrive just a couple of years from now.

Make no mistake – this is a big deal and it’s come at a pivotal moment for the European car industry as a whole. Just as some brands mull the idea of backtracking away from a fully-electrified strategy, a collaboration between Renault and Ford could see the return of the latter’s best-selling Fiesta as a next-generation EV.

The deal grants Ford access to Renault’s Ampere electric car architecture, which has already gained huge success as the foundations of the Renault 5, Renault 4 and sporty Alpine A290. It’ll also appear on the new Twingo, and underpins the new electric Nissan Micra too.

Although Ford hasn’t confirmed the return of the Fiesta – which for years was Britain’s best-selling car before being axed in 2023 – Renault said the deal will see an agreement “to build two Ford-branded passenger electric vehicles” based on the French platform. The two companies will also look at collaborating on electric commercial vehicles.

Renault added: “Designed by Ford, developed with Renault Group, the two cars will feature distinctive driving dynamics, authentic Ford-brand DNA and intuitive experiences. They mark the first step in a comprehensive new product offensive for Ford in Europe. The first of the two vehicles is expected in showrooms in early 2028.”

The deal likely means the motors, batteries and major electrical components, plus software systems, of the small Ford EV will be closely related to those used by Renault in its own cars. Given how good the electric Renault 5 is – and how well it has been received by critics, including T3 – a small Ford using the same platform can only be a good thing.

The existence (and popularity) of the more powerful Alpine A290, which is closely related to the Renault 5, paves the way for sportier ST- and RS-badged versions of the new Fords too. Perhaps one day we’ll even see a Ford superhatch in the same template as the bombastic Renault 5 Turbo 3E.

Ford cars sold in the UK and Europe have often impressed with their steering, handling and general chassis tuning. These characteristics shone brightest with smaller cars like the Fiesta and Focus, but both are no longer in production. Ford’s popular Mondeo has also disappeared in recent years, and while the Ford Puma is now the UK’s best-selling car, sales of its electric Explorer and Capri have failed to take off.

The Renault deal could change this, and unlock the ability for Ford to produce compact electric cars that are desirable and affordable. Ford boss Jim Farley said the cars will be “fun, capable and distinctly Ford in spirit.”

This year, Mercedes-Benz is rapidly electrifying its standard range of SUV and saloon models, replacing the former EQ line-up with all-electric versions of the petrol and diesel models. First was the CLA, the compact saloon that marked the first of the new class of cars and set the bar for its electric lineup. Then, in September, we saw the new GLC, the most popular SUV in the range, go fully electric. And now, we have the GLB.

The GLB isn't the smallest SUV in the range – that's the GLA – but it is the first one that looks like an SUV rather than a crossover. It's a version of the B-class, which is more of a people carrier, but in its SUV form is arguably more attractive.

For 2025, the Mercedes-Benz GLB with EQ technology has had a subtle refresh in its looks. The grill is much like that of the new GLC, with the small Mercedes star logos and the double bars on either side of the main badge, and now above it, a solid LED strip that joins the headlights. These headlights also feature the new star design.

Inside the GLB, there's now the option for the floating MBUX Superscreen that stretches the width of the dashboard, housing a 10.25-inch driver display, a 14-inch central display and a 14-inch passenger display. On the steering wheel, it sees the return of the rocker switch for the limiter and distronic options and a roller for the volume.

Despite being a smaller SUV, there's the option to have a third row of seats in the new GLB, giving you space for 7 people. Or you can stick to five and make use of the larger 580-litre boot, plus the generous 127-litre frunk.

The GLB runs on an 85kW battery that delivers up to 631 km (392 miles) of range, and thanks to the 800V architecture, can charge at up to 320kW. There are two versions available: either a rear-wheel drive GLB 250+ or the GLB 350 4Matic with an additional 80kW motor on the front axle to deliver all-wheel drive. This model also delivers up to 515Nm of torque and a towing capacity of 2 tonnes.

Sales in Germany start today, with prices from €59,048 (£51,626) or €62,178 (£54,362) for the 350 4Matic model. Availability in the UK and the rest of Europe is expected to follow suit.

Porsche has finally revealed the new, all-electric Cayenne SUV – and in Turbo form it’s the most powerful road legal car the company has ever made.

The Cayenne Turbo also boasts a regenerative braking system as powerful as that used by Formula E race cars, with up to 600 kW of power being fed back into the battery under heavy braking, comfortably more than any other car on sale today. So much stopping power is produced by the Cayenne’s two motors, that Porsche claims the conventional disc brakes are used just three percent of the time during normal driving.

Put your foot down in the range-topping Cayenne Turbo though, and you might be calling on those brakes a little more often. That’s because, with launch control engaged, the electric SUV produces 850 kW (1,156 PS, or metric horsepower) and an astonishing 1,500 Nm (1,100 lb ft) of torque. Both figures, especially the Cayenne’s torque output, put the SUV’s grunt only just behind that of the Bugatti Chiron Super Sport.

It’s enough to launch the Cayenne Turbo to 62 mph in just 2.5 seconds (quicker than a Tesla Model X Plaid) 124 mph in 7.4 seconds (the same as a Ferrari Daytona SP3) and a top speed of 162 mph. For some context, the second figure is absolutely outrageous. Reaching 124 mph in under 7.5 seconds puts the Cayenne Turbo over three seconds ahead of a V12-engined Ferrari Purosangue.

Helping the Turbo is a direct oil cooling system for the electric motor of the rear axle, which Porsche says ensures high continuous output and efficiency, and the company claims is an innovation derived from motorsport. In normal driving, the Turbo produces a more modest 857 horsepower, with a boost to 1,033 hp for 10 seconds when using the ‘push-to-pass’ button.

Leaving the £130,900 Cayenne Turbo to one side for a minute, the entry-level £83,200 Cayenne is likely where the majority of sales will be. Also a dual-motor EV, this car produces a somewhat more sensible 408 horsepower and still plenty (835 Nm) of torque. It accelerates to 62 mph in 4.8 seconds and has a top speed of 143 mph.

More interestingly – and more relevant to real-world driving – is how both cars can recuperate energy at up to 600 kW while driving. They can also fill their 113 kWh battery at up to 390 kW from an 800-volt charger, or even 400 kW under what Porsche calls “specific conditions”. Both cars can charge from 10 to 80 percent in as little as 16 minutes, and add about 200 miles of range in just 10 minutes. Total WLTP range is a claimed 398 miles for the base Cayenne and 387 miles for the more powerful Turbo.

Both cars are also the first Porsche to offer wireless inductive home charging. This requires the purchase of an optional home charging plate, which sits on the floor of your garage or parking space, connects to the mains supply like a regular home EV charger, and delivers up to 11 kW of power wirelessly to the Cayenne’s battery.

Externally, the Cayenne unsurprisingly looks like an evolution of the previous generation, while also incorporating design cues from Porsche’s electric Macan and Taycan models. All the usual luxury SUV details, like frameless windows and creases in the doors are present and correct, while the two-tone side skirts help to visually lower the side profile and give it a sportier look.

The new electric Cayenne is 55 mm longer than its predecessor, and now measures 4,985 mm long, 1,980 mm wide and 1,674 mm tall. The biggest change comes in the wheelbase, which has been stretched by an impressive 130 mm, increasing rear leg room.

We’ve already seen the interior, which you can learn more about here. To quickly recap, the electric Cayenne’s cabin features a striking dashboard design housing a trio of digital displays. There’s a driver display behind the steering wheel, as is now the norm for most Porsche models, and an optional secondary display ahead of the passenger for giving them access to the infotainment system. But the most interesting element is the 14.25-inch central screen, which uses an OLED panel that curves downwards across the middle of the dashboard, like a waterfall of pixels cascading down to the centre console.

It’s a bold piece of design, especially when the car industry is starting to turn away from entirely replacing physical switchgear with touchscreens. I’m pleased to see Porsche has installed a couple of ledges from the driver to steady their hand on, when interacting with the screen while driving.

Porsche also notes how the air conditioning and volume controls are analogue, and don’t rely on a tap or swipe of the touchscreen. Lastly, there’s a head-up display with augmented reality technology, which projects onto the windscreen and creates an interface that represents an 87-inch display positioned 10 metres in front of the car.

Available to order now, the new electric Cayenne is priced from £83,200. The Cayenne Turbo starts at £130,900.

We’re now just a year away from the reveal of the first all-electric Bentley, a luxury SUV that is expected to break cover in late-2026 and arrive with customers the following year.

Little is known about the car for now, other than Bentley itself describing its first EV as “the world’s first true luxury urban SUV.” But at least we now know how quickly it’ll charge – and if Bentley’s claim is accurate, it could be one of the fastest-charging EVs yet.

Bentley says the car will offer “industry-leading” charging speeds, enabling it to fill its battery from empty to 100 miles of range in just seven minutes. That’s a couple of minutes quicker than today’s benchmark, and has the potential to make Bentley’s plug-in SUV the fastest-charging EV on the road, at least outside of China.

But drawing comparisons is tricky, since charge speed depends on factors like the temperature of the battery and specification of the charger. It’s also unlikely that customers will ever replicate Bentey’s 0-100 miles claim, given they’d have to arrive at the charge station with an empty battery. Regardless, it’s a big claim – and, since Bentley is part of the same group as Porsche and Audi, could be a stat matched by other cars in the next couple of years too.

It will likely share major components of its platform with the upcoming electric Porsche Cayenne, above, which is further along in its development cycle and is due on sale in 2026. It isn’t known how much will be shared between the two cars, but for context, the Cayenne is a dual-motor EV with a 108 kWh battery, a range of up to 373 miles and power outputs ranging from 400 to 1,000 horsepower.

Bentley also revealed this week how the EV will blend the comfort of its Flying Spur luxury saloon with the agility of its Continental GT. Previously thought to become a new flagship of the Bentley family, the EV will actually be slightly smaller than the Bentayga, although its price isn’t yet known.

Bentley boss Dr Frank-Steffen Walliser said how the EV “represents a bold step forward…With industry-leading charging capability and unmistakable Bentley character and design, it marks the beginning of an exciting new era for our brand – a future defined by innovation, craftsmanship, and sustainability.”

It was about this time last year that the Tesla Cybercab was unveiled. The promise was immense – self-driving, fully autonomous, not even a steering wheel in sight. This was the future, it seemed.

Sadly, the future is now, and now the Cybercab might actually have a steering wheel and pedals after all. The news – reported by The Verge – was let slip by the chair of Tesla's board of directors in an interview with Bloomberg.

Robyn Denholm – the aforementioned chair of the board – said, "If we have to have a steering wheel, it can have a steering wheel and pedals," in the interview. It marks a substantial pivot from the initial launch marketing, which heralded the Cybercab as something truly new.

Instead, the brand's flagship self-driving car could actually end up being entirely driveable in the traditional sense. It's an inevitability, really, given the regulations which surround the motor industry, but it still feels like a knockback.

If Tesla really does believe that the future of EVs – and transportation in general – is a fully-autonomous system, this feels like rather a bump in the road. After all, a fully self-driving car that features no steering wheel or pedals suddenly needing a steering wheel and pedals feels wrong.

Personally, I think the addition of traditional driving apparatus is a sensible one anyway. From a business perspective, it would enable the car to go through more traditional regulations, which should be easier to do and get the car on the road quicker. It would also appeal to more people – the market for EV drivers is a lot bigger than the one for self-driving cab riders.

But even beyond all of that, it makes much more sense from a position of safety. Even if fully autonomous driving becomes the norm, it won't be able to make every decision necessary to combat an analog world. At that point, some kind of manual override allows users to take charge, and that feels like the best possible hybrid to me.

If you aren’t already au fait with the work of British electric motorcycle manufacturer Maeving, let us give you a short history lesson…

Co-founders and university pals Seb and Will decided that commuters deserved to reap the benefits of electric motorcycling and, after a trip to China, spotted a gap in the market for capable electric machines that make no attempt to copy or even pinch sales from internal combustion engine bikes.

Lower-powered two-wheelers that can be conveniently charged in flats and other urban dwellings offer a slick alternative to stuffy public transport and the perfect opportunity for a little inner-city posturing with the right styling.

The RM1 was the first machine to go on sale, and it created quite the stir in the two-wheeled world – packing retro-inspired styling that didn’t hide the fact it used batteries and electric motors, but instead celebrated it.

A lightweight frame and bobber-esque single seat offered the sort of jump-on-and-go allure that made it shine in urban environments, and a unique removable battery system meant anyone could charge it in flats and cramped office spaces.

Maeving then released the RM1S, which saw the top speed increase from 45mph to 70mph, allowing it to feel more at home on faster roads and dual carriageways.

Electric range for dual battery models hovered around 80-miles, which proved more than enough to tackle even longer commutes.

The most recent RM2 builds on this package with a more practical pillion seat, allowing for owners to ride “two-up”, as well as the ability to fit a purpose-built Maeving top box of the first time, adding another 30-litres of storage for stashing a helmet.

Having spent a day riding the latest model with founder Seb, it quickly became clear that where the RM1 and RM1S were designed to shake up the market, the more practical RM2 is the machine the company hopes will find the biggest audience.

Performance and practicality

Although not a huge amount has changed on the RM2, it looks like a very different motorcycle. The longer, almost flat pillion seat makes it feel like a larger bike, even though the dimensions have barely changed.

The rear mudguard is now attached underneath the seat, rather than hugging the rear wheel, which means the rear light and licence plate are now mounted slightly higher up. Small differences that completely alter the mood of the machine.

As expected, there’s an extra set of folding foot pegs for comfortably housing a passenger and the front and rear disc brakes have been beefed-up to deal with the potential extra weight, as you can now carry up to 215kg.

Based on the same basic underpinnings as the RM1S, the RM2 is capable of a 70mph top speed, with a maximum power output of 11.1kW. Max torque is pegged at 261Nm and a combined range of 80-miles is possible on a full charge of the dual removable batteries.

As with all Maeving models, it is possible to ride the RM2 on a CBT (compulsory basic training), but the power and top speed will be limited. It’s also not legal to carry a pillion passenger in the UK without an A2 licence or above.

Those with the credentials can unlock the full power the 70mph top speed and the ability to cart around a friend. Any servicing and mechanical work (there’s very little to deal with anyway) is done at your door by a certified Maeving mechanic… a bit like Tesla.

Stress buster

Both Maeving founders understand and live by the benefits of commuting via motorcycle. It’s something I’m also onboard with, as there’s nothing quite like the freedom and mind-clearing potential of a “life behind bars”.

The RM2 offers access to this club in arguably the most approachable way, with no noisy exhaust note or thrumming engine creating anxiety, while the upright riding position and accommodating flat seat mean anyone with even a sniff of two-wheel experience can get acquainted in a matter of minutes.

Throttle inputs (via the standard twist grip) aren’t too sensitive, while the bar-mounted front and rear brakes are progressive, strong and intuitive for non-motorcyclists.

There are three riding modes to choose from (Ride, Sport and Eco), although most will keep it in Sport, and acceleration is impressively quick up to around 40mph, where it understandably tails off a bit before topping out at around 70mph.

But the slim bodywork and low centre of gravity make the RM2 perfect for weaving in and out of traffic, filtering through congested areas or sneaking up inner-city alleyways and other such shortcuts. It’s simply very easy to ride.

The rear-wheel hub motor is also almost maintenance-free, with no chain to lubricate or oil levels to check, it’s really just a case of keeping on top of brake pads and general wear and tear.

During testing, we spent almost a full day riding on both faster country roads and through busy city traffic, finishing up at a favourite cafe with at least 30-miles remaining in the "tank". The range really will suit most commutes.

Unlike early Maeving models, it’s also possible to charge the removable twin batteries either away from the bike or by directly plugging it in to a wall socket. This benefits those that need the flexibility of indoor charging, but also those lucky enough to own a shed or garage with a power outlet.

Fully charging the batteries takes around six hours, but Maeving says that a more common 20-80% charge takes 2.5 hours. It is also possible to top-up just one battery pack at a time, with the onboard software carefully managing performance based on the available electrons.

Same style, more practicality

I loved both the original Maeving RM1 and the subsequent RM1S, as it was clear they had been designed and engineered by real motorcyclists.

After all, the British company cherry-picked some of the best minds from Triumph, BSA and Norton to ensure its bikes punch well above their weight.

The RM2 builds on this legacy and adds a hefty dollop of practicality in the ability to carry a passenger and option a rather sleek 30L back box (or top box) that has been carefully styled to echo the clean lines of the bike.

Like the original Maevings, there's an electronically lockable storage area where the fuel tank would reside and the stylish aluminium covers for the batteries open with a satisfying press of a button. It is these premium touches that stand it head and shoulders above much cheaper electric rivals.

Where the original RM1 and RM1S were single seat style icons, the RM2 feels like the more sensible choice that will be genuinely considered by daily commuters, casual riders and those looking for something simple and fun to hit the streets on.

The only real kicker here is the price, with the RM2 starting from £7,995, which is almost twice that of Honda’s excellent and very cool GB350S and even more expensive than Royal Enfield’s beefy Bear 650 model.

Of course, both of these machines pack internal combustion engines and require at least an A2 motorcycle licence to ride in the UK, but they represent a lot of bike for the money.

Similarly, BMW’s excellent CE 02 electric scooter is only a tad more expensive at £8,450 and, despite its non-traditional styling, feels like more technologically accomplished proposition, thanks to its built-in rider display and smartphone capabilities.

But going electric these days isn’t cheap and Maeving understandably puts a premium on both its unique retro-inspired styling and excellent riding dynamics.

For those wanting the extra practicality and versatility the RM2 brings, handing over an additional £500 over the RM1S feels like a no-brainer.

Porsche has revealed what the interior of its new electric Cayenne SUV looks like – and there’s a shocking new touchscreen that curves down onto the centre console.

Like a pixel-packed waterfall, the angled OLED panel fills the centre of the dashboard, then bends outwards and stretches down to meet the centre console. It’s like nothing we’ve ever seen in a car before, and ushers in a new user interface from Porsche.

The new screen is called the Flow Display, and when combined with the all-digital driver display and optional passenger display, forms the largest display surface ever fitted to a Porsche.

Although one continuous screen, the two sections of the curved display have different uses. The upper portion, which sits flat against the dashboard in conventional fashion, is for the navigation, music system, and all the apps you’d expect from an infotainment interface.

The lower, angled portion can join the upper half and show one, continuous image. But it’s also where digital buttons are located, for music and phone control, as well as navigation shortcuts like searching for a charge station or a parking space. Below that, at the foot of the screen, is where quick access to the climate controls are located. These are displayed on the screen, but adjusting the temperature and fan speed is done with a set of physical switches – at least you don’t have to tap the screen just to notch the heating up a degree.

Some of the central screen’s UI elements are duplicated on the optional 14.9-inch passenger display, so your companion can search for a local charge station without interacting with the main screen and distracting the driver. The front passenger can also use their screen for watching video or joining a video call, also without driver distraction since the display cannot be seen from the angle of the driver's seat.

Other interior tech for the new electric Cayenne – which will be revealed in full later this year – includes a sliding panoramic roof that can be switched from clear to opaque, via two semi-transparent modes, with the press of a button. There’s also extensive use of ambient lighting throughout the cabin, and even the heating system has been broadened to include not just heated seats, but warmed armrests and door panels to create a cosy feeling.

Back to the infotainment system, and the Cayenne has a head-up display system that uses augmented technology to virtually project arrows onto the road and deliver navigation prompts more clearly.

Lastly, Porsche says how the Cayenne Electric has a new voice assistant that can handle follow-up questions without you needing to repeatedly say the activation word, and the car can be unlocked with a shareable digital key stored on your phone or smartwatch.

Porsche has previously stated that the new car will be offered with a wireless charge pad. Working much like the inductive chargers used by smartphones and toothbrushes, the weatherproof pad can deliver up to 11 kW of power at a similar efficiency as using a cable.