• Charging site uses robotic arms to autonomously charge cars
• Flash Charging is capable of 10% to 70% top-ups in five minutes
• Built-in solar generates electricity for later use

BYD is on a product offensive in the Middle East at the moment. Having just taken the wraps off its electric Rolls-Royce rival with the mightily impressive Altior model, it then proceeded to showcase its next-generation charging facilities.

The Chinese automaker says it is the "world’s first" integrated solar, energy storage, Flash Charging and robotics-assisted system of its kind, marrying its ultra-fast charging set-up with solar generation and added convenience features.

Flash Charging allows for 10% to 70% battery top-ups in five minutes and 10% to 97% in nine minutes with compatible BYD group vehicles, while robotic charging arms work alongside the company’s existing Automated Valet Parking functionality so drivers don’t have to lift a finger.

Essentially, motorists pull up, press a button on the infotainment system and the vehicle and integrated robotics do the rest.

BYD says its robotic arm uses “visual guidance and force feedback” to ensure an accurate alignment and a secure connection.

High levels of autonomous driving capabilities in many of BYD’s more luxurious vehicles means drivers can also exit the vehicle and walk away, while the car “autonomously navigates to a designated charging space”.

In addition to the convenience, the new Abu Dhabi site also features the company’s Solar-Storage-Charging (SSC) system, which harnesses the sun’s rays, converts it to electricity and then stores it for use later.

BYD says that the SSC system can also support operation independent of the electricity grid, which could act as a solid proof of concept for further locations that suffer from limited or difficult access to a reliable electricity supply.

Analysis: BYD is a leading light in EV innovation

BYD’s executive vice president, Stella Li, said that this is the first time the company has brought together integrated Solar-Storage-Flash Charging technology outside of its domestic market and that it hopes the future charging experience is “smarter, simpler and more seamless for drivers around the world.”

There is no word on how many next-generation sites like this will spring up, but the company has targeted 6,000 Flash Charging stations worldwide by the end of 2027, expanding access to ultra-fast charging across the globe.

Clearly, the ultra-wealthy customers of Abu Dhabi are currently being courted with the pinnacle of BYD’s tech portfolio, but the Chinese automotive giant is no stranger to a rapid rollout.

Just months after the announcement of 1.5MW Flash Charging, it stated that 6,000 stations would be operational in Europe and the Middle East, with 300 destined for the UK. It already has 10,000 live stations in China, with plans to double that figure by the end of the year.

With Tesla canning the Model S and Model X, recently axing its Cybertruck and, in their place, introducing a kick-flipping flying car, it feels like BYD has picked up the baton and is now the company producing real-world EV innovations that will increase customer convenience and push the technology forward.

• Record-breaking run took place on a closed road in Abu Dhabi
• A top speed of 312.65mph broke previous records
• The U9 Xtreme uses four powerful electric motors

Some of the earliest EVs to go on sale taught us that electric powertrains could be devastatingly quick, but very few predicted they would be snatching world records from the likes of Bugatti.

Yangwang, the luxury, high-performance sister company of BYD, has claimed the production car speed record in Abu Dhabi, recording a top speed of 312.65mph on a single run. That figure betters its own previous record of 308.4mph, set in 2025.

“Why go to the extra effort for a few mph?” we hear you cry. Well, the new record makes the U9 Xtreme the first production car to break the 500km/h barrier… on a public road, no less.

Said road was a closed section of the Sheikh Khalifa Bin Zayed International Road (or the E11, if you live locally), which presented its own problems. The team had to clear the road of any sand to ensure maximum traction.

Stella Li, executive vice president of YangWang’s parent company BYD, said: "I always tell people that our engineers are young, bold and maybe a little crazy – but in a good way!”

The car that rose to the challenge is a hardcore version of the already very fast Yangwang U9, with the Xtreme model using a 1200V electrical architecture and four upgraded electric motors to produce 2,978bhp, compared to the 1,252bhp of the ‘standard’ model.

Analysis: performance without the price tag

How times have changed. The Chinese-born Yangwang U9 has managed to deliver double the horsepower of a Bugatti Veyron, and it has smashed its even more powerful successors to become the fastest production car in the world.

While the record attempt is a little contentious, owing to the fact that Yangwang only recorded its highest speeds during a single-direction run, as opposed to an average taken from each way, it is still mightily impressive… made even more so by the fact it is powered by batteries.

Yangwang says it will produce 30 of the U9 Xtreme models to be sold worldwide, although it hasn’t gone so far as to mention how much they will cost.

The standard U9, on the other hand, still boasts 1,252bhp and the ability to leap off the ground thanks to parent company BYD’s DiSus-X Intelligent Body Control System.

Currently on sale in China and a number of other markets, these cost around $200,000/£200,000, which is a veritable bargain in the modern world of insanely powerful hypercars.

• Musk posted on X that production of Cybertruck will be winding down
• The move has been made to “make room for increased Cybercab production”
• It gives us our best indication yet that Cybertruck will join Model S and Model X

Elon Musk has used his X account to reveal that Tesla will be "winding down" production of its divisive Cybertruck at its Gigafactory in Texas around "the middle of next year", in order to make room for increased production of its Cybercab robotaxi.

Musk stopped short of saying whether this means the end of the Cybertruck altogether, or merely that production is going to be moved elsewhere. But the project’s lead, Wes Morrill, posted a more reflective statement to the social media site, saying: "Cybertruck was an incredible technology development platform and lives on through Cybercab".

That sounds a bit like an obituary to us and many users rushed to post their responses, which ranged from high praise for the angular electric pick-up truck, calming it was “the best vehicle ever made” to blunt putdowns.

Although others highlighted a point that many Tesla commentators have been focussing on in the past few years: the fact that Tesla doesn’t seem all that interested in EVs any more.

One X user wrote: "Serious concern for continuity on Model 3 and Y... sensing here an end on consumer products from Tesla," while another pointed out that the winding down of Cybertruck could mean for owners that they “won't get meaningful software updates anymore” and Cybertruck's software will grow “increasingly stale”.

Whatever the stance, it is difficult to get away from the fact that Cybertruck has been a commercial disappointment.

From claiming it had over one million reservations for the truck shortly after it launched in 2023, to estimations placing deliveries at around 30,000 for all of 2026 — way down on the planed 250,000 annual sales — it hasn’t shipped in the numbers Tesla predicted.

Customers have also had to put up with plenty of compromise, including reports of poor off-road performance, disappointing electric range and worries about recalls, one of which was issued over fears that the wheels could fall off.

Tesla also massively over-promised and under-delivered. It failed to deliver its range-extending battery pack, which was supposed to offer the claimed electric mileage the company originally boasted, while its much-lauded Cybertent, or Basecamp, was a $3,000 disappointment.

Even reducing the price didn't work, as it scrapped the cheapest Cybertruck after just five months on sale.

Analysis: is this the end of the road for Tesla's EVs?

Things haven't been great for Cybertruck ever since chief designer Franz von Holzhausen attempted to demo its "armor glass", only to smash it in front of a live audience.

But one of the most obvious signs of its recent demise is the fact that Tesla has made it deliberately difficult to determine just how many it was selling in recent years.

The company has been bundling sales figures in with the now-defunct Model S and Model X, as well as the Tesla Semi truck, in order to make the numbers seem more impressive than they actually are.

It is not a nailed-on fact that Cybertruck is dead, but it is a good indicator that Tesla is considering wiping yet another EV from its line-up… a worrying trend that points towards a growing focus on autonomous vehicles and its Cybercab program.

Aside from the attention-grabbing Roadster, which used flying stunts to make headlines, there has been no talk of real EV innovation, no word on a new model to rejuvenate the current line-up and no attempt to keep up with the sort of battery-swapping, megawatt charging EV infrastructure China is busy introducing to the world.

Say what you like about Cybertruck, it has always served as a halo product, something that diverted attention towards the brand. But in automotive circles, halo models only work if showrooms are full of great cars customers actually want to buy.

Where Tesla is concerned, that line-up is shrinking and compared to the competition, is rapidly falling behind.

• General Motors is recalling some 67,380 vehicles in the US
• Chevrolet Blazer, Cadillac Lyriq, Vistiq and Celestiq could all be affected
• Software could be to blame for a temporary loss of braking

General Motors has issued a recall for 67,380 vehicles after it became aware of a number of incidents where some of its electric vehicles suffered a temporary loss of braking power.

According to the National Highway Traffic Safety Administration (NHTSA) report, GM is aware of 20 minor incidents to date, two of which resulted in minor injuries. In all cases, the accidents have occurred at low speed.

Two GM brands are affected by the recall, with the 2025 Chevrolet Blazer EV a particular focus, while three separate models from Cadillac are also included — these are the Lyriq, Vistiq and Celestiq.

According to Electrek, General Motors said the issue stems from a software glitch with the brake system control module (BSCM) that can cause a temporary loss of braking while driving under certain conditions.

The glitch only affects all-wheel-drive models and owners of the vehicles involved will receive a letter in the mail.

Alternatively, VIN numbers are searchable on the NHTSA website, or customers can contact Cadillac or Chevrolet’s customer service phone numbers for clarity.

Unlike more serious mechanical issues, General Motors says the software glitch can be patched via an over-the-air (OTA) update or via a local dealer free of charge.

In addition to this recall, GM has also issued another for 12,000 Chevy Express and GMC Savana models due to a loose steering gear assembly nut, which could require replacement of the steering gear assembly.

Analysis: A simple over-the-air fix

While recalls can seem serious, especially when a temporary loss of braking is reported, many modern vehicles, particularly those powered by electricity, can be corrected quickly and easily via over-the-air updates.

The software glitch discovered by General Motors is a great example of something that can be ironed out without, in most cases, having to get a dealer involved.

According to the NHTSA, Tesla has partially or fully remedied recalls affecting 12.1 million of its vehicles between 2021 and 2025 alone, while most other EV manufacturers are following suit in terms of manufacturing “connected” cars that can receive software updates.

• Italy’s EICMA bike show hosted several high-profile electric bike launches
• Zero Motorcycles unveiled an affordable, lightweight street bike
• Yamaha electrifies its popular Nmax line of scooters

Italy’s EICMA motorcycle show is arguably Europe’s largest stage for showcasing hot new metal and this year hosted a steady stream of fresh electric motorcycles that had one thing in common: affordability.

Unlike some of the earlier electric motorcycles, which often cost a lot more than their internal combustion engine counterparts, this year’s crop aimed to offer price parity with petrol-powered machines.

First up, Zero Motorcycles, which is celebrating its 20th anniversary this year, took the wraps off Project Ventura — an electric, supermoto-inspired street machine that’s designed to bridge the gap between high-powered eBikes and a full-fat motorcycle.

Nimble and playful, Zero says Project Ventura is a multi-purpose street machine designed to make electric riding more accessible and more fun.

As a result, it will be sold in an A1-friendly license version, which means younger or less experienced riders can also take advantage of cheap transport.

The Californian electric motorcycle brand promises over 20kW (around 28bhp) of power, a 65mph sustained top speed (81mph momentary for overtaking) and an estimated 75 miles of real-world range.

Lighter, more agile and easier to maneuver than many heavy electric motorcycles on the market, Project Ventura is rumored to go on sale with a targeted price of less than $8,000 (around £5,960 / AU$11,470), making it one of the most accessible electrified street bikes to date.

The company is also forging ahead with its battery-powered scooter line-up, revealing a faster, more powerful version of the popular LS model.

The new LS3 is capable of a 75mph top speed for short bursts and an impressive 93-miles of range.

Yamaha goes all-in on scooters

Yamaha’s Max line-up of scooters has long been a cash cow for the company, particularly in Europe, where roughly 85% of all its sales take place.

It is the commuter vehicle of choice in those countries that enjoy clement weather all-year-round.

Some 25 years after the first Max-branded sports scooters hit the road, Yamaha has opted to take on its close rival in Honda and launch a battery-electric version in the Nmax E.

Built on an all-new A1 EV platform, the urban run-around features a 7.5kW electric motor that delivers around 10hp and performance that is equivalent to its 125cc petrol range.

A 3.5 kWh lithium-ion battery delivers around 65 miles on a single charge.

In addition to this, Yamaha is further electrifying its popular scooter range with the Xenter E, which offers a battery-powered alternative to its top-selling “high-wheel” scooters — another popular style in mainland Europe and Asia.

The fact that both of these upcoming models look like typical Yamaha products, as opposed to deliberately futuristic concepts, is further proof that the Japanese marque is keen to price and market its battery-powered versions as true petrol alternatives that its typical customer base can afford.

Cake gets ReBaked

Do you remember Cake? Well, the slightly mad Swedish manufacturer of electric utility machines that look like props from a Mad Max movie is essentially back under original founder Karl Ytterborn’s new company ReBake.

The first model, the Abler, looks a lot like Cake’s original cargo-carrying electric haulers, albeit with a fresh green paint job.

Still designed to carry cargo, tackle the weekly shop and handle school runs, the aluminum tube frame can have all manner of accessories bolted to it, while two homologated speed classes means there’s a model for the 50cc-equivalent market, as well as a “light motorcycle” category version that can reach speeds of up to 50mph.

Removable batteries further add to the convenience, while ReBake is aiming to sell the lower-powered versions for around €4,000 (about $4,500 / £3,340 / AU$6,420), with prices rising slightly for the A1 license version.

So perhaps the biggest takeaway from EICMA this year is that the electric motorcycle market appears to be moving towards more affordable territory, eschewing the hideously expensive earlier models for something that can genuinely be presented as a viable alternative to petrol-powered rivals.

As a result, electric motorcycles could finally have their day in the sun.

• The European Transport Safety Council said Tesla offered to change the name of its tech
• Germany’s transport ministry claimed Full Self-Driving was misleading
• BMW aims to pile on the pressure with its own automated driving tech next year

Following intervention from Germany’s transport ministry, Tesla has agreed to formally change the name of its Full Self-Driving (FSD) partially automated driving technology to ‘Tesla Assisted Driving’ in Europe and the UK.

The move came after Germany’s Transport Minister, Steffen Bilger, aimed to legalize Tesla’s advanced driver assistance systems as quickly as possible, but went on to explain that the name was “somewhat misleading”.

“It is a driver assistance system that can support certain driving tasks such as accelerating, braking and steering. However, the driver must remain attentive at all times,” a statement read.

As a result, Tesla agreed to change the name of the technology to appease European lawmakers, with Tesla Assisted Driving suggested and subsequently agreed on by all involved.

The new name has now been added to Tesla websites in Europe, including the UK site.

It comes as many governments move to tighten the rules around the marketing of assisted driving systems, according to Fleet News.

In the UK, for example, the terms automated, automated driving, autonomous, autonomous driving, drive autonomously, drive itself, driverless, and self-driving will only be reserved for authorized or listed vehicles, such as fully self-driving taxis.

The UK’s Department for Transport released a statement that said that under the 2024 Automated Vehicles act, which is expected to come into force on January 7, 2027, a vehicle only meets the self-driving test if it “does not need to be monitored or controlled by an individual”.

BMW readies its Symbiotic Drive technology

The German automotive giant announced this week that it will expand its urban driver assistance functions in Germany early next year.

A suite of navigation-guided driver assistance functions, under the umbrella title Symbiotic Drive, will provide support from the motorway, through the countryside and into the city, BMW claims.

The SAE Level 2 technology will able to handle turning and right-of-way situations, urban lane changes and navigating roundabouts using the vehicles in-built satellite navigation system.

Unlike other advanced driver assistance systems, BMW says its technology is designed to work seamlessly with the driver, so they can intervene, accelerate, brake and steer without completely shutting off the system.

Lane changes are also handled in an innovative way, with interior, gaze-monitoring cameras detecting a driver’s intention to swap lanes and the steering wheel detecting inputs before the system autonomously executes the maneuver.

BMW says that the system only provides assistance in the form of a “warning and steering intervention” if the driver is actually unintentionally drifting out of their own lane or if the system detects an imminent collision.

However, the company reiterates that Symbiotic Drive is a Level 2 system, so requires a driver to pay attention and be ready to take over whenever the technology requires.

It will be available on iX3, iX4, all models in the 3 Series, 7 Series and X5 range in Germany to begin with, but further countries will soon follow.

The German marque says the hardware is already in place in the majority of circumstances and that BMW Symbiotic Drive will be delivered as an over-the-air software update.

• Henrico County in Virginia was forced to remove Flock cameras by hand
• Officials say the company is failing to fulfil its “contractual obligation”
• A growing number of police forces are cancelling contracts with Flock

Work crews in a Virginia county have removed more than 120 Flock cameras after officials said the surveillance tech company had failed to fulfil its “contractual obligation” to remove them.

An image obtained by news outlet 12 On Your Side shows a pile of cameras and solar panels that were collected after Henrico County ended its contract with Flock in early October over privacy concerns.

Reportedly, the poles upon which the cameras were mounted still remain, as crews claimed Flock has to remove these itself.

The removal of the automatic license plate reading technology comes as public trust wanes, and concerns over privacy continue to grow.

Plymouth, Massachusetts also canceled its contract with Flock cameras after a high-profile case involving a motoring journalist made national headlines.

Joel Feder, a writer for The Drive, was ambushed by police when the license plate of the $155,000 Range Rover he was test-driving was flagged as belong to a stolen vehicle.

The car belonged to Jaguar Land Rover's media fleet. According to Feder, the police had used Flock’s camera system to track the journalist down over a number of days.

A very similar license plate on another Jaguar Land Rover media vehicle was also falsely flagged by the Flock system in Nebraska a few days later, leading to another journalist facing lengthy questioning over the vehicle.

Plymouth Police Chief Eric Fadden told The Drive that the City Council voted to discontinue using the Flock system in September of this year.

Fadden stated that the police force “did not hear any reply from Flock Safety Corporate or Legal, other than some communication with our local representative.”

As a result of the lack of communication, he subsequently directed staff to “disconnect the power cords from the cameras,” according to The Drive.

However, the cameras remain the property of Flock, and both Henrico County and Plymouth are still waiting for a response from the company as to when they will be collected.

Analysis: controversy refuses to go away

Flock’s automated license plate recognition cameras have caused plenty of controversy in the past few months, with stories surfacing of police department misuse, hackers gaining access to millions of images, and general concern over personal privacy.

Some people have been taking matters into their own hands by disabling cameras, while a number of software companies have been mapping the location of the cameras to help drivers avoid them.

MapQuest enjoyed a resurgence in popularity after it added a new Surveillance Layer to its app, showing the location of cameras from Flock, as well as those from rival companies.

But during the TechCrunch Disrupt 2026 event last month, Flock’s CEO Garrett Langley said we shouldn’t "pause progress” in the face of privacy concerns.
“If we want to live in a society where, if you commit a crime, you have a higher probability of being held accountable, we shouldn’t pause progress,” he said.

Many privacy advocate groups have raised concerns over Flock’s technology, including the recent news that it was capable of processing ambient audio in order to determine screams, gunshots and even car crashes before alerting emergency services.

Flock pulled its plans to implement that particular feature, owing to suggestions from consumer rights groups that it could be classed as "mass surveillance", but a huge amount of public mistrust remains.

It is not cruel to say that Volkswagen hasn’t had the smoothest journey towards electrification.

Models like the ID 4 and ID 5 were met with a lukewarm reaction from both customers and journalists, thanks in part to their forgettable exteriors and almost surgical cabins, while the internet lost its mind at the frustrating lack of physical buttons and infuriating infotainment systems.

Pile all this on top of a mediocre electric range and rivals that were just more exciting in pretty much every area, and you can understand why Volkswagen has decided to go back to the drawing board and update the majority of its electrified models.

Originally teased as the ID 2 or ID 2 All (awful names, we know), the latest ID model sensibly adopts the badge of one its best-selling models in history, as well as riding on an updated MEB+ platform that brings with it improved range, faster charging speeds and, perhaps more importantly, more enticing prices.

With a cavernous rear trunk, plenty of room inside for actual-size human beings and a top-quality cabin, the new ID Polo is here to prove that VW can still mix it with the latest batch of Supermini rivals, while at the same time making the experience feel a little more premium without blowing the budget.

To further ram home that point, the car starts at around £24,000 (around $32,000 / AU$45,000) in the UK — although VW hopes it will be eligible for the £3,750 Electric Car Grant), making it a keen rival to the excellent Renault 5 and the excellent Hyundai Ioniq 3.

Playing it safe

Since honesty is a core theme of this review, it's also fair to say the internal combustion Polo was never styled to stop traffic, but that hasn’t prevented it from selling over 20 million units since it entered production over half a century ago.

It is, hands-down, one of Europe’s most successful small cars.

Unlike the rather bland blobs that first appeared wearing ID badges, the new electric Polo is proudly a VW product.

It’s actually a tiny bit shorter than its combustion engine counterpart, but the electric platform has allowed engineers to push all four wheels as far into the corners as possible to maximize space and give it a more purposeful stance on the road.

It sports VW’s ‘signature smile’ and glass-covered LED horizontal light bar at the rear, while the interior is festooned with premium-feeling, hard-wearing surfaces that look nice but also feel like they will stand the test of time.

Drumroll please… physical buttons also make a welcome return, with four switches to operate all four electric windows (no more juggling just two with a fiddly button to switch between the front and the rear) and a neat row of hard keys under the infotainment touchscreen for the most important controls — including heating, hazards and windscreen defrosters.

The diminutive Polo’s interior is generally a really lovely place to sit and everything has clearly been considered by the designers and engineers, as all controls are easy to reach and everything feels familiar within minutes behind the wheel.

A 13-inch infotainment touchscreen is extremely easy to navigate and logically laid out, even offering ChatGPT integration for answering those burning road trip questions.

Plus, there’s a 10-inch digital driver’s display that can be customized, including an option to have it replicate the analogue dials of the first-generation Golf.

Predictably, this was probably my favorite feature, as it has been executed so well. Designers have even go so far as to add old-school LCD ‘ghosting’ around the digits to make it look and feel more realistic.

It’s the sort of character that was missing from earlier ID models, yet Volkswagen has stopped short of going all-out with the chintzy digital tricks.

As a result, the ID Polo feels like the more ‘grown-up’ choice, compared to something like the Renault 5 E-Tech, what with the enormous 441-liters of rear trunk space — 25 per cent larger than its combustion sibling — and sensible, hard-wearing materials used throughout the cabin.

Big car energy

From launch, the ID Polo will be offered with the choice of a 37kWh lithium-iron-phosphate battery with a 208-mile range, or a larger 52kWh nickel-manganese-cobalt variant that delivers a claimed 278 miles of range.

There is also the choice of three power outputs (depending on the battery size), with the line-up starting with 116hp and increasing to 211hp in the most potent cars — that’s 'warm hatch' territory.

Naturally, Volkswagen was keen to showcase the most powerful versions, which can accelerate from 0-62mph in 7.1 seconds. It’s certainly not mind-bindingly fast in today’s EV terms, but the little supermini certainly feels brisk on real roads.

The steering is excellent and offers a good level of feedback, while the brakes are well-judged.

It comes across as a lot more ‘driver focussed’ than other small EV rivals, including Hyundai's budget Ioniq 3. Although it’s not quite as thrilling as the Cupra Raval, which shares similar underpinnings.

Plus, despite its small size, it does what all good VW’s do and handles the boring grown-up drives as well as the more spirited urban dashes and country lane blasts.

Its footprint might be small, but it doesn’t feel out-gunned at highway speeds. In fact, it eats up motorway miles comfortably.

There’s even the option to add massaging seats to the car as an optional extra — arguably a feature that just isn’t found in the supermini class… until now.

Max charging rate of the larger battery is 105kW from DC outlets (90kW for the smaller battery), which doesn’t sound like much but due to the relatively limited battery capacity, the fastest pit stops take around 25 minutes for a 10-80 per cent top-up. Not bad at all VW.

Ushering in a new era

We’ve got a lot more to look forward to from the German marque, which has been in the news lately for cutting jobs and generally stripping back its model line-up to improve efficiencies.

Part of the plan is to update most of its electrified range, as well as introducing models like the rough-and-ready ID Cross, the larger ID Tiguan and, of course, full-fat GTI versions of both the Polo and the ID 3.

As a car to welcome in this new era, the electrified Polo is a great example. VW has clearly listened to feedback and answered criticism with a real consumer-focussed EV.

It represents excellent value for money, will be cheap to insure and delivers that premium VW feel without forgetting all of the important practical stuff.

In short, it does everything the best-selling Polo has done for more than half a century, yet future-proofs the formula so it can be successful for half a century more.

• UK Budget extends temporary VAT relief on domestic electricity
• £100 million of funding will support more residential public charge points
• Yet the future of the £3,750 Electric Car Grant remains unclear

Labour Party chancellor John Healey has announced his first budget statement under the recently-installed Prime Minister Andy Burnham — and while there was some welcome news for owners of internal combustion engine cars, chiefly in the form of a frozen fuel duty increase, EV owners arguably fared better.

Firstly, for anyone that can plug in their electric vehicle and charge at home, Healey confirmed that the temporary removal of VAT on domestic electricity will be extended until July 2027.

This means electric motorists won’t have to face the 5% increase until July 2027, making domestic charging by far and away the cheapest way to run any vehicle.

Irritatingly, the faster and generally more convenient public charging network still adds an additional 20% VAT rate to the already astronomical prices, with no plans to relax these rules.

Thirdly, in an attempt to remove any barriers for those without at-home charging facilities, the government announced £100 million of funding available, split over two years, to install more lower-powered public charge points near homes.

The government says this will cover chargers typically found on residential streets, where drivers can leave their vehicles to charge for several hours or overnight.

What’s more, the government also recently announced that anyone thinking of installing a pavement gutter, which allows cables to be safely trailed from the house to an EV parked on the road, won’t have to apply for planning permission.

Not only is it a costly undertaking, but gaining planning permission can also be confusing and a painful time-drain due to the bureaucracy involved.

Pavement gutters or sidewalk trenches make it much easier for those living in busy residential areas or terraced streets, where driveway space is at a premium or non-existent, to charge from a wall-mounted outlet and take advantage of cheaper, off-peak energy tariffs.

However, with the good news comes the bad. Chancellor John Healey failed to address the future of the Electric Car Grant, which was first introduced by then-chancellor Rachel Reeve in July 2025 and reduces the cost of some new EVs by up to £3,750.

Although here, no news is arguably good news for the consumer, as it means the aforementioned savings are still very much up for grabs until further notice.

Analysis: The future is uncertain

Politicians have already made noises about introducing a pay-per-mile tax for EV owners in an attempt to make up for the losses in fuel duty, seeing as fewer motorists are visiting the pumps, as well as leveling the current Vehicle Excise Duty playing field, which is predominantly shouldered by those with petrol or diesel vehicles.

Snappily-titled the Electric Vehicle Excise Duty (or eVED for short), Chancellor John Healey confirmed that the tax is due to be introduced in 2028 and that the government is in the process of developing a new digital tool that will allow electric vehicle owners to opt in and have their annual mileage automatically recorded.

But critics are already calling for greater clarity. John Cassidy, Managing Director of Close Brothers Motor Finance, explained that his company’s research found that nearly half (49%) of EV drivers want the proposed charge delayed or scrapped, underlining the importance of explaining "how the policy will affect drivers’ costs".

"Clear communication and long-term certainty will be crucial to maintaining consumer confidence,” he said.

So while it feels like the UK government is still on the side of promoting the transition to greater electrification in the transport sector, it hasn’t gone as far as to state how long for, with the likes of eVED suggesting that EV owners will have to get used to more taxation, an uncertainty around new car grants and potentially unchecked public charging network prices.

• Ministers are considering incentivizing vehicle-to-grid (V2G) tech
• It could allow carmakers to earn credits for installing V2G capabilities
• Critics say carmakers would produce more polluting cars as a result

UK ministers are reportedly considering giving manufacturers extra incentives to add vehicle-to-grid (V2G) technology to cars as part of its review of the zero-emission vehicle (ZEV) mandate.

The technology, which was arguably pioneered by Nissan in Japan in the early 2010s, supports bidirectional power transfer, allowing electric vehicles to not only be charged from a domestic charger, but also feed energy back into the grid.

Early demonstrations with Japan’s CHAdeMO charging standard showed that something like a Nissan Leaf could provide power to a home during natural disasters, and also help decrease the load on the grid during peak consumption hours.

According to supporters of the technology, increasing the amount of V2G-enabled EVs on UK driveways could help the transition away from fossil fuels to renewables, balancing the grid when wind and solar generation is lower than electricity demand.

According to a report in The Guardian, in order to incentivize manufacturers, ministers are considering offering additional Zero Emission Vehicle credits to those companies that can successfully increase the prevalence of V2G tech.

Currently, the ZEV system sees manufacturers earn credits for every fully electric or hydrogen fuel cell vehicle they register, with annual targets set for the percentage of electric cars sold each year.

Companies that fall short of their annual sales quota must either buy surplus credits from other manufacturers, borrow against future targets, or pay non-compliance penalties.

While increasing the amount of vehicles that are capable of bi-directional charging could indeed help balance out the grid in times of peak demand, some critics claim that offering additional credits to manufacturers could lead to an increase in the production of polluting petrol and diesel models.

“Vehicle to grid is exciting technology that could help balance the grid and cut bills, but carmakers should only be rewarded if it’s actually used, not just for fitting it,” Ben Nelmes, the chief executive of New AutoMotive, a think-tank tracking the transition to electric cars, told The Guardian.

Analysis: simplicity is key

Vehicle-to-grid technology is nothing new, and the idea of the 'virtual powerplant', where the grid can give and take energy from thousands of vehicles all connected to the grid, has been on the minds of automotive manufactures for well over a decade.

Right now, Renault and Alpine offer V2G services in France through Mobilize and The Mobility House projects, while the Volkswagen Group's Elli sub-brand announced a packaged V2G offer in June for its German customers, targeting compatible VW, Volkswagen Commercial Vehicles and Cupra models.

In the UK, Octopus Energy already offers its Power Pack, which it claims is the first vehicle-to-grid tariff that could save a typical V2G driver £620 per year compared to the company’s other flexible tariffs.

However, as someone who owns a house with EVs, solar, battery storage and inverters, I know first-hand just how complex it is navigating the various energy tariffs, and calculating whether or not it makes financial sense to sell excess solar back to the grid.

Not only does this typically require several apps and a good grasp on the software that manages all of the various systems, it also demands an in-depth knowledge of energy tariffs and dynamic pricing.

Vicky Edmonds, the chief executive of the Electric Vehicle Association England, which represents drivers, told The Guardian: “These technologies have enormous potential, but consumers are still getting to grips with more immediate questions around the cost of their car, the cost of charging, and whether an EV meets their day-to-day needs”.

So, while some believe that the electricity supplied by V2G cars could add up to the equivalent of a power station by 2030, the process would have to be as simple as possible to encourage already confused motorists to adopt the technology.

• High-end electric sedan aims to rival Rolls-Royce, Mercedes-Benz and BMW
• Quad-motor platform and solid-state battery tech rumored
• Flagship model is due to be unveiled in Dubai in November

Chinese EV maker BYD has been teasing a number of photos in the lead up to the launch of one of its most luxurious and technologically accomplished model to date.

It is understood that BYD’s luxury sub-brand, Yangwang, will be the badge on the hood of the upcoming vehicle, codenamed “Project Hu” that, even in its extensive camouflage, can easily be recognized as a Rolls-Royce or BMW i7 rival.

Yangwang general manager Hu Xiaoqing revealed photos of the vehicle earlier this month, while China's ThinkerCar X account also posted videos suggesting it's undergoing final testing.

The long, luxurious electric sedan is tipped to feature massive coach doors, which are rear-hinged to make it much easier to clamber in and out, while the predicted 5.5m length is large enough to see it go toe-to-toe with the Mercedes-Maybach S-Class and the Huawei/JAC-built Maextro S800, according to CarNewsChina.

There is no confirmation on the powertrain that will underpin the model, but speculation suggests it will pack Yangwang’s quad-motor architecture and DiSus active suspension.

It is also hotly-tipped to be one of the first production models to be released with the BYD Group’s solid-state battery technology, while teaser images show it next to BYD's Flash Charge technology, suggesting top-ups could take a matter of minutes.

During a recent interview, BYD’s executive vice president Stella Li revealed that the company’s first vehicle to use solid-state batteries will debut in 2027, which coincides with a suggested launch date for the Project Hu vehicle.

It also makes sense given that prices for the Hu are rumored to start in the two million yuan range, or about $300,000 / £225,000 / AU$430,000, according to Electrek, which would help cover the cost the expensive, non-mass produced solid-state battery tech.

Analysis: Even the luxury market isn't safe

The fact that BYD is choosing to unveil Project Hu in Dubai next month suggests that it is confident that its products can rival some of the most luxurious and globally-recognized automotive badges on sale in the world today.

CarNewsChina states that YangWang already offers a U8 (the marque’s enormous premium SUV) in the Middle East for 659,900 AED — or around $180,000 / £134,860 / AU$256,420 — which greatly undercuts things like the Bentley Bentayga and Rolls-Royce Cullinan.

If BYD’s products genuinely stand up to the industry benchmarks, prestige western brands could soon have to fend off the same sort of competition that is causing headaches for manufacturers in the fiercely ruthless mass markets.

• Chery Group-owned brand reveals it sporty side
• Concept blends elements of the hatchback and shooting brake design
• Menacing front end its reminiscent of recent Audis

The Chinese-owned Lepas automotive brand, which has been making waves in many European markets with a selection of cut-price SUVs, has recently unveiled a stunning concept that could influence its future models.

While the marque's L8 and L6 SUVs are fairly generic in their exterior styling, the Aura concept blends hatchback proportions with a sporty shooting brake aesthetic that could easily go toe-to-toe with some of Europe’s best designs.

According to the Chinese company, which showcased its concept at the brand's Global Elegant Lifestyle Week in Wuhu, China, the Aura represents the second evolution of what it brilliantly calls 'Leopard Aesthetics'.

After all, the company’s name is a portmanteau of “leopard” and “passion”.

The most distinctive feature is the 'Leopard-Eye' lighting signature at the front, while the faux grille is an enormous back-lit screen that houses the Lepas logo.

According to its designer Ivan Dulanovic, this digital canvas at the front can display adaptable graphics, lighting effects and animations, while an elliptical display at the rear offers scope for personalized taillight signatures.

A lack of front grille and ducting also suggests that the concept could use an electrified powertrain.

Speculation aside, the pronounced shoulder lines, flowing surfaces and long, low stance makes it looks like very little else currently on the road today. And while there is no confirmation as to whether or not it previews a production car, the concept gives us a strong look at the design direction the brand intends to pursue with future models.

Analysis: Breaking the mold

Aside from simply being a very nice piece of automotive design, the Lepas Aura concept is also interesting because it doesn’t take the form of yet another generic SUV.

Once of the biggest issues with many of the new Chinese brands entering the UK and Europe is that they tend to lack an individual identity, often appearing like an AI mash-up of numerous successful crossovers currently on sale.

It’s possibly a deliberate tactic, as offering customers something they immediately recognize helps reduce any anxiety around trusting a new brand. Plus, the SUV remains the top-selling body style in most markets.

But the Aura is different and it previews what a sleek and stylish hatchback or shooting brake could look like from Lepas. The simple, uncluttered design, meanwhile, feels fresh and should deliver more cause for concern among the established European players.

Until now, the likes of Audi, Porsche and Mercedes-Benz have been trading on their reputation as leading design figures, but now you could argue that the burgeoning Chinese automotive industry is starting to refine a style of its own. And it looks good.

Not so long ago, you could have compared Hyundai (and sister company Kia) to the numerous Chinese newcomers currently wreaking havoc on the new car market.

The pair did to the legacy automakers what the Chinese are doing now, in so much as they undercut prices with exceptional value propositions.

How times have changed, as both Korean marques now offer luxurious electric vehicles that cost upwards of £70,000 / $70,000 / AU$130,000 and are now synonymous with quality, innovation and cutting-edge design.

However, these companies also now find themselves fending off cut-price competition from the Far East.

Not one to back down, Hyundai is ploughing on with its plans to be one of the leading electric vehicle manufacturers in the world, promising to launch or update 100 models by the year 2030.

Spearheading that campaign is the new Ioniq 3 — a fully electric compact hatchback that Hyundai says is designed to make electrified mobility intuitive, comfortable and relevant for everyday European needs.

To do this, it is offering highly competitive all-electric range, punchy performance and distinctive looks in a package that can easily be threaded through busy city streets and parked in typically tight urban spaces.

But above all this is the exceptional value proposition. In the UK, the Hyundai Ioniq 3 starts at £18,495 after the full £3,750 Electric Car Grant (that's around $25,000 / AU$35,000), slotting it in among some of the most affordable EVs on the market today, without the tech and space compromises of something like the super cheap Dacia Spring, Honda Super-N or Leapmotor T03.

Tech-cellent value

It might seem odd that one of Hyundai’s cheapest vehicles is also the first to sport Hyundai’s all-new Pleos infotainment system, but the technological update has helped keep costs down.

Gone is the sweeping (and more expensive) multi-screen array found in other models, such as the Ioniq 5, and in its place is either a 12.9-inch or 14.6-inch central touchscreen (depending on the trim level) that is based on the now ubiquitous Android Automotive Operating System.

Zero points for guessing which company Pleos clearly drew a huge amount of inspiration from, as the graphical layout is almost identical to a Tesla, complete with the ability to adjust the on-screen set-up with a few intuitive swipes.

There’s a graphical representation of the car on the left of the screen that can open the trunk and windows (like Tesla), navigation to the right (like Tesla) and a read-out for current speed in the corner closest to the driver (you guessed it, just like Tesla).

Homework copying aside, Pleos isn’t as handsome as other Hyundai set-ups, as it feels a little ‘bolted on’ to the dash.

But it all works seamlessly, is very fast to respond and is an improvement in so much as it offers much more detailed connected navigation with EV route planning, over-the-air software updates and access to the Pleos App Market, which will grow as the weeks pass.

Weirdly, Hyundai has also opted to offer a second digital driver display, which sits behind the steering wheel, as an optional extra.

Some corners of the internet lost their minds over this, forgetting that Tesla has relied solely on its central infotainment display for years.

So, if you prefer your speed read-outs in a position where you don’t have to take your eyes off the road, it could be worth ticking that option box.

Hyundai also introduces Gleo AI with the new infotainment system, an AI-powered voice assistant integrated into Pleos Connect.

It uses natural-language commands to control selected vehicle functions, access information and interact with connected services.

During testing, it worked very well, able to make the cabin warmer via chatty conversation and even interact with third-party apps, such as Spotify.

There’s also the option of Hyundai Digital Key 2, which allows compatible smartphones and wearable devices to lock, unlock and start the car without a physical key, while a dedicated app provides remote access to vehicle information and selected functions through a smartphone.

Despite the price, customers aren’t getting short-changed on the technology front and here, it feels like Hyundai has poured hours of dev work into the Ioniq 3 to make sure it’s all intuitive and easy to figure out… which can’t be said for many cut-price Chinese rivals.

Styled to stand out

Hyundai’s decision to combine its ‘Art of Steel’ design language with what the company calls an ‘Aero Hatch’ silhouette is likely to raise eyebrows and cause some debate over whether or not it actually works, but this is a car that demands attention whichever side of the argument you sit on.

The shape pairs a low front end with a roofline designed to maximize headroom for front and rear passengers before tapering toward the rear spoiler.

Hyundai said it targeted a drag coefficient of approximately 0.263 in order to boost EV efficiency, while the company’s signature pixel lighting and four central dots referencing the letter ‘H’ in Morse code give the car a distinctive visual identity when it’s dark.

Divisive exterior design aside, there’s plenty of room inside the car. The ‘Furnished Space’ approach of the concept has taken a bit of a backseat, but it’s a very minimalist space with a flat floor that’s intended to maximize passenger roominess, with Hyundai claiming the five-seat cabin can comfortably accommodate three adults in the rear — although it will be a squeeze.

Customers can stash a total of 441 liters of stuff in the back, which is split between a 322-liter trunk and an integrated 119-liter “Megabox”, which is essentially a large space underneath the trunk floor.

Having seen most of the variations Hyundai offers, the N-Line cars, with their larger wheels and more pronounced rear spoiler, certainly look the best. It’s no hot hatch, but ‘Aero Hatch’ wears the rear wing and diffuser with more confidence, making it look less awkward than base cars.

A fine drive

Navigating Hyundai’s various trim levels is a little confusing, especially given that the cheaper, shorter-range versions are actually faster — which you can't specify in the racier N-Line guise.

All cars ride on Hyundai’s latest K3 Platform with a 400-volt electrical architecture, allowing for 10 to 80% top-ups in approximately 29 minutes using a DC fast charger. The Standard Range model uses a 42.2 kWh battery, while the Long Range version gets a 61 kWh unit.

Both feature a front-mounted electric motor and front-wheel drive, with the Standard Range producing 107.8 kW (147 hp) and the Long Range delivering 99.5 kW (135 hp).

It feels like the wrong way around, but it’s very difficult to discern the additional 12 hp from behind the wheel anyway.

Hyundai quotes WLTP ranges of over 344km (around 214 miles) for the Standard Range and over 497km (around 310 miles) for the Long Range, which feels about right given the sort of efficiencies we were experiencing during our test drives.

Across the often broken road surfaces just outside of Istanbul, Turkey, the Ioniq 3 leaned on its smart regenerative braking functionality to top up the batteries on descents and generally make the most out of a charge. I clocked around 4.2 miles per kWh during my test.

With that in mind, expect to return around 250 miles from the longer-range versions and around 200+ miles from the Standard variant under typical driving conditions.

Acceleration is brisk across the board and this is definitely a car that has been tuned for quick city sprints, rather than long motorway stretches.

During these, there’s a fair amount of wind noise and the Ioniq 3 felt out of its depth keeping up with Turkey’s circa-90 mph speed limits.

But under normal (read slower) driving conditions, it feels much more mature than its budget price tag would suggest. The cabin is neatly laid out and the soft-touch fabrics adorning most surfaces elevate it to a point that Hyundai could easily charge more.

Above all else, it’s very difficult not to keep returning to the price, because the Ioniq 3 feels like an extremely accomplished EV that will happily rival the likes of the Renault 5 E-Tech and the VW ID 3, while undercutting sister company Kia’s EV2 by a considerable amount.

As a retort to the waves of cheaper Chinese rivals, it’s a formidable proposition with great in-car tech, a sweet drive, excellent range and a premium-felling interior.

In fact, when you consider the price, it has to be one of the most well-rounded affordable EVs currently on sale.

There has been an increase in demand for compact electric vehicles as city streets get more congested and drivers feel the urge to move away from bloated, heavy SUVs that don’t fit in with daily life.

But Hedley Studios, formerly known as the Little Car Company, has taken this thinking one step further — dedicating its life to producing perfect miniaturized replicas of some of the most famous and sought-after cars on the planet.

Far from simply being a purveyor of toys for kids who never grow up, the company says it stands at the “intersection between art and automotive excellence,” crafting hand-built, electrified interpretations of the Bentley Blower, a 75% scale iteration of the Bugatti Type 35, and a baby Bond Aston Martin DB5, to name but a few.

Now, the British company has signed up its sixth official partner in Porsche, and it has turned its hand to arguably one of the most iconic models in its back catalog: the 550 Spyder.

Shaped like a silver speeding bullet, the 1950s roadster took a class win at Le Mans, dominated Italy’s infamous Targa Florio, and, sadly, became the last car Hollywood megastar James Dean ever drove.

Parking “Little Bastard” for the time being, the Hedley Studios 550 J (the ‘J’ standing for junior) is a 2.9m-long and 1.2m-wide, 80% scale interpretation of a 550 Spyder and 550A that swaps a raspy 1.5-liter four-cylinder boxer engine for a 48-volt electric powertrain producing 8kW (11 hp) in the standard version and 16kW (21 hp) with the optional RS Pack selected.

Oh, the car is limited to just 250 units, and prices start at £69,500 (around $95,000 / AU$135,000), making it more expensive than many adult-size Porsches.

To question why is almost missing the point, as Hedley Studios boss Ben Hedley tells me that most of the owners of the original multimillion-dollar Porsche 550 Spyders have already been in contact to carefully personalize their miniature interpretations.

A personal project

We’ve already established that anything coming out of Hedley Studios most definitely isn’t for children, with the company’s owner revealing that most of the time, his creations never actually get driven and serve only to look good next to Damien Hirsts and highly collectable classic cars.

Which is a shame, because the effort the team has gone to in order to replicate both the look and feel of the originals is astonishing.

In fact, Porsche allowed the team full access to its very private archives, so engineers could pore over original technical drawings. They even took a 3D scan of an original 550A when designing the chassis.

As a result, carbon-fiber bodywork sits over a steel spaceframe, while Brembo brakes borrowed from a Ducati Diavel motorcycle provide stopping power behind the bespoke 13-inch wheels.

All cars receive adjustable Bilstein coilover dampers, while those teeny wheels are shod with Continental tires also used by the Renault Twizy.

Inside, the 550 J leans heavily on the original car’s motorsport heritage rather than chasing modern digital excess.

A bespoke three-spoke, wood-rimmed Nardi steering wheel, which Ben Hedley says cost an “extortionate” amount of money to design, develop, and produce, sits ahead of a period-correct three-dial instrument panel.

Personalization is key here, with customers able to trim their interiors in whatever material they like, but the RS Pack switches things up to Alcantara, while further personalization options include tan or red leather, navy finishes, and Pepita-inspired upholstery.

Tiny car, enormous fun

Clambering inside the 550 J isn’t exactly the most elegant of exercises, but Hedley Studios has had the foresight to include a removable steering wheel.

Once nestled into the gloriously period-correct interior, it’s a case of inserting a small key, which doubles as the driving mode selector, to power up the 48-volt electric powertrain.

There are Normal, Sport, and Sport+ modes to select from, while the main reverse, neutral, and drive toggle has been lifted directly from a modern electric Porsche.

Organ stops operate the lights, and a race-inspired fly-off hydraulic handbrake prevents it from rolling away.

With just two pedals to contend with, driving the 550 J really is child’s play, but it’s impressive how much it feels like a very small mid-engined sports car.

There’s no wild EV acceleration, but speed builds to a very reasonable 40mph swiftly. Considering the general lack of space, drivers are forced to employ race-inspired left foot braking, which only makes the whole experience feel more sublime.

Cars with the optional RS Pack are even more focused and raise the top speed to 50mph, while it is surprisingly easy to have the rear end gently slide out during the tighter, faster turns. It’s just healthy, analog driving fun.

To be honest, you probably wouldn’t want to be going much faster, although Ben Hedley says many customers have already asked to have speed restrictions lifted, as there have been suggestions of a one-make race series among particularly well-heeled collectors. Sign me up.

But unlike the Hedley Studios Bentley Blower Junior, you can’t drive this pocket-sized Porsche on the road. Let's be real, it’s not going to replace the family runaround anytime soon, is it?

This is the sort of glorious whimsy the world needs right now, and if Santa delivers one to your doorstep this Christmas, you must have been exceptionally well-behaved. Or just have more money than sense.

• Audi is the first manufacturer to introduce Spotify’s ground-up app for cars
• New platform takes advantage of passenger screens
• A more comprehensive interface brings with it more features

Audi has announced that it is the first automaker to introduce Spotify’s dedicated in-car application, which has been co-developed by the music streaming service and the Volkswagen Group’s Cariad automotive software company.

Yes, a dedicated Spotify app already exists for cars running Android Automotive, such as those from Renault, Volvo and more, but that is a template-based solution, which uses standardized layouts and controls. It also keeps a tight lid on the myriad Spotify features that have been introduced over the past few years.

Jonathan Tarlton, Automotive Business Development Lead at Spotify, told The Verge that the company was “drawing all the pixels” during the development stages, going on to state that it owns the user experience and that it is “100 percent Spotify”.

Unlike the limited Google Automotive OS app, as well as the smartphone projections experienced by both Android and Apple users in Android Auto and CarPlay, the software debuting on Audi models uses a layout that feels more like the desktop experience, making the most of massive infotainment real estate.

When passenger screens are specified, for example, front-seat passengers can watch Spotify music videos while the vehicle is moving, they can also see real-time lyrics and scan QR codes to join listening parties or create ad-hoc road-trip playlists.

The large central display in Audi’s current line-up can do all of those things, but for safety reasons, this functionality is blocked as soon as the wheels start rolling.

Analysis: A slicker Spotify experience

Audi says that this is the first time that music videos and real-time lyrics, as well as popular features like Spotify Jam and Spotify DJ have been featured on a native app, but doesn’t mention if or when it will be arriving on other models within the Volkswagen Group or further afield.

Judging from the imagery Audi has provided, the native app looks a lot cleaner than anything currently found on Android Automotive OS, with a layout that closely mimics the set-up found on laptops and desktops.

I don’t now about you, but I often get frustrated with the limited capabilities of the Apple CarPlay projection, as well as the clunky music search functionality. I often end up listening to the same old playlists on repeat because of this.

In contrast, Audi says that its AI-powered voice assistant works seamlessly to control the music while driving, with the “Hey Audi” command used to switch playlists or search for individual tracks.

Spotify users must have an account and use a smartphone to sign in, but Audi says the new Spotify app can be downloaded from the Audi Application Store free of charge.

• Live pilot program uses Kia’s PV5 electric vans
• Remote tele-operators return vehicles to a depot after use
• The technology is designed to ease the burden on large fleet operators

Kia has launched South Korea’s first remotely operated car-sharing trial in the Pangyo Techno Valley region, allowing customers to have a vehicle delivered to their location without a driver.

The company’s PV5 electric vans are being used in the pilot trials, where operators stationed remotely can take over control of the vehicle and drive it to a location without a human behind the wheel.

Similarly, it allows car-sharing customers to leave the vehicle at their destination and have a remote operator drive it back to the depot for servicing and charging.

The pilot program is the result of a consortium between Socar, KT, Kia and autonomous driving startup SUM, which has now moved to a stage where the companies involved are looking to commercialize the technology.

According to the Korean Herald, the system enables operators at external centers to control unoccupied vehicles over 4G or 5G networks. A simple app interface provides booking, payment, and support.

To avoid any network connectivity failures, the consortium reportedly established a triple-network system, which is paired with operator training and emergency response measures.

According to those involved, using existing telecommunications infrastructure and conventional vehicles makes the setup less costly than fully autonomous systems.

Kia says that remote vehicle operation helps reduce the burden on large car-sharing fleet operators, negating the logistical headaches involved in moving various vehicles around and giving customers greater freedom to collect and return cars at a location of their choosing.

The automotive company also says this technology can support mobility in areas with “limited transport infrastructure and everyday convenience services.”

Analysis: bad news for valets

In 2024, BMW unveiled a similar tele-operated technology, dubbed, quite predictably, automated valet parking (AVP) solutions, at the Consumer Electronics Show.

A joint effort between the German automotive giant and Tier 1 supplier Valeo, the system let remote valet-parking experts take control of any connected BMW and help it find a space.

I tried the tech out in the parking lot of the Las Vegas Convention Center, remotely controlling one of the marque’s latest iX models and guiding it around cones using a fairly standard gaming wheel and pedals, plus large televisions and a couple of touchscreens.

At the time, BMW and Valeo saw it as a logical failsafe while vehicles autonomously hunted for cars and parked themselves in designated areas.

It would allow customers to leave their vehicle at a drop-off zone in busy destinations, such as airports and shopping malls, then have the vehicle hunt for a space itself using onboard driving technology.

If the vehicle ran into trouble, a remote operator could take control and guide it safely to a suitable spot.

BMW hasn’t launched a public tele-operation pilot program yet, but Kia’s latest move could encourage more companies to explore similar solutions.

Elon Musk once stated that all Teslas would be capable of fully autonomous driving, able to go off and earn their owners' money as they spent the day moonlighting as a Robotaxi.

That hasn’t happened yet, but remote tele-operation feels like the logical stepping stone towards exploiting the autonomous capabilities of connected cars and software-defined vehicles.

Drivers can stay in control for most of the journey, where it really matters, yet still use autonomous valet parking when they arrive, with a trained human ensuring everything runs smoothly.

After almost a decade of teasing, flip-flopping on design, and generally testing the patience of every single customer that originally placed a deposit, Tesla has taken the wraps off its completely radical and utterly bonkers Roadster.

What started as a reimagining of the car that arguably kicked it all off for Tesla — complete with curvaceous looks, epic real-world performance, and a 600-odd-mile range — has transformed into an angular, space-age speed machine that’s capable of around 300 miles on a single charge, can accelerate faster than most human bodies can withstand, and can “fly” for short periods.

I insist on placing the word “fly” in quote marks simply because the recent live demonstration at SpaceX’s Rocket Test and Development Center in McGregor, Texas, showed the car being flung into the air by cold-gas thrusters before employing yet more SpaceX-derived thrust technology to ensure it came down onto the stage below gently.

In essence, enormous jets of compressed gas force the vehicle to become airborne, while separate thrusters mounted around the car can make it spin (performing a “kickflip,” as Tesla Vice President of Engineering Lars Moravy called it) and then land safely on more jets of rapidly decompressed propellant.

It’s all deeply impressive, and the additional use of McMurtry Spéirling-esque fan technology to create insane levels of downforce will likely contribute to some pretty astonishing lap times if Tesla chooses to go down that route.

But take a deep breath, ignore the hype for a moment, and ask one simple question: why?

All but the “entry-level” Performance model can likely only be used on private roads or specific race circuits, while the completely nuts Rocket model, with its full cold-gas thruster setup, is available to purchase by invitation only, meaning Tesla will decide who's able to use it.

Viewed simply, this is Tesla pushing the boundaries as far as they can be pushed, proving that it is one of the most innovative automotive and technology companies on the planet.

Perhaps in Elon’s mind, it wasn’t good enough for the Roadster badge to be resurrected and placed on an entirely plausible and rather handsome EV. It had to be a halo car that showcased not just Tesla’s talents, but those of its sister company, SpaceX.

This fits with the views of certain corners of the internet, which believe the entire stunt was set up to promote a potential SpaceX and Tesla merger, further pumping up investor hype.

“It was an engineering flex with no commercial value beyond embarrassing traditional car makers,” Gene Munster of Deepwater Asset Management told Automotive World. “The Roadster event is the latest example of why Elon can’t wait to bring (Tesla) and (SpaceX) together.”

Tesla needs to get real

As impressive as this week’s Roadster demonstrations have been, the new halo car has no real bearing on the sort of products we can expect from Tesla in the future.

Heck, the Roadster isn’t even a proper 'roadster', seeing as it uses removable T-panels rather than a traditional convertible top.

There was absolutely no mention of innovative battery technology, not a peep about rapid charging, and no messaging around next-generation infotainment or software-defined breakthroughs.

Ignoring the Cybertruck, which now sells in tiny numbers, Tesla only offers two vehicles — the Model 3 and Model Y — with no plans to introduce anything else soon. Instead, it appears set on incrementally improving them over time.

Dig through the convoluted Roadster specifications list, and the only road-going variant, the Performance model, is simply a very fast electric performance car with a multi-mode suction system that has already been introduced by a rival.

It can only manage 300 miles on a single charge, it develops 1,350 hp (a Porsche Cayenne Turbo Electric manages 1,140 hp), and, more importantly, it’s arriving almost 10 years after it was originally planned.

The more events Tesla holds like this, the more it feels like a distraction from the fact that the competition, predominantly coming from China, is actually moving the game forward.

BYD with its nine-minute Flash Charge, Nio with its battery-swap technology, and Geely with its Level 4 Afari Smart Driving autonomous systems all feel like innovations that could have genuine real-world impact.

Tesla wrote the blueprint for electric vehicle ownership when it established the groundbreaking Supercharger network and delivered cars that were effortless to live with.

Now, it’s peddling humanoid robots and other sci-fi stunts to deflect from the fact that its EV business is stagnating.

There’s a phrase I often used to use when referring to Elon Musk: Don’t bet against Elon.

This stemmed from long before he became a supervillain, and was instead no more than an oddball tech-sector genius primed to become a real-life Tony Stark. It was at the tail-end of this honeymoon, in 2017, that Musk unveiled the Tesla Roadster 2020, a luxury model EV that promised insane specs and performance (0-to-60 mph in 1.9 seconds) and maybe even something we’d only dreamed of: rockets that might let it fly.

Now, for chronology sticklers, Musk did not promise rockets during Tesla's November 2017 event; it was primarily devoted to the Tesla Semi. That tease came months later on his favorite platform, Twitter, where Musk wrote:

“SpaceX option package for new Tesla Roadster will include ~10 small rocket thrusters arranged seamlessly around car. These rocket engines dramatically improve acceleration, top speed, braking & cornering. Maybe they will even allow a Tesla to fly …”

I posted my skepticism with a Tom Hanks GIF of him saying “Really?”

This morning, my X feed has been filled with people replying to that old post with “Yes, really” and wild videos of the fully redesigned Tesla Roadster flying with the aid of what appears to be 10 thrusters (SpaceX rocket engines).

In the videos shared from Musk’s launch event, the Roadster inexplicably rides up a vertical incline and then flies off it, flips over, and lands on its wheels.

Yes, a car can fly. We may not have affordable healthcare or housing, world peace, safe social media, or know if AI will save us or kill us, but we have a car that can fly.

I’m not discounting the impressive engineering or sheer audacity of the flying Tesla Roadster, but it’s been a long time since Musk crashed his own launch event with a “one-more-thing” Roadster update, and I feel different about, well, just about everything.

Back then, it had been five years since I had interviewed Musk and gotten him to playfully whistle Fly Me to the Moon. The busy entrepreneur’s personality had been shifting slowly to a more petulant and unpredictable place. I’d recently sat through a Tesla Model 3 launch where he abruptly ended a press conference without taking any real questions from journalists, and at the Semi event, he showed up incredibly late, though he did deliver the goods in the end.

I see things differently now

Now, when I look at this more geometric and rocket-filled Tesla Roadster (it looks nothing like the one I saw in 2017), it’s through the prism of everything else Musk has done in the last five or so years.

He purchased Twitter, smothered the brand, and rebooted it as the darker and often angrier X. To be fair, some now report that X has started to rekindle some of its older, kinder, and more inclusive community (I’ve experienced a bit of this myself), but it’s still a far cry from the place Musk so enjoyed when he touted all his latest Tesla and SpaceX advancements back in 2017.

Musk became not just the face of government cost-cutting; he became President Donald Trump’s weapon of choice, with the Musk-led Doge taking an axe to life-saving programs around the world.

It’s hard to reconcile the excitement of a flying car with the man who now guides it.

Or is it?

The fact is that no one needs this car, and anyone who understands even the tiniest bit of physics (and rocket technology) knows that the power and effort to lift and fly a one-ton car is extraordinary.

Its thrusters have nothing to do with the EV motors or batteries — they’re cold-gas thrusters, which use massively compressed gas stored in a 200-liter tank and a 400-liter tank. Musk was clear that this car is not expected to be road legal, which is good, because I’m frankly terrified of the idea of something crashing into it and rupturing those tanks.

But even if he delivers multiple of these cars for the invite-only crowd it’s aimed at, and it doesn’t turn out to be a one-off (which, let’s face it, is likely), why bother? If it’s so impractical that it can never make it to American roads, or any others, what was the point outside of a fun few seconds to watch?

Musk has his devotees, and I can see them tripping over themselves to applaud the unveiling (finally, after almost a decade) of this promised Tesla Roadster update, but for many others Musk is just another inscrutable tech bro who does what he does for his own reasons with very little, if any, of them having to do with the betterment of humankind.

So, thanks for the tech showcase, Elon. You have anything for what’s really ailing the world?

We had to wait a long time for the unveiling of the new Tesla Roadster, but for those who wanted to see something absolutely bonkers, it was worth the wait. A top speed of more than 230mph, 0-60mph in under 0.59 seconds, and a suction system that lets the car hang upside down, if you're driving along the ceiling for some reason.

Then there are the rocket thrusters, borrowed from SpaceX, with up to 10 fitted on the top-end Rocket version of the car, which will be available buy by invite only. These compressed air boosters gave us the most dramatic moments of the unveiling, as the Roadster went upside down and then flipped back over, before later jumping over a procession of parked vehicles.

How exactly then has Tesla managed to get a car to fly? Is it going to cut down your commute time? And surely this technology can't be safe enough to ever be allowed on the roads? Here's the breakdown of the Roadster's rocket thrusters and how worried you need to be about getting close to them.

How does the Tesla Roadster fly?

The rocket thrusters on the Roadster are powered by tanks called carbon fiber overwrapped pressure vessels (COPVs). These tanks hold highly compressed air, and when that air gets released, through the thrusters, whatever they're attached to — in this case, a Tesla Roadster — travels very quickly in the other direction.

These COPVs are attached to cold-gas thrusters, but the air isn't chilled; it's just tightly compressed. The 'cold' terminology is used to distinguish them from 'hot' rockets that burn fuel, and there's no fuel burning here. SpaceX has been using similar thrusters for years, to help Falcon 9 boosters land safely back on Earth.

As per Tesla, "every usable void" in the Roadster is packed with COPVs to give the thrusters enough air to work with — a maximum of 600 liters, Tesla says, on the Rocket variant. That's divided into a 200-liter tank at the back for the rear thrusters (which is also there on the Thrust variant), and a 400-liter tank that replaces the passenger seat on the Rocket model.

We don't know how much flight time that will provide, but it seems unlikely to last much longer than the 'jump', adjustments and landing that we saw in Musk's demo. So it's unlikely you'll be soaring over city traffic (even if it were road legal). But if you should find yourself facing a missing section of an unfinished freeway, a la Speed, it should be ideal.

At the event, Tesla and SpaceX CEO Elon Musk said the car would be able to refill its air tanks on its own, without any air propellant, but what we don't know is how long that takes. You might have to limit your barrel rolling when you're behind the wheel.

Electric motors are used to open and close the thrusters, "completing micro adjustments within a fraction of a second". You can see from the live demos that there's a lot of in-flight calibration going on to get the Roadster to land with its four wheels flat, and to give it the necessary lift when required.

"It can do rolls, it can do crazy gymnastics," Musk said at the Roadster showcase after wowing the live crowd with a few stunts. Notably though, there was no driver in the car — it was controlled autonomously — and the audience was situated a long way back.

Are the new Tesla Roadster's thrusters dangerous?

As impressive as the Roadster's stunts are, it's unlikely that rocket thrusters are coming to a legally approved road vehicle anytime soon. Musk himself said the vehicle was "not necessarily a safety optimized car" and when asked whether it was road legal said that it "depends on the street".

What we do know is the Rocket version of the Roadster (with a single seat and 10 thrusters, the full flying package) is marked as "not approved for public road use" on Tesla's website. The "track ready" Thrust version, with two seats and fewer thrusters, is labeled as a "limited release". The Performance version, which you can reserve now for production planned in 2028, is "road ready" and doesn't have any thrusters.

Here's the most likely reason for the restrictions: Tesla says that the four rear thrusters alone produce over 80 kilonewtons (kNs) of force — the same as being hit by a 9-ton weight, if you happened to pass behind the Roadster on a track starting line just as it set off.

I'm no road safety expert, but that seems likely to raise red flags for regulators. It's quite capable of breaking multiple bones and damaging organs in humans. It could also write off the car behind the Roadster, if used at a green light.

There is a secondary issue, which is that the gas escapes at supersonic speeds, so if it picks up any debris from the road as it blasts, that would be accelerated to bullet-like velocities.

You obviously wouldn't fare much better if a Tesla Roadster landed on top of you — for multiple reasons — even if its thrusters ensured a relatively comfortable landing for the driver. The driver's safety remains a bit of a question mark too, though, because something closer to a rollercoaster harness would be needed in place of a driver's seat to keep a real person secure inside.

In short: there's a lot of potential danger, and multiple safety risks involved here, meaning its very improbable you'll ever see one driving down the street. For the foreseeable future, the flying version of the Roadster is just a stunt car. Perhaps we'll learn more at the next demo, planned for Idaho Snake River Canyon of Evel Knievel fame.

• Tesla demonstrates much-rumored cold-gas thruster technology
• New Roadster can "jump" and flip in the air
• Fan system creates downforce that will "crush every track record"

Following a typically awkward and slightly slapdash presentation at SpaceX’s Rocket Test and Development Center in McGregor, Texas, Tesla finally unveiled its new Roadster after nearly a decade of delays.

The event, which felt a bit like the audience had stumbled upon a few friends messing around in physics class, was fronted by Tesla chief designer Franz von Holzhausen, Vice President of Engineering Lars Moravy, and CEO Elon Musk, who freestyled their way through 20-odd minutes of scrappy information and Hollywood-style live demonstrations.

Oh, and we actually saw what the claimed production version of the Roadster will look like when it goes on sale (seriously this time) in 2028.

Gone are the curves and clean lines of the previously promised Roadster, as Tesla ushers in a more angular, Cybertruck-style look that apparently takes inspiration from SR-71 aircraft and rocket ships.

You could argue it now looks like Tesla's take on an electric Lamborghini, but the Tesla trio were keen to point out on several occasions that the upcoming Roadster is very much a joint effort between the EV company and Elon Musk’s SpaceX — hence the myriad rocket references seen throughout the design.

“The results are the collaboration of the world’s best car company and the world’s best rocket company,” Musk boasted before demonstrating what the vehicle is capable of.

In summary (fast forward to the demos in the clip above), it features numerous SpaceX-developed cold-gas thrusters that can not only deliver brutal acceleration (Tesla is claiming 0-60 mph in under 0.59 seconds and a top speed of over 230mph on top-tier versions), but can also make the car “fly” for short periods.

Thrusters at the rear of the Roadster provide up to 80 kN of thrust for straight-line speed, while individual units around and underneath the car deliver upward lift, as well as the ability to control the vehicle’s movements in the air.

Making these work on earth's atmosphere and not in the vacuum of space is the engineering headache teams at SpaceX and Tesla have been wrestling with for years.

During a live demonstration, which was “autonomous” and didn’t use a real driver for safety reasons, the new Tesla Roadster jumped over the company’s entire fleet of vehicles, performing a barrel roll midair before landing in a plume of thick gas and driving away.

Vice President of Engineering Lars Moravy said that Tesla calls this move “the kick-flip” and that “Tony Hawk would be proud.”

Tesla's CEO revealed that the system uses an advanced ultra-high-pressure air tank. “So, the car can recharge its air tank — it’s not like you need special propellant or anything like that,” Musk added.

This Tesla really sucks

Another key technology employed by the upcoming Roadster is a suction system that uses fans mounted underneath the car to generate huge amounts of downforce.

Similar to the McMurtry Spéirling, which has broken numerous circuit records thanks to its seemingly unending levels of grip, Tesla’s system pulls enough air from under the car to hold it upside down.

The technology is banned by Formula 1, for obvious reasons, but Tesla demonstrated its capabilities by having the Roadster drive up a vertical piece of road, then allowing the fan system to hold it on an overhang.

Only Tesla went one further and then had its Roadster leap off this perilous overhang, flip itself upright using the cold-gas thruster technology and carefully land on the stage beneath it like one of SpaceX's rockets touching down after a trip into outer orbit.

According to the company, the fan system also employs patented side skirts and actuators from its humanoid robot Optimus to autonomously adjust the set-up to suit a number of road surfaces, not simply super-smooth race tracks like those the McMurtry Spéirling is currently limited to.

“Better than any James Bond car,” Elon Musk said, explaining that the fan technology would allow customers to corner “like you’re breaking physics.”

“Acceleration, cornering, it’s going to crush every track record that has ever existed,” Musk revealed.

Specs and prices?

The event proved an impressive demonstration of the technology and, despite Elon’s warnings that success was “not guaranteed,” confirmed a number of rumors that have been circulating for months.

Yes, the upcoming Tesla Roadster will use cold-gas thrusters for straight-line performance and brief periods of flight. Yes, it will use a “multi-mode suction system” for insane levels of downforce. And yes, you will be able to buy one, albeit as a left-hand-drive vehicle only.

Musk promised that it will enter production in 2028 and that the company will continue to take reservations. Customers will have to hand over $5,000 today and another $45,000 within 10 days, or the reservation will be canceled.

There’s no concrete price for the final product, although the company did release more information on X following the event about the various versions that will go on sale.

These include Performance, which will use the “multi-mode suction system” and deliver a 0-60 mph time of under 1.6 seconds, but forgo the gas thrusters. This is likely to be the only road-legal variant.

Next up, Thrust will be a limited release and add the rear-mounted cold-gas thrusters for a claimed 0-60 mph time of under 0.9 seconds. It’s highly likely to be for track use only.

Finally, a Rocket model, which is reportedly invite-only, will feature the full cold-gas thruster array and be capable of the sort of gymnastics Tesla demonstrated, although there are no details on where these systems could safely and legally be used.

All versions feature hidden headlights, “super light” wheels, an adjustable rear wing, aerospace-inspired paint, and tinted glass windows designed to mimic the copper coating that gives spacesuit visors their golden sheen.

However, the original estimate of a 600-mile all-electric range seems to have been adjusted considerably, with Tesla hinting that 300 miles will be a more realistic figure for the new Roadster.

• The Great Han can manage over 600 miles on China's test cycles
• Full battery top-ups take as little as nine minutes
• The world’s luxury car makers could soon face stiff competition

BYD has revealed its latest flagship electric large sedan in China, capable of delivering Lucid Air Grand Touring-level range for a fraction of the cost.

Badged the BYD Han (the Great Han), the opulent sedan will cost just 235,900 yuan (around $35,200/£26,500/AU$51,000) in its domestic market, yet it is capable of delivering almost 630 miles on the CLTC test cycle — or around 508 miles on the much stricter European WLTP cycle.

Thanks to advanced technologies such as rear-wheel steering, an augmented-reality head-up display, and dual-chamber air suspension, the car has positioned to rival luxury models from Germany, the UK, and beyond.

Compatible with BYD’s Flash Charge system, the Great Han can charge from 10% to 97% in just 9 minutes, outdoing almost every EV on sale today for charging convenience.

There is no word on whether BYD will introduce the luxurious sedan to Europe and other markets, but seeing as it is rapidly expanding its network across the globe, it may well decide to offer it through its high-end Denza brand in the near future.

Analysis: Lucid numbers for less

The Lucid Gravity Air Grand Touring is often considered the benchmark for electric range, luxury, and cutting-edge technology in the EV market, but that car costs almost $110,000 in the US.

Naturally, the BYD Great Han will cost much more than the approximate $35,000 exchange rate from Chinese yuan if it ever sells elsewhere, but it would likely still undercut its premium rivals by a tempting amount.

Once again, China is proving that it can deliver the latest automotive tech, such as LiDAR-based autonomous driving systems, “crab walking” air suspension and lashings of infotainment displays, at rock-bottom prices.

With Chinese badge snobbery rapidly evaporating, particularly in BYD’s case, luxury legacy automakers, such as BMW and Mercedes-Benz, could soon find sales of their range-topping models not only suffer in China, but also in those European markets that they once dominated.

• Standard Zero DS completes over 271 miles on a single charge
• Previous record only managed 193 miles
• Mountainous environment helped with the endeavor

Californian electric motorcycle manufacturer Zero, which also has a major presence in Europe, has just set a new Guinness World Record after its Zero DS adventure bike covered just over 271 miles on a single charge of its 19.2 kWh battery set-up.

The model in question was factory standard and uses the firm’s high-density integrated battery, a passively-cooled interior permanent magnet motor, and regenerative deceleration technology to eke the most mileage out of every charging session.

Running standard tires and tire pressure, with no modifications beyond the factory-available Power Tank, which sees an additional 3.6 kWh battery stashed where a traditional fuel tank would be, the 19.2 kWh total battery array managed to clock 271.23 miles (436.5 kilometers) on its GPS unit.

This figure was then independently verified by Guinness World Records, which concluded that the Zero DS travelled 40% further than the existing record holder, set by Verge Motorcycles’ TS Pro around London in 2025.

Zero had a helping hand when it came to the terrain, as the route contained mainly quieter A and B roads in France (no highways were involved).

It also started high in the French Alps and wound its way down toward the Mediterranean coast, meaning the riders could take full advantage of regenerative braking.

Despite this, the undertaking was no mean feat, as the riders faced a long time in the saddle and battled the elements as the final stretch was met with pouring rain.

We say riders, because three intrepid explorers took on the challenge, with both the Zero SRS and DSR/X models also attempting to make history.

Those machines managed 217 miles and 239 miles respectively.

Analysis: An incredible achievement, with a caveat

Alongside high prices, range anxiety is one of the biggest concerns when it comes to electric motorcycles, as packaging makes it very difficult to engineer any sort of meaningful battery into the inherently svelte frames.

“Range anxiety remains a hurdle for prospective riders,” Jarno Middelbosch, Senior Director Global Marketing of Zero Motorcycles said.

“By proving a real-world range of over 270 miles on a single charge, we're showing what's possible to welcome the next generation of riders to Zero Motorcycles”.

However, there are a few things to consider here. Firstly, the Zero riders took full advantage of elevation, with regenerative braking likely playing a huge part in the record attempt.

Personally, I have experienced the same phenomenon when I rode the Can-Am Pulse and Origin along the winding routes of Southern France. During the descents, I found I was actively adding a considerable amount of range to the bike’s read-out.

Secondly, the Zero riders deliberately set out at night, where there would be less traffic and they could target a speed of around 32mph for maximum efficiency.

Both of these scenarios might not exactly be representative of most people’s daily commutes, but it does prove what is possible with some forward planning and 'sensible' riding.

Plus, with improvements in battery and motor efficiency, as well as the promise of more power-dense solid-state batteries on the horizon, this record might not stand for much longer.

• Citroen is targeting some of the cheapest EVs on sale with its revived 2CV
• The small electric car borrows some of the original’s much-loved features
• European brands are leaning heavily into their back catalogues in a bid to fend off Chinese rivals

Loved by French farmers, who transported eggs across rutted fields without incident during the 1940s, and adored by large swathes of the European car-buying public for its no-frills approach to multi-tasking motoring, the Citroen 2CV now enjoys almost cult status among classic car enthusiasts.

Like Renault’s recent resurrection of both the Renault 5 and more blue-collared Renault 4, Citroen hopes it can tap into the trend for automotive nostalgia with an incredibly cheap EV that’s capable of wearing multiple motoring hats.

Citroen’s CEO Xavier Chardon stated that the company hopes to sell a production version of its visually arresting concept for around $15,000 when it reaches dealers in 2028, which would work out to roughly £13,500, making the 2CV potentially the UK and Europe’s cheapest electric vehicle.

To do this, the French firm is developing an all-new electric car platform that it hopes a number of small models will eventually sit on, reducing production costs and enabling it to pass on those savings to the consumer.

There is no word on what will power the electric 2CV, although we can assume it will be in a similar battery ballpark to Renault’s latest Twingo, which uses a diminutive 28kWh LFP pack for a 157-mile range.

However, Chardon revealed that its engineers are busy shaving kilos off its current crop of electric cars, with the goal of selling an electric 2CV that weighs "less than a tonne". That would make it lighter than any electric car currently on sale, and could drastically increase its range.

What’s more, the company is bucking the trend for creeping footprints, as the modern 2CV is actually shorter than its predecessor, at just 3.76m in length.

Analysis: better in the flesh

While the next-gen 2CV is still just a concept for now, there are some clever design elements that make the interior look and feel much larger than it actually is.

There’s no traditional dashboard, for a start, while both the front and back seats look more like a garden bench than something you’d find inside a vehicle.

A removable wicker storage basket at the front is probably the most French thing since Renault offered a baguette holder in the R5.

Rather than the traditional bulky infotainment setup, Citroen designers have opted for what they call an 8-inch square ‘phygital’ touchscreen, which looks like an ereader and features graphics inspired by comic books.

There's also a very simple gear-shift lever that almost floats on a large cylinder mounted to the steering wheel, as well as an old-school detachable radio that's situated in front of the front passenger that doubles as a Bluetooth speaker for picnics.

Look closer around the concept and you’ll find myriad easter eggs and nods to the original, such as pedals that feature a rabbit (or maybe it's a hare) and a tortoise to distinguish the accelerator from the brake, door-storage compartments that are designed to hold eggs, and the sound of the digital horn, which is a direct copy of the original 2CV.

The enormous fabric sunroof, which practically turns the 2CV into a convertible, is a direct link to the past, while the solid metal bumpers at the front and rear are designed to protect against the typical Parisian 'touch parking' technique. It's both fantastically retro and forward-thinking at the same time.

In all honesty, I wasn’t convinced when I first saw it in the press images, writing it off as a bit too much of a novelty, with not enough retro cool to make it hit home like Renault’s recent offerings; but I changed my mind when I saw it in the flesh.

It’s cute, it's hugely practical, and the interior is a masterpiece in simplicity. It is unmistakably a 2CV, but also has hints of the original VW Beetle, and even Renault’s more recent Twingo about it.

Citroen says this concept is close to production in terms of design, adding that it's also considering a small commercial vehicle variant, illustrated by the 2CV Fourgonnette (above) concept that accompanied by this reveal.

Only time will tell if it will be as successful as the Renault 5 reboot; but the price is fiercely competitive — and riffing on heritage is something Chinese rivals simply can't mimic.

What do you think of Citroen's 2CV concept? Will you be putting your name down for one? Let us know in the comments below.

Rivian loves a seasonal update, especially its now-annual Halloween drop, which has become a treat for owners of its electric vehicles. But for 2026, Rivian has done its best — and succeeded — to beat previous themes like Knight Rider and Back to the Future, with a pretty perfect pairing.

With the Halloween update rolling out now — R2 is the 2026.36.40 version, and R1 is 2026.36.0 — owners of the R1S, R1T, and R2 can turn their Rivian into a modern-day Ecto-1 thanks to a Ghostbusters-themed software update.

Rivian even tagged in Bill Murray — ahem, Dr. Peter Venkman — for the spot teasing this year's update, and created a very special vehicle to celebrate: the Ecto-R1.

And if you happened to be in New York City last night and thought you spotted Mr. Murray taking a loop around the block in what looked like an Ecto-1, I can confirm that was indeed the case. At a special event, I saw Rivian's custom Ecto-R1 in person, with the R1S sporting a custom white paint job, Ghostbusters logos, and a full array of paranormal-fighting equipment up top. I also got to see Bill Murray take the passenger seat for a ride before spending a bit of time with the Halloween update itself in the R2.

For the custom Rivian that pays tribute to the classic Ecto-Mobile, the design team really paid attention to the details. Up top, you won't just find the paranormal-fighting gear, but also vintage-style police lights that do a good job of mirroring the original. There's even more equipment tucked into the rear of the vehicle, making this feel like a proper Ghostbusters conversion rather than simply an R1S with a fresh coat of paint and a few logos.

Of course, all that extra equipment comes at a cost to the R1S's silhouette, with the roof-mounted gear and lights adding some extra height. But that's part of the fun here: Rivian has taken its electric SUV and given it a treatment that feels right at home in the Ghostbusters universe.

Murray seemed to appreciate the attention to detail, too. Describing the Ecto-R1, he said it was "just technical enough, and just silly enough to be perfect; it's really perfect." After taking in the lights and all the sound effects, he summed it up as a 'cool car'. It's clear he enjoyed the commercial, too, even teasing the quick joyride at the end during his remarks at the event.

While the custom Ecto-R1 is a one-off recreation, Rivian's Halloween update brings some Ghostbusters to owners' vehicles. I got to experience the update in the R2, where the main display transforms into a full-on paranormal-fighting control panel called Trick or Treat mode.

It's far from just a simple Halloween wrap as well. The screen takes on the look of a piece of Ghostbusters equipment, complete with switches, buttons, sound effects, games, and controls for the vehicle's interior ambient lighting and exterior lights.

And it's not just a static screen, either. The panel is packed with little touches that make it feel like you're operating the equipment on a real ghost-hunting mission. Try flipping the switch for the radar equipment, for instance, and a ghostly hand pops up to flip it back off. It's a small detail, but one that shows just how much thought Rivian has put into this update.

There are several preset light and sound shows to choose from, including Ecto-1, Proton Pack, Slimer, Ghost Trap, Peter Venkman, and Random. These let you quickly activate a combination of interior and exterior lighting effects and audio, while Manual and Motion modes give you a little more control over the experience.

Motion Mode seems particularly fun, letting the effects trigger when someone moves nearby. I'd absolutely want to try that one in a parking deck, if only to see the reaction of an unsuspecting passerby.

And yes, you can blast the Ghostbusters theme, too. Between the full siren, the other sound effects, and the coordinated lighting, there's plenty here to make your Rivian feel like it's ready to answer a call from the Ghostbusters.

The experience extends beyond the main display, too. Rivian carries the Ghostbusters theme over to the screen behind the steering wheel and its app on both Android and iOS, so the seasonal makeover isn't limited to one screen. It's a surprisingly comprehensive treatment, and one that makes the update feel like a proper event rather than a quick seasonal Easter egg.

Of course, not every paranormal investigation needs to happen on the road. For those moments when you're parked or charging, Rivian has also included an arcade with games to keep you occupied.

Mallow Mash challenges you to pop as many Mini-Puft marshmallow men as possible. Murray himself noted that the game was quite hard, so even Dr. Peter Venkman might need a little practice.

Between the preset effects, motion-triggered surprises, soundtrack, and arcade games, Rivian has given owners a whole paranormal playground to explore — no proton pack required.

Beyond Bill Murray, who stars in the ad, Gil Kenan — co-writer of Ghostbusters: Afterlife and director and co-writer of Ghostbusters: Frozen Empire — was brought in to help shape it.

It's a fitting pairing for an update that leans so heavily into the franchise's look, sound, and humor. The custom Ecto-R1 is the attention-grabbing centerpiece, but the software makes the experience accessible to Rivian owners who don't have a fully kitted-out paranormal investigation vehicle in their garage.

And that's what makes this year's Halloween drop particularly good. Rivian has taken something as ordinary as a seasonal software update and turned it into a playful tribute to a beloved franchise, complete with the lights, sounds, and interactive touches that make it feel special. It might even be enough to get a few Ghostbusters super-fans looking at a Rivian in a whole new light.

• The UK could impose tariffs on EVs imported from China
• Chinese manufacturers warn this will increase prices for consumers
• Germany wants the UK to back its Made in Europe plans

The UK’s Prime Minister, Andy Burnham, met with Germany’s chancellor Friedrich Merz this week to discuss, among other things, the possibility of increasing tariffs on imported Chinese electric vehicles as a of show solidarity with Germany’s proposed “Made in Europe” plans.

Under a new set of rules, Germany is recommending policies that favor European producers and carmakers in response to trade practices by competitors like China and the United States, according to Politico.

Raising tariffs on cars imported from China could be seen as a way for the UK and Europe’s car industry to fend off the swathe of low-cost, state-subsidized vehicles that have been increasing in popularity over the past few years.

Recent figures released by the UK’s Society of Motor Manufacturers and Traders (SMMT) reveal that BYD is rapidly gaining ground on Tesla’s long-standing best-seller, the Model 3, as well as its Model Y — the two SUVs that regularly top battery electric vehicles (BEVs) sales charts.

In fact, BYD placed third and fourth this September with huge numbers of the Sealion 7 and the Seal, while Leapmotor, which only went on sale in the UK last year, crept into the top ten with its B10 SUV.

The SMMT says that electrified vehicles have “helped power growth”, taking a record 58.4% of all registrations if you factor in both BEVs and hybrids.

But Guy Pigounakis, commercial director of the Chinese-owned MG, has already warned that any proposal to match the European Commission’s levy of up to 45% on imports would have a “significant impact” on prices and would only serve to drive up inflation and potentially interest rates.

“You see that all across the world,” he told The Telegraph.

Analysis: Affordable Chinese EVs are fueling growth

Imposing tariffs typically creates a Catch-22 situation where domestic businesses experience greater protection from outside threats, but the consumer ends up shouldering the burden through increased prices and lesser choice.

The UK’s EV sales figures don’t lie — it’s clear to see companies like BYD, Jaecoo, MG and Leapmotor are winning over customers with great products at almost unbeatable prices.

The problem is, this is dragging customers away from Germany’s biggest brands, such as Volkswagen and Audi, both of which sat at the very bottom of the Top Models sales charts this September in the UK.

Despite more affordable and capable electric options coming online this year from the likes of Renault, Skoda and Mercedes-Benz, they are still being outsold by relative newcomers BYD, with Geely, Omoda and many more waiting in the wings.

As with battery and charging technology in general, it appears China is already one step ahead, as some of the biggest EV manufacturers are making moves to protect themselves against the threat of future tariffs by exploring and opening more manufacturing plants in European locations.

• Germany’s Federal Ministry of Transport is pushing for FSD approval
• Regulators are concerned about the controversial name
• The technology could be labelled “Tesla Assisted Driving” instead

A recent statement from Germany’s Ministry of Transport reports that the country's Transport Minister, Steffen Bilger, is pushing to legalize Tesla’s Full Self-Driving technology, aiming to bring the benefits of “innovative driver assistance systems” to Europe as quickly as possible.

According to the post, the ministry has agreed to allow the technology to travel at speeds of 10% over the local limits in order to smooth traffic flow — a point that has proven a cause for concern among other European countries.

“Minor speeding can contribute to a more even and fluid traffic, depending on the situation,” the statement reads.

Eight European countries have currently given the green light to Tesla’s controversial autonomous driving system, with a wider European Union rollout expected in 2027.

While Germany believes the driver assistance system shows a high level of performance, especially in urban traffic, ministers aren’t convinced about the naming. They say FSD (Full Self-Driving Supervised) is “somewhat misleading”.

The statement goes on to add that the Ministry of Transport feels that FSD is not a system that takes over the complete driving task.

“It is a driver assistance system that can support certain driving tasks such as accelerating, braking and steering. However, the driver must remain attentive at all times,” it adds.

As a result, the Ministry says Tesla has offered to rename the system to "Tesla Assisted Driving” in Germany. A move that could be rolled out to further markets in the future.

Analysis: Tesla’s naming is misleading

Controversy has surrounded Tesla’s Full Self-Driving for many years, with numerous court cases still active in the US involving accidents and Tesla’s driver assistance systems.

While certain elements of the technology have been called into question, such as Tesla’s avoidance of LiDAR in pursuit of an advanced camera-only system, it has largely been praised for its ability to take care of driving duties, potentially reducing driver fatigue.

But as Germany’s Federal Ministry of Transport states, the driver must remain attentive at all times. This is often where confusion has occurred.

Tesla’s website is clear to point out that the current features require active driver supervision and do not make the vehicle autonomous, but messaging from the company has been more ambiguous, with suggestions that the technology would soon become "fully autonomous" via over-the-air updates.

The Tesla North America X account even reposted a video (see above) showing one owner promoting the self-driving technology in his Cybertruck, as it helped with his "eyes getting bad."

In many countries, deteriorating eyesight in itself is enough to see a driving license revoked.

The National Highway Traffic Safety Administration (NHTSA) in the US has various investigations underway that are probing safety concerns surrounding FSD, but perhaps a simple name change, like the one Germany is proposing, could help clear up customer confusion and prevent over-reliance on the technology.

• Jaguar's imposing GT saloon delivers 1,000bhp
• Production car sticks close to the divisive concept
• Jaguar says it is a “copy of nothing” but luxury EV sales are stagnant

Jaguar has finally taken the wraps off a production version of its highly divisive Type 00 electric GT saloon, the first new electric vehicle from the British marque since its groundbreaking I-Pace back in 2018.

After hitting the headlines following a sweeping rebrand in 2024, Jaguar has come under fire from all corners of the automotive world (and beyond), being accused of everything from alienating its traditional customers to going “woke”, as commentators became bitterly divided over the subject.

Jaguar says its radical Type 01, the name given to the production model, is a “copy of nothing” and the all-aluminum four-door GT saloon stays true to the early concepts, with its “exuberant proportions”, low roofline, long bonnet, sleek silhouette and dramatic presence ensuring passers-by are forced to look twice as it silently glides by.

Underneath the bold shell, Jaguar has opted for an 850-volt electrical architecture, which provides a 400-mile EPA range (sustained highway speed range of up to 320 miles) and the ability to add 200 miles in 13 minutes using 350kW charging outlets.

There’s also a tri-motor layout that delivers around 1,000bhp when combined, resulting in a 0-62mph sprint in 3.2 seconds, as well as an impressive four-second drag from 62-112mph.

The interior has remained suitably unique, with a single piece of glass making up the 24-inch OLED screen in front of the driver, a long central spine that separates the two + two seating layout and brass-inspired elements that adhere to Jaguar’s “exuberant modernist” creative philosophy.

Despite carrying over most of the concept’s wilder elements into the production car, including a lack of rear windscreen, the internet is still torn.

The BBC reported that some in the luxury car consultancy business have called it an "unmitigated catastrophe”, while former Head of Audi’s Concept Design Studio, Steve Lewis, told AR Online that the Type 01 lacks consistency and “just seems unfinished”.

Analysis: Luxury EVs are a hard sell

While the most recent sales figures suggest that electric vehicle popularity is on the rise globally, the bulk of these numbers (discounting the mid-priced Tesla Model Y) are coming from smaller, affordable models from Chinese brands like Geely and BYD.

Granted, high-end luxury vehicles, like the Type-01 from Jaguar, are never designed to be mass market propositions, but the sales figures for similarly-priced electric vehicles make for grim reading.

Porsche Taycan deliveries, for example, were down 22% in the first half of this year, while Audi has experienced a similar decline in its e-tron GT model.

There have been reports that the Rolls-Royce Spectre has also seen a downturn in interest from its ultra-wealthy client base, despite strong interest after launch. BMW’s equally monolithic i7 offers a more mixed picture, with some markets growing and others contracting.

Residual values still remain an issue in the EV sector, with luxury vehicles experiencing a particularly steep decline in value on the used market, which has been enough to ward many customers away.

As much as I want Jaguar’s Type-01 to be a success (and I personally think it looks great), it is difficult to see how this model alone can save a company that has been lost at sea for years.

The luxury vehicle market is tiny and throwing electrification into the mix only shrinks it even more.

But Jaguar will undoubtedly reveal more cars that will ride on its new electric platform, including more “conventional” SUVs, and the Type 01 is exactly the sort of halo model that the British marque needs to keep generating those headlines and stoking interest in its new direction.

Let's just hope it sells enough to ensure the company can make it to the next phase, otherwise we could witness another British carmaker in decline.

• Chinese brands dominate new global EV sales charts for August
• The Tesla Model Y still tops the tables
• Battery EVs are outselling plug-in hybrids

The global EV sales figures are in — and while Tesla’s Model Y still dominates the list of August’s best-selling pure electric vehicles, models from Chinese automakers Geely and BYD are closing in fast.

According to CleanTechnica’s detailed report on the electric and plug-in hybrid market, the Geely Xingyuan (also badged EX2 in markets outside of China) and the BYD Song (Seal U) are rapidly catching up with Tesla’s best-selling electric crossover.

In fact, Chinese automakers now account for a huge proportion of the world's best-selling EVs, with BYD, Geely and a growing collection of younger brands filling out the top 20.

Leapmotor, MG, Fang Cheng Bao (FCB), Qiyuan, Li, Wuling and Xiaomi all now offer models that outsell established global players like Toyota.

There's also a growing divide between battery electric vehicle sales and hybrids. According to the data, BEVs experienced a 13% year-on-year growth, while PHEVs witnessed a 12% year-on-year decline.

Tesla still comfortably tops the table when it comes to the best-selling electric vehicles in the world, with the Model Y almost doubling the sales of its closest rival, the BYD Song/Seal U, in August.

But its grip is slipping as one of the top auto brands in the world when it comes to EV sales, with BYD comfortably topping that chart in August. BYD's sales volume was 375,373, compared to Tesla's 141,996.

It’s an indicator that offering just two models, the Model 3 and Model Y, could be holding Tesla back.

Analysis: Chinese manufacturers are accelerating

Delving into the manufacturer rankings tells an even more compelling story than sales for individual models.

BYD remains the world's biggest EV manufacturer when it comes to 2026 year-to-date sales figures through August, accounting for 20.3% of global plug-in vehicle sales year to date.

Geely is second with 9.9%, while Tesla sits third with 8.3%. Volkswagen Group follows with 7%, with SAIC in close fifth at 6.3%.

But look further down the table and the traditional automotive hierarchy looks like it is being rewritten.

Wuling, Xpeng and Fang Cheng Bao have also usurped the likes of BMW, Kia and Volkswagen in the top auto brands in the world for EV sales in August.

However, the data reveals one of the biggest surprises in the August rankings: what has become of Tesla's other biggest seller.

The Model 3 has traditionally been a fixture near the top of the global EV sales charts for years, but its position is becoming increasingly vulnerable as Chinese manufacturers expand.

Not only was it out-sold by Geely's EX2, but three more BYD models are closely trailing it.

Regardless, Tesla doesn't appear to be going anywhere soon, as still occupies two of the top positions among EVs produced outside of China, with the Model Y comfortably leading the table. But the cars immediately behind them are also shifting.

Toyota's surprisingly popular bZ4X has risen to third among non-Chinese EVs and is only just behind Tesla’s Model 3, while BMW's iX1/X1 PHEV combination and Skoda's Elroq are closing in.

All of this data appears to point towards the fact that the battle for EV sales is no longer simply about building the fastest, longest-range or most technologically advanced EV.

Some of the biggest sellers are small, affordable electric cars.

For Tesla, which now only offers two relatively expensive vehicles in its line-up, that could be a particular issue.

Only recently, the internet was ablaze with news that Volkswagen will be applying a proper GTI badge to both its ID.3 and electric Polo models, the former of which will be the most powerful car to wear the iconic insignia.

Granted, that’s not quite VW committing to a fully-electric Golf GTI, but it’s about as close as we are going to get for now.

Often considered the king of the hot hatches, a Golf GTI has long offered the blueprint for high-performance, everyday vehicles that will carry out mundane hatchback duties without complaint, but will happily transform into grin-inducing back-road destroyers when the mood takes.

But the German marque isn’t the only one to enjoy hero status when it comes to small, feisty automobiles, as Peugeot also enjoys a long and illustrious history with a GTi badge of its own.

It's fitting, then, that Peugeot should also unveil its own electrified hatchback with those unmistakable three letters stamped upon its rump.

The sub-£35,000 Peugeot E-208 GTi (around $46,300 / AU$66,000) is further proof that rapid, affordable small cars are very much back on the menu.

The French firecracker

Unlike numerous EV startups, as well as many established automotive players, Peugeot has enjoyed a long and fruitful love affair with both motorsports and the souped-up road-going creations that have been spawned.

The latest E-208 GTi, despite lacking an internal combustion engine, can trace its roots back to the very first 604 GTi of the early 1980s, the OG 205 GTi and, of course, the respected 308 and 208 GTi models that spanned 2013 to the early 2020s.

This electrified hot hatch starts with the same basic 54kWh battery as the regular E-208, but Peugeot Sport (responsible for the French marque’s endurance racing program) has substantially reworked the powertrain, battery management and chassis around it.

The electric motor, which is mounted to the front axle, produces 281PS (around 278bhp) and 345Nm of torque. The result is a 0-62mph time of 5.5 seconds and a top speed of 112mph.

Peugeot quotes 182bhp per ton, which, while not quite as featherweight as its GTi-badged forebears, is still a good deal lighter than the majority of bloated performance EVs on the market.

The culmination of all this is a vehicle that feels destined to tackle fun, twisty routes, with enough power to raise smiles but not so much that the driver feels like they are hanging on for dear life.

This is made possible by the fact that Peugeot Sport has comprehensively reworked the chassis, lowering the car by 30mm and widening the tracks by 56mm at the front and around 28mm at the rear.

The springs, dampers, steering and anti-roll bars have all been recalibrated, while a mechanical limited-slip differential is integrated into the gear reducer to corral the machine around corners.

Depress the accelerator and the E-208 GTi scampers off the line with puppy-like enthusiasm.

It isn’t Tesla Ludicrous levels of neck-snapping acceleration, but the whiff of torque steer and minor loss of traction as the front wheels spin up immediately cast minds back to the halcyon days of those legendary Renault RS, GTi and SRi badges.

To further aid driver involvement, Peugeot Sport didn’t want to muddy the performance waters with vague regenerative braking. So, when Sport Mode is selected, the E-208 GTi relies solely on its hydraulic braking system, with 355mm front discs and fixed four-piston calipers.

Up in the rain-soaked hills of Scotland, the E-208 GTi came alive, tucking into corners and propelling out of them like a go-kart. Hours and hours of fun.

The brakes might not be endowed with phenomenal feel and feedback, but they inspire tons of confidence, while the limited-slip differential and gently guiding traction control keep lead-footed drivers largely out of trouble.

There’s no fake gearbox to contend with, but a subtle synthesized engine note acts as a soundtrack in Sport Mode. It’s not as booming or in-your-face as Kia’s (more on that later), but does a good job of keeping EV motion sickness at bay.

Everyday thrills

Despite the sports seats and gloriously retro GTi badging throughout the cabin of the warmed-up E-208, this remains a car that can be used every day. There’s room in the back for two adults, a decent-sized trunk and all the infotainment modern conveniences you could want.

Alas, driving like your pants are on fire will seriously eat into the 233-mile WLTP range, with enthusiastic journalists on this particular test drive returning from the roughly 90-mile Scottish route with a mere 5% battery remaining. That's shocking.

But Peugeot says you won’t have to wait too long to charge it, with a 20-80% session taking less than 30 minutes from a 100kW outlet.

If all that sounds like too much of a compromise for some red-hot electric fun, Kia has a slightly more “sensible” option.

Its latest EV4 GT, which borrows heavily from Hyundai’s N performance division, offers a more usable 313 miles of official range from its much larger 81.4kWh NMC battery.

There’s a 145kW permanent-magnet motor at the front producing 283Nm, joined by a 70kW rear induction motor making 185Nm.

Combined output is 215kW, or 288bhp, with 468Nm of torque. That’s enough for 0-62mph in 5.6 seconds, while 50-75mph takes just 3.9 seconds.

It is undeniably heavier than the lithe Peugeot and it certainly feels it, but the extra punch from the dual motors makes it feel equally brisk off the line.

Like Peugeot’s sporting division, Kia has also introduced a comprehensive chassis overhaul, including electronically controlled suspension, adaptive dampers, hydraulic bushings and electronically controlled Dynamic Torque Vectoring Control.

There are also larger 325mm brakes and a six-speed Virtual Gear Shift system borrowed from Hyundai’s N division, designed to make the power delivery feel more familiar to anyone used to a performance gas-powered car.

Pile on the revs and it’s possible to hit a purely virtual “limiter", while the paddles behind the steering wheel transform from regenerative braking adjusters in regular modes to a full-on flappy-paddle gearbox when the shiny GT button on the steering wheel is pressed.

Compared with the E-208 GTi, it’s the more comfortable daily cruiser, too, with bags of room in the rear for passengers and an ultra-modern, comfortable cabin that’s perfect for longer trips.

Regardless, on the winding roads of southern France, the EV4 GT’s hottest modes proved more than tempting and, despite being the larger and heavier vehicle, it still managed to prove that electric vehicles can be so much more than one-trick drag-strip ponies.

However, Kia is asking around £49,345 (around $65,300 / AU$93,100) for its souped-up EV, which is almost £15,000 (around $19,850 / AU$28,300) more than the Peugeot E-208 GTi. The latter was by far the most fun, if you can overlook the terrible range.

But with manufacturers now clearly placing an emphasis on more affordable and genuinely entertaining small EVs, it looks like driving enthusiasts will soon have arguably the most tempting shortlist there has ever been.

And for that, I’m grateful.

• EVGo says dynamic power sharing delivers the right charge to all EVs
• Up to 750kW could charge EVs in less than 10 minutes
• But China is still racing ahead with megawatt charging capabilities

One of the largest and most “highly utilized” public fast charging providers in the US has revealed details of its next generation equipment that can deliver up to 750kW charging speeds, which will be enough to top up some of the fastest charging EVs on sale in around ten minutes.

While there aren’t any models on the market that can charge at the full 750kW rate, more manufacturers are starting to push the limits of what's possible, with the likes of Mercedes-Benz, BMW and Rivian all readying vehicles that can manage anywhere between 400kW to 600kW in the case of the upcoming Mercedes-AMG GT 4-Door Coupe.

Once tethered, the high performance outlets could see the fastest-charging electric vehicles currently on sale charge in around ten minutes, with future models potentially topped up even faster.

But aside from touting fueling stops that are more in line with filling up a conventional gas car, EVgo says its upcoming technology will also use dynamic power sharing, which means multiple users at an individual station will theoretically receive a faster and more reliable charging experience.

The company says drivers won’t have to go hunting for specific fast-chargers, safe in the knowledge that its 750kW outlets will happily charge a car capable of 350kW speeds, as well as those that can only manage 50kW.

However, EVgo hasn't said what kind of speeds will be offered when two high-powered EVs are connected to an individual stall once. With the logical assumption being they will split the outlet and receive 350kW each. Still not bad at all.

EVgo had originally planned to roll out the next generation of equipment this year but now says the final charger design is expected to be unveiled in 2027 as it begins to deploy the new architecture.

Analysis: China races ahead (again)

EV charging is undeniably becoming faster, with the previously unheard of 350kW fast-chargers now rolling out to ever-more locations worldwide.

That said, China is trumping the competition with its tens of thousands of megawatt-level chargers that are capable of delivering as much as 2.2MW of power in the case of Geely’s recent announcement.

According to reports, Geely has already installed its industry-leading megawatt chargers in five cities in China already, with 15,000 charging sites planned by the end of next year.

What’s more, the likes of BYD has demonstrated that it can fully charge its vehicles in under 10 minutes from its fastest chargers outside of its domestic market, but Geely is pushing this even further, suggesting that it is already working on a 1000V high-voltage architecture that will see a 10-80% charging session take as little as five and a half minutes.

Granted, its 2.2MW system can’t be used to its full potential by any EV on sale yet, but China is busy future-proofing its network, ensuring it can service the vast number of customers that are making a switch to electrification and be ready for those upcoming models that will likely banish range anxiety to the history books.

• Chinese EV giants Nio and Geely are combining efforts to roll out automated battery swap stations for their cars
• Battery swap system replaces entire EV battery pack in a claimed 3 minutes, instead of waiting for your battery to charge
• Two big names in the market could help speed up the rollout of the new technology

Geely Holding Group — the parent company of Geely Auto Group, Zeekr Group, Volvo and Lotus Cars — has recently signed a deal to take a 30% stake in Nio Power, which is an EV battery swap business that promises to give your car a fresh fully charged battery in a matter of minutes when you're running low.

Unlike traditional EV charging stations, which require customers to pull up, plug in and wait anywhere between around 10 minutes (from the scant few MegaWatt chargers in existence) to over an hour on the slowest chargers, Nio’s innovative battery swap business just replaces the entire battery pack.

Currently only compatible with Nio’s range of electric vehicles, the battery swap stations look like small automated garages, where the driver pulls in, follows the instructions and waits around three minutes for a fully charged pack to be placed into the underside of the vehicle autonomously.

The spent packs can then be charged at a much lower rate, often during off-peak hours and with renewables, which reduces the strain on the grid and the cost of charging.

To take advantage of the system, owners typically lease the battery technology with monthly payments, which effectively means they never own the battery pack outright but can take advantage of some the fastest EV “recharging” currently available.

The Geely deal, which is complex and still requires regulatory approval, would see Nio trade part of its charging business for a stake in Geely’s own rival battery swapping technology business.

It comes almost five years after Nio announced plans to open its battery swap network up to other manufacturers, with numerous EV makers hinting that a joint battery standard could help rapidly increase the speed of a global rollout.

According to Electrek, Geely signed a strategic partnership on battery swapping with Nio in November 2023, but this is the first deal to involve assets and cash.

Analysis: a slow burn

Nio Power announced in February this year that it had surpassed 100 million battery swaps since launching its service, with some 3,790 swap station online and active at that time.

Most of these are in China, but Nio has found success in parts of Europe, especially Scandinavia where its EL6 SUV and ET5 Touring Estate have both sold in respectable numbers.

The Geely Holding Group’s investment will likely lead to a faster rollout of battery swap solutions for its massive commercial vehicle fleet in China, which is arguably the larger and more profitable market for battery swap seeing as any fleet downtime due to EV charging can adversely effect the bottom line.

That said, reports suggest the two companies do plan to jointly develop unified battery swap technologies and standards, which could see more Geely models become available that are compatible.

Given the rising popularity of Geely EVs outside of China, an increase in the number of EVs on the road with the required battery swap tech could lead to a much faster expansion of the service across global markets.

Geely and Nio might not be household names right now, but they both sell a lot of cars, and are pushing to grow worldwide — having their joint backing behind near-instant battery swapping could mean that getting a fresh 100% battery in your EV finally becomes as fast as filling a fuel tank.

• Polish rally driver Mikołaj Marczyk set the new Guinness World Record
• Audi A6 e-tron managed a staggering 830 miles on a single charge
• Lucid Air Grand Touring previously held the title

Polish rally driver Mikołaj Marczyk is no stranger to eking out as much range as humanly possible, having coaxed 1,759 miles from a single tank of fuel in a Skoda Superb back in 2025.

Now, Mikołaj has turned his attention to electric propulsion, particularly the Audi A6 e-tron that, despite only having an official WLTP range of 482 miles on a single charge, managed to travel almost double that on a recent record-breaking journey.

Starting at Zakopane, Poland, the endeavor saw the electrified A6 traverse the Tatra Mountains (handy for regenerative braking), travel to Kraków, then along the Vistula Valley to Sandomierz and finally to Hel (no, not that one).

Once in Hel, the pro driver turned around and started retracing his steps before the Audi A6 e-tron eventually conked out, having covered a mightily impressive 831.4 miles on a single charge.

That's the same distance as driving from New York to Chicago or London to Milan without stopping at a charging station.

The exact model used in the attempt was the Audi A6 Sportback e-tron performance, which features a 326hp rear-mounted motor and a 100kWh gross battery capacity, which equates to a net usable capacity of 94.9 kWh.

More impressively, the previous record holder, the Lucid Air Grand Touring, has a larger battery pack with a nominal capacity of 112kWh.

According to Marczyk, many sections of the trip were carried out in rush hour traffic and at an average temperature of 15 degrees Celsius.

However, at certain points, the mercury dropped to just seven degrees Celsius, proving that EVs can still perform in cold weather.

Analysis: easy does it

When looking at the official range figures of modern EVs, it is generally good practice to aim for a number that is 10-20% lower than the one advertised.

Real-world driving eats into electric range, something that’s even more pertinent when tackling cold weather. But the recent Guinness World Record is proof that things can be flipped on their head with a spot of careful driving.

Marczyk says that maximizing regenerative braking opportunities, regularly checking tire pressure, and reading the road to avoid any abrupt braking can massively increase the potential range of an EV’s battery.

So next time you hear someone stressing about range anxiety, remind them that it might be their driving style that’s forcing all of those charging stops.

• A Ford patent shows multi-use front trunk including a TV-housing option
• Images look very like the Ford Fathom, which is coming in 2027
• Ford's EV pickup will start at $28,350 (around £20,970 / AU$39,540)

Ford's upcoming Fathom electric truck could have a very unusual addition: a small front trunk that could house a TV, for the ultimate tailgating upgrade.

As Electrek reports, Ford has filed a patent with several diagrams showing a fold-out, tailgate-style area in the front of an unnamed vehicle that's believed to be the Fathom.

The design takes advantage of EVs' lack of a traditional engine compartment, which means you can have storage space at the front of the car or truck. It appears to offer a large, flat space like you'd find in a pickup such as Ford F-150 Lightning, plus a fold-out tailgate that can be used for multiple purposes, including holding a TV, presumably to be powered by the battery while you sit in camp chairs with a six-pack.

What the patents say about Ford's Fathom's frunk

The design looks well-suited to tailgate parties, and for camping trips and anywhere else a TV might be watched — so for example if you were selling products at a market you could use the back of the Fathom to carry your goods and your stall and your tailgate TV to show the promo video.

And you shouldn't need to worry about the TV draining your battery: the Fathom is expected to have a large battery for over 300 miles of range, so a TV isn't going to make a big dent in that capacity.

The TV isn't the only interesting idea here. The patent suggests that the top of the hood could be swappable, enabling you to replace it so you can put things on it — such as food or tools — without spoiling your vehicle's finish. Presumably the design would also include a storage space for those swappable bits rather having you leave them lying loose around on the frunk's floor.

As for the rest of the upcoming EV, Ford has been drip-feeding details for months now: it's a midsize pickup with more passenger room than a Toyota RAV4, it's launching in early 2027 and it'll have a surprisingly low starting price of $28,350. It comes with Apple Maps integration, CarPlay and Android Auto.

What we don't know yet is what it really looks like: as you can see from the image at the top of the article, the images Ford have released so far are camouflaged. But from what we've seen of the shape it looks suitably tough, and it's priced very aggressively. Ford promises that the camo will come off in 2027.

• The Bentley Torcan is a high-performance SUV that can reach 375 miles on a charge
• The most powerful models will boast 876bhp
• The debut EV will share parts with Porsche Cayenne Electric

Bentley has been teasing its debut all-electric model for months now, revealing tasty morsels about its orchestral synthesized engine notes, and futuristic styling inspired by the EXP 15 Concept Car, but we finally have the full details.

Based on Porsche’s PPE architecture (they all belong to the Volkswagen Group, after all), the upcoming Torcal will measure five meters long, making it slightly shorter than a Bentayga, and will borrow many of the chassis, suspension and powertrain components from its Porsche sibling.

Bentley doesn’t like too many mentions of the shared underpinnings, so has made a big deal about its “bold new design language, rooted in Bentley’s DNA”.

Expect an imposing illuminated front grille, sculpted surfaces and powerful rear haunches.

It looks as if Bentley’s idea of an electrified SUV just ate a Continental GT and hasn't digested it yet, but that’s no bad thing. It is the antithesis of Ferrari’s approach with the Luce — that’s to say Torcal looks and feels reassuringly Bentley.

As for the powertrain, the dual-motor setup makes the Torcal the most powerful Bentley ever, with a whopping 876bhp in the range-topping S model.

That’s not quite the 1,140hp of the monstrous Porsche Cayenne Turbo Electric, but will be sufficient for a 2.8-second sprint to 60mph from rest in the sportier S version — enough to embarrass many supercars.

Bentley says it wants the Torcal to be used “year-round” so offers a massive 113kWh battery pack that delivers a range of up to 375 miles.

Better still, it can be charged at speeds of up to 400kW, meaning a 10-80% top-up session takes less than 20 minutes, potentially.

Analysis: the sound of the future

The British marque has scrapped its plans to go all-electric by 2030, instead opting to offer a selection of powertrains for customers.

After all, it is synonymous with booming V8 and V12 engines, which have historically delivered restrained but potent soundtracks to many models.

Not wanting to lose this USP in its debut EV, Bentley has turned to real instruments — drums, viola and bass guitar — to create what it refers to as the “Bentley Dynamic Symphony”, which is supposed to represent the subtle variations and tiny imperfections of a big V8 engine.

This “human-generated” soundtrack will provide aural feedback to the driver as the revs rise, becoming louder in Sport mode.

Apparently, even the indicator note stems from a recording of hammers striking leather in the Bentley workshop, while the touchscreen feedback noises are taken from the sound of a crystal glass.

Naturally, the interior is festooned with physical knurled controls and dials, while a special Comfort Mode within the infotainment offering delivers fewer distractions, while the option of a digital detox sees all but the most essential information hidden to allow attention to move away from screens.

According to sources, prices start at £173,300 (around $230,00/AU$326,000) for the Torcal or £199,300 (around $263,000/AU$375,000 for the Torcal S, and first deliveries are expected in Summer 2027.

• Geely plans to unveil new charging technology this week
• The system will draw 2.2 MegaWatts of power during use
• Charging sessions could take as little as four minutes

The Geely Group has taken to Chinese social media site Weibo to tease its next generation of charging technology, which the company says can fill batteries in around four minutes.

The news arrives along with details of a new Geely Galaxy E5, an all-electric premium SUV that is due for launch in China this year and is reportedly the first model that will able to use this new, ultra-fast charging technology.

Delivering a staggering peak power of 2.2MW, the next-generation "AI-powered" charging system is claimed to be able to deliver a full charging session in four minutes.

However, there’s no mention of whether that’s the standard 10-80% state of charge or something else entirely.

According to China EV Home, the Galaxy E5 uses an 800V architecture and Geely’s next-generation Aegis Short Blade battery, which will be available in 61.52kWh and 70.01kWh capacities.

The batteries offer CLTC-rated ranges of 550 km (around 341 miles) and 635 km (395 miles) respectively, but it is the ultra-fast charging that will likely hog the headlines.

While there are very few details (Geely will hold an event imminently to unveil more), the AI involvement is reportedly to do with thermal control, which allows such a mammoth rate of charge without damaging battery cells.

Geely says its packs can last 3,500 charge-discharge cycles "with limited degradation”.

Analysis: China continues to push speed

The EV dream has always been to recharge in the sort of time it takes to refuel a petrol or diesel counterpart, as this would arguably break down one of the biggest barriers to ownership: range anxiety.

Those with little experience of electric vehicles worry about becoming stranded when batteries run out of charge, only to be faced with an hour or more wait to get back on the road.

However, most people that have owned a modern EV will likely argue that this isn’t really the case any more, but China continues to develop charging technology that prioritizes speed an convenience.

BYD has demonstrated its 1.5MW Flash chargers both in China and in Europe, where they are capable of brimming batteries in under 10 minutes.

Unfortunately, the only vehicles compatible with the tech (in Europe at least) happen to be some of the most expensive in the BYD stable.

Zeekr has also been pushing its own 1.2MW chargers in China, which are also capable of lighting-fast top-up times.

While it’s easy to see this as simple one-upmanship, China’s charging infrastructure needs to grow at a rapid rate to serve the more than 110 million EVs predicted to be on the roads by 2030.

This will mean installing more than 40 million charging points and approximately 300,000 high-power charging facilities to deal with the demand.

Having this mix of high and lower powered charging is the only way to meet all the needs of drivers, where high power and speed is essential in places like motorway service stations along busy travel corridors, while cheaper, lower-powered options benefit those charging curbside over night, for example.

Unlike many other nations, which have been comparatively slow to adopt electrification and the surrounding infrastructure, China appears to be exploring all avenues.

• Tesla has re-opened the order books for its long-awaited Roadster
• It is asking buyers for a $50,000 deposit
• Some customers have been waiting since 2017 for news of their cars

Tesla has announced that it will finally reveal the next generation Roadster in October during a glitzy event in Waco, Texas... although we still really don’t know what to expect.

Reports suggest the high-performance EV could use cold-gas thrusters, developed by SpaceX, to produce previously unseen levels of acceleration, while others have stated that the car itself has received a 'Cyber' redesign since the 2017 car was first unveiled.

What we do know is that Tesla wants your money. It has re-opened the reservations list to be among the first allocated build slots of the electric sports car when (or if) it eventually goes on sale.

Similarly to the 2017 launch, the EV company is asking for a $5,000 “fully-refundable” instant credit or debit card payment, followed by a $45,000 wire transfer due within 10 days to reserve a build slot.

While we are still firmly left in the dark about the final cost of the upcoming Roadster, it was previously stated that customers would have to hand over a further $250,000 for a “Founders Series” vehicle, which was initially claimed to have been promised for the year 2020.

Back then, Tesla customers were backing a promise of a 600+ mile electric range, a sub-2 second 0-60mph sprint time and a top speed in excess of 250mph.

Fast-forward nine years and the speculation has been blown up to sci-fi proportions, but more importantly, all of those original customers are yet to receive a new vehicle.

Tesla CEO Elon Musk has stated that the October demonstration will be a “banger” and that the company needed to invite an audience to “vouch for the fact that this is not AI,” but those who placed deposits are likely just hoping a real vehicle arrives on stage.

Analysis: all speculation?

We can spend hours theorizing about what we might see during Tesla’s October Roadster event, whether that’s a vehicle that hovers for a brief time or the use of banned F1 aero tech that creates massive amounts of downforce... it’s all up for discussion.

Alas, it’s worth noting that Tesla hasn’t launched an all-new model since the Cybertruck, which wasn’t exactly the success story that the company had hoped. In fact, sales of that model have been in steep decline since its initial reveal in 2023.

The Cybertruck program also proved that it pays to take Tesla’s facts with a pinch of salt, as everything from its off-road abilities, electric range, build quality and even price have been brought into question during its lifetime.

October 1 will hopefully reveal all. But those queuing to place a deposit should proceed with caution.

• The trend of ditching AM and FM radios might have to be reversed 
• Supporters argue AM radio offers critical information during emergencies
• EV makers have said interference from motors can affect AM radio signal

Automakers in the US may have to reintroduce a 100-year-old technology into new vehicles, as the House of Representatives approved legislation this week that would require new cars, trucks, and SUVs to include AM radio at no additional charge to consumers, according to TechCrunch.

The AM Radio for Every Vehicle Act will now head to the Senate, but it could require the National Highway Traffic Safety Administration (NHTSA) to create new rules that would make AM radio standard in new vehicles.

While support for the Act has been relatively slow to gain traction, there has been a recent spike in interest from politicians of both parties, as well as the broadcast industry and emergency responder organizations.

The key argument is that AM radio provides critical information in the event of emergencies, when cellphone signals could be knocked out.

“Farmers use AM radio for weather forecasts, local information, and crop reports, while older Americans rely on it for local news and programming,” House Energy & Commerce Committee Chairman Brett Guthrie said on the House floor.

While this may be good news for AM radio fans, farmers, or those living in rural communities where cellphone signals can be an issue, a growing number of automakers may be forced to rethink their infotainment offerings.

Tesla famously began phasing out AM radio in 2020, claiming that interference from the electric motors ruined the listening experience.

It then removed built-in FM and AM radio in hardware in certain trim levels, relying instead on streaming and Bluetooth connectivity.

But since then, many more automakers have followed suit, with Volvo, BMW, Polestar, and Rivian all favoring streaming services for their software-defined vehicles.

Analysis: EVs could be hardest hit

According to USA Today, the budget office said that the legislation could particularly impact manufacturers of electric vehicles, with analysis of EV sales data revealing that the legislation would require manufacturers to update radio equipment in about 2 to 2.5 million vehicles each year.

Those carmakers that still offer FM radio built-in likely won’t feel the financial pressure as much, yet the likes of Tesla and Rivian, both of which have removed AM and AM/FM receivers entirely in certain models, will likely have to rethink their strategies.

Senator Ted Cruz said the vote sent a clear message to car manufacturers that “AM radio is a lifeline that must be protected in new vehicles,” although all eyes will be on the Senate to see whether the Act passes into law.

• Volkswagen reveals all about the upcoming ID.3 GTI
• It’s the second model in the lineup to wear the marque’s famous badge
• Rear-wheel drive and its weight could deter the faithful

Volkswagen has taken the wraps off its highly anticipated ID.3 GTI, arguably the closest thing we will get to a fully electrified Golf GTI until the German marque decides to make one.

This is the second model in the lineup to wear the famous performance badge, after VW announced that the smaller ID. Polo would also be given the red-hot treatment.

Volkswagen says the ID.3 GTI will follow the ID. Polo GTI into production, with the former due to launch in the first quarter of 2027.

It’s also a sign that Volkswagen is getting more serious about this high-performance electric stuff, after pussyfooting around with the slightly warmer but very confusing GTX badging on earlier ID.3s and, perhaps most bizarre of all, the ID. Buzz.

But soon, customers will be able to get behind the wheel of an all-electric hatchback that boasts 240 kW (326 hp), 545 Nm (403 lb-ft) of torque and a 0-62 mph sprint time of just 5.6 seconds. As a show of defiance, the ID.3 GTI has one horsepower more than the previously most potent Golf GTI Edition 50.

But unlike any other GTI model in history, power from the single motor is delivered to the rear wheels, while engineers told Evo Magazine that they tweaked the software to prevent those rear tires from spinning up when the full force of the torque is unleashed, even with traction control deactivated.

Unlike the Hyundai Ioniq 5 N and 6 N, as well as the cheeky little Honda Super N, Volkswagen hasn’t decided to offer simulated gear shifts to increase driver engagement, but it has introduced fake engine noise into the cabin to crank up the sportiness.

While the exterior now comes in the famous Tornado Red GTI paint color and sports some bespoke 20-inch alloy wheels, the majority of the performance touches have been added inside the cabin, where tartan-style upholstery and a big GTI button on the steering wheel give the game away.

Volkswagen claims that despite the performance on tap, its ID.3 GTI will still manage 373 miles on a single charge, although peak charging speeds are capped at 183 kW, making it difficult to perform the sort of rapid, track-day battery top-ups that Hyundai’s high-performance EVs are capable of.

Analysis: A tough crowd to please

Volkswagen has more than 50 years of GTI history, and nearly all of those vehicles sporting the famous badge have been celebrated by fans, owners and journalists alike.

From the first Golf GTI in 1975 to the more recent Edition 50, they’ve all delivered scampering, front-wheel-drive thrills alongside Volkswagen’s comfort, build quality, usability and purposefully restrained styling. Fans can argue all day long about which iteration was the GOAT, but it’s generally agreed that they are all some of the best hot hatches ever made.

Attempting to transfer this badge into the electric era was always going to be a tough ask, as everything that made some of the best GTIs legendary is missing here.

According to Top Gear, the new ID.3 GTI weighs around two tons, which is a good 500kg heavier than even the weightiest ICE Golfs, while the decision to send power to the rear wheels will fundamentally alter the way this electric GTI behaves.

Couple this with the lack of synthesized (or real) gear shifting and other technological wizardry that makes Hyundai and Honda’s performance EVs feel more engaging, and what we are left with might be the fastest and most powerful ID.3, but is it really a true Golf GTI successor?

I’d love to be proven wrong, but I feel Volkswagen is going to have a tough time convincing petrolheads to ditch their Mark 7 Golf GTIs and climb into this.

• The Mission Efficiency project channels the ultra-efficient 313mpg XL1
• It is based on the same basic architecture as the new ID Polo
• Concept dramatically improves the efficiency of the production vehicle

Volkswagen has set three world records with what it calls the "most efficient near-production electric car" to date. Its ID Polo-based Mission Efficiency registered a staggering average battery consumption of 6.89 kWh/100 km during a 794 mile (or 1,278km) road trip from Wolfsburg, via Poznań in Poland and Olomouc in the Czech Republic, before ending in the Austrian capital of Vienna.

For those more used to miles per kilowatt-hour, VW’s ultra-efficient vehicle clocked 8.27 miles per kilowatt hour (expressed as mpkWh) over the 794-mile drive — and up to 9.02mpkWh when discounting the energy lost while charging.

To achieve this, the Mission Efficiency vehicle first had to set a world record in the field of aerodynamics, achieving a drag coefficient (Cd) value of 0.158, a new record for road-approved cars.

Its second world record is slightly more convoluted, but the average consumption of 6.48 kWh/100km during a so-called “ideal trip,” where a 68km/h average speed was maintained and things like air conditioning remained switched off, was enough to bag the title.

Lastly, Volkswagen says that everything combined makes the modified ID Polo the most economical “near-production” electric car in its class.

Despite the toppling of records, the Mission Efficiency isn’t too different from the standard ID Polo that's on sale now.

It combines the entry-level model’s 114-hp front-mounted motor with the top-spec version’s battery, albeit one where the pack’s usable capacity is boosted to around 54kWh by reducing its safety buffer.

The body is longer and lower, the rear axle has been slimmed down and the underside of the body has been completely covered to improve aerodynamic efficiency.

Much like the record-breaking XL1 of 2013, which squeezed over 300 miles per gallon from its tiny diesel tank, the bodywork also features an extreme, teardrop-shaped taper at the rear and enclosed rear wheels.

Engineers could have pushed things further by placing the ID Polo on a crash diet, but the company wanted to keep it as close to the production model as possible. As a result, the vehicle is actually slightly less than 50kg heavier than the standard model, despite being larger overall.

That said, Volkswagen removed the digital rear-view camera and other accessories that could draw power to increase overall efficiency, while a solar roof is tipped to deliver up to 370W of power on a sunny day to help deliver juice to much of the interior’s electronics.

Analysis: More efficient EVs are the answer

It is tempting for manufacturers to turn to increasingly large battery packs in order to boost official range figures and attempt to reduce the effects of range anxiety, but this generally only serves to create a larger, heavier and more expensive machine in the long run.

Volkswagen’s recent record-breaking work might not directly translate into a production vehicle that looks like the Mission Efficiency, but the fact that it used a real-world model as a starting point shows how serious it is about making the small improvements that can have a huge impact on overall range.

Smaller electric cars with smaller battery packs but hugely impressive efficiency figures suddenly become a less daunting ownership proposition, as customers will be able to get much closer to the claimed official range figures than they currently can.

During an interview with Autocar, Christoph Riechel, head of innovation at Volkswagen, said that everything from the Mission Efficiency’s active air intakes to a removable infotainment tablet could be elements that the company pushes into production to reduce weight and increase the mileage between charging stops.

Riechel also revealed that during a controlled test at Ehra-Lessien, the carmaker achieved a range of 821km — or 510 miles — at an average 68km/h. That's an increase of 227 miles on the ID Polo’s official 283-mile WLTP range.

If Volkswagen only implements half of the learnings from this project, we could be looking at a theoretical range boost of 50 to 100 miles or more, all without having to increase the size of the battery pack or the cost to the consumer.

• The new Tesla Roadster has been nine years in the making
• Some customers placed reservations for the vehicle back in 2017
• Rumors suggest the EV could use gas thrusters to aid acceleration

After years of delays and multiple shuffled goalposts, it looks like the next-generation Tesla Roadster will finally make its first public outing.

The official Tesla website posted a teaser image over the weekend that shows what appears to be a taillight, a large spoiler or rear diffuser and some sort of quad-thruster deployment spraying gas into the atmosphere.

There’s also a countdown clock, with the official Tesla account on X stating “Go for launch,” accompanied by the date 10.01, or October 1.

It is all typically cryptic, but some news outlets have flipped the image and said it looks more like an enormous rear spoiler with a light at the rear and thrusters beneath that, which would tally with Elon Musk’s claims that the sports car could use SpaceX-developed cold-gas thrusters as performance-enhancers.

Not a Tesla App is reporting that some key Tesla people, including online influencers, have started receiving their digital invitations, which suggest it will be held in Waco, Texas. Tesla has since confirmed the Waco location.

The Roadster is a hugely influential nameplate. After all, the all-electric model that was heavily based on a Lotus Elise was arguably the car — and proof of concept — that kick-started the journey for the EV company.

As a result, Tesla fans and investors rushed to place deposits on the next generation when the project was first announced back in November 2017.

Back then, it was said that it would offer 620 miles of range, a sub-two-second 0-60 mph sprint time and a 250-mph top speed, according to Electrek. Tesla still lists those figures on its Roadster website today.

Alas, a release date for the "quickest car in the world" has been pushed back multiple times, with some early investors suggesting that they had backed out of the purchase because it was taking too long, including influential YouTuber Marques Brownlee — also known as MKBHD.

In order to keep excitement levels high over the years, company founder and CEO Elon Musk has dropped several tidbits, including the fact that the Roadster could use cold-gas thrusters developed by SpaceX to achieve massive levels of straight-line performance.

It was even hinted that the vehicle would be able to hover or fly, with Musk telling podcast host Joe Rogan that his friend and entrepreneur Peter Thiel wanted flying cars and that his vision should be realized.

This was also backed up by a post on X, where Elon Musk responded to a poster by saying, “You will get flying cars” in 2026.

Analysis: The crown prince of pantomime

Like the “We, Robot” event that Tesla hosted in 2024 for the launch of the company’s Cybercab concept, we can expect a healthy dose of theatrics when the Roadster finally makes its public debut.

At Warner Bros. Studios in California, a select number of Cybercabs gave their first public “rides” around a purpose-built film set, while Tesla’s Optimus robots made drinks and interacted with the crowds that attended.

But scratch the surface and reports suggested that those Optimus robots were, in fact, tele-operated by human beings behind the scenes.

It has also been reported that the environment in which the Cybercabs operated was carefully controlled and previously mapped to reduce any hiccups at the event.

Whatever the Roadster demonstrates next month, you can bet your bottom dollar that it won’t be street legal if it does involve cold-gas thrusters, leaving many fans waiting to see if the general public will ever be able to purchase a Tesla sports car again.

And herein lies the problem: Tesla hasn’t hosted a reveal event for anything that has developed into a meaningful passenger vehicle for years.

The Cybertruck has proven itself to be a monumental sales flop, and the company now only offers two models in its core passenger car lineup.

As great as the Model 3 and Model Y are, there’s just so much competition out there now that delivers more — more range, more practicality, more technology.

Rather than dropping the silk sheet on a flying sports car next month, the general public would likely get more excited about an all-new model they can actually buy, be it the long-rumored $25,000 hatchback or genuine replacements for the Model S and Model X.

But hey, that's not the Tesla way.

• Ford CEO hits back at US government's China claims
• Ford’s new Fathom electric pick-up uses technology licensed from CATL
• The affordable Fathom is part of Ford’s new Universal EV platform

Ford has hit back at criticisms from US Transportation Secretary Sean Duffy that the automaker is becoming overly reliant on Chinese car companies, with Chief Executive Jim Farley telling The Wall Street Journal that these are “basic misunderstandings, mistruths, whatever words you want to use.”

The global automaker, which is winding up production of its current F-150 Lightning, is preparing a smaller, more affordable electric pick-up for the masses.

Dubbed Fathom, it will start at $28,350 (around £20,970 / AU$39,540) before destination fees and is the result of work by Ford’s “skunkworks” team, which was assembled to find ways to innovate in the EV space while keeping costs down and competing with increasingly capable Chinese electric vehicles.

However, the Transportation Secretary accused Ford of “actively intertwining its future with Chinese state-backed enterprises,” including a plant that licenses technology from Chinese battery giant CATL, according to the WSJ.

Ford announced in 2023 that it would begin manufacturing its own lithium iron phosphate (LFP) batteries at the newly formed BlueOval Battery Park Michigan in Marshall.

The company subsequently confirmed that the plant would use technology and expertise licensed from China-based CATL, but Ford would own and operate the facility and assemble the batteries in the US.

Production of the LFP battery cells destined for Ford’s affordable electric pick-up is now ramping up, with Ford saying it is on track to ship batteries in 2026. Farley is adamant that the arrangement does not amount to handing control of Ford’s future to China.

“We’re not enabling the Chinese to come here,” Farley told the WSJ. “Actually, you could argue the opposite is the case.”

In a statement published by Ford HQ on its media site, the company said that it is the "most American automaker".

"We produce more vehicles in the US, employ more hourly manufacturing workers and export more vehicles from the US than any other automaker", it added.

Despite a retirement in its current form, the F-150 Lightning itself isn't being killed off entirely, either. Ford says production of the current version will end this year, with a next-generation F-150 Lightning EREV planned to offer more than 700 miles of combined range using a battery and gasoline-powered generator.

Analysis: All hopes rest on Fathom

Ford’s CEO has called the creation of its new Universal EV platform, which it hopes will underpin a whole host of new EVs, the company’s “Model T moment,” stating that the platform will help bring electric trucks and vehicles to customers at a more affordable price.

Full details of the Fathom are still to be revealed, but we do know that it will cost less than $30,000 before destination charges when it goes on sale, with a starting MSRP of $28,350 (about £20,970 / AU$39,540). It will use one of Ford’s new LFP battery packs and feature a NACS charging port.

It will also pack bidirectional charging, allowing owners to power tools and other accessories from the batteries, and every Fathom will have the hardware required for Ford’s next-generation BlueCruise hands-free highway driving system.

Four doors, five passengers, a generous rear bed and a front trunk for extra storage will all come as standard, while Ford is targeting a midsize footprint with more passenger space than a Toyota RAV4.

Ford hopes that its electric trucks will finally hit home with a mass-market audience, thanks to the technology on offer and extremely competitive pricing.

Although it will count the Jeff Bezos-backed Slate truck as a key competitor, that pick-up is priced from less than $25,000 (about £18,490 / AU$34,870) before destination charges.

• Dacia says the thoroughly revised Spring will go on sale next year
• It will be based on the same platform as Renault’s Twingo
• More power, greater range and improved in-car tech all promised

Earlier this year, Chinese EV manufacturer Leapmotor upset the applecart when it dropped the price of its T03 electric city car down to just £12,995, making it officially the cheapest electric car in the UK.

Dacia, the long-time holder of that title, quickly responded and slashed the price of the current-generation Spring to just £11,990 in its cheapest version.

Now, the company says an all-new model is on the horizon, which promises 155 miles of range on the WLTP cycle (up from 140 miles) thanks to a larger 27.5kWh LFP battery, an extra 10 horsepower from the single electric motor and faster charging via 50kW DC outlets.

Perhaps more importantly, the upcoming Spring rides on an all-new platform, shared with the Renault Twingo and forthcoming Nissan Pixo EV, which means the body is longer and considerably wider than the outgoing model.

This offers up more interior space for passengers — something the current Spring isn’t particularly good at — as well as an additional 29 liters of space in the trunk, increasing the maximum cargo space by 279 liters to 1,283 liters overall.

Alas, Renault’s RG-EV Small platform and the larger battery mean the new Spring will be considerably heavier, although Dacia says improved efficiencies in both the battery and motor ensure it offers more usable range than the vehicle it will replace.

Alongside a generally elevated cabin, complete with more premium fabrics and trims, technology has taken a sizeable leap forward, too.

Every new Spring will get a 7-inch digital instrument cluster, while more expensive Journey models gain Dacia’s Media Nav Live system, built around a much larger 10.1-inch touchscreen.

It brings wireless Apple CarPlay and Android Auto, connected navigation with real-time traffic and continuously updated European maps, plus connected services that let owners schedule charging and pre-condition the cabin remotely.

There’s also a vehicle-locating function and an app store, although it hasn't been confirmed whether the system will run on the Android Automotive platform like some of its Renault siblings.

Dacia has also added some useful EV-specific tech. The optional Charge Pack brings an 11kW AC charger and 50kW DC rapid charging, while Vehicle-to-Load capability allows the Spring to supply power to external electrical devices.

Analysis: More adventurous, but more expensive

Dacia has been working hard over the years to position itself as the adventurous brand within the Renault Group, all while pushing its value-for-money messaging.

As a result, the new Spring looks decidedly more capable, with a more commanding road presence and protective cladding making it generally seem more robust than the current generation.

The Renault Twingo EV, which shares most of its structural components with the upcoming Dacia model, is yet to receive its official Euro NCAP safety rating, but we would bet good money it will be a good deal safer than the one-star rating the 2021 Dacia Spring received.

However, there is a big question mark hanging over the price. Dacia has revealed that the new Spring will cost less than £18,000 when it arrives in showrooms next year, although the UK government’s Electric Car Grant scheme could bring that down to around £14,000.

But even with subsidies, it looks like the upcoming Spring will no longer be the UK’s cheapest electric vehicle, leaving Leapmotor to take back the crown.

• Osprey’s UK charging network is among the first to offer Autocharge tech
• Feature automatically charges registered accounts
• Dynamic pricing can result in cheaper charging sessions, too

Osprey hopes to solve one of the most common EV charging headaches with new software that delivers automatic payment authentication and dynamic pricing to users of its rapidly expanding charging network.

Dubbed Osprey Go, the new app builds on existing Autocharge technology to authenticate vehicles automatically at the point of plug-in, which means drivers don’t have to fumble around with payment cards, nor do they have to download myriad apps in order to commence a charging session.

The company says its in-house-developed Osprey Iris platform underpins the app and takes care of everything from dynamic charging pricing to charge point management. It has been upgraded so it can now automatically identify compatible electric vehicles and proceed with a charging session without the pain points.

Once the customer has set up Osprey Go and entered their billing details, the software then requires two sessions started via the Osprey app to register the vehicle in its systems.

After that, Osprey Iris identifies the vehicle, starts the charging session and applies the best pricing, all without further input. Drivers simply plug in and walk away.

Osprey says it also applies the best charging rates for each customer based on the site and time of charging. Those plugging in during off-peak periods can get access to better rates at ultra-rapid charging sites.

“Osprey Go is a significant improvement to the EV customer experience,” Olly Cooper, CTO of Osprey, explains.

“We took Autocharge and we made it Osprey: building a simple set-up flow, testing it thoroughly, and offering the functionality to the widest range of drivers,” Cooper added.

Analysis: EV charging is still fragmented

Although Osprey's technology might sound a lot like Plug & Charge, an ISO 15118-based authentication standard that stores payment details within the car and automatically commences charging sessions, it actually operates independently of it, meaning a much wider number of EVs can take advantage of the convenience.

But despite more manufacturers taking advantage of Plug & Charge, or similar in-house-derived variants of this, the network remains relatively fragmented.

There are a huge number of Charge Point Operators (CPOs) that all offer a variety of payment methods, ranging from RFID cards linked to their own accounts to tap-to-pay credit card options that sometimes require a temporary pre-authorization on your bank account that can take days to refund.

Osprey’s solution is undeniably convenient, but it is still limited to its own network, while it admits that Plug & Charge capability is planned as a "future addition to the platform". Anyone used to an automated payment system will have to download Osprey's app for now.

While those with regular commutes that pass the same charging networks will find that a solution like Osprey’s or Plug & Charge is perfectly amenable, it’s still not all-encompassing.

Unfortunately, EV owners still have to occasionally resort to fumbling with credit cards or frantically downloading an obscure app in an attempt to top up their batteries when venturing off the beaten path.

• Xiaomi has unveiled two new EVs at IFA: the SU7 and SU7 Ultra
• It also showed off a Gran Turismo-based electric hypercar concept
• It announced plans to enter the European EV market in 2027, although Germany is the only confirmed country at the moment

Ever wanted to drive in a car that's been shaped by the wind? That's the idea behind Xiaomi's latest hypercar concept, which I just got a sneak peek at in the hallowed halls of IFA 2026.

The Xiaomi Vision Gran Turismo is an electric vehicle created specifically — you might be able to guess — for the Gran Turismo franchise. The exterior has been designed to be as aerodynamic as it could possibly be, with every element shaped for minimal resistance.

The interior is rather a different story. Rather than the hardcore, cockpit-style seating setup you'd expect, Xiaomi has plumped for comfort. Inside the teardrop-shaped cabin there are bucket seats — on my tour, the Xiaomi rep explained that they wanted to recreate the feel of playing a racing simulator from your sofa.

The reason for such artistic freedom is that this car is not built for real-world driving. Instead, it's a "virtual concept car", as part of a showcase project with various brands designing their own Gran Turismo hypercars. It enabled Xiaomi to explore, as the press info puts it, "possibilities free from the constraints of the physical world".

In the real world

If it's real-world cars you're after, Xiaomi also showed off its new-gen SU7 and flagship SU7 Ultra electric sedans, both with Xiaomi describes as "an elegant, sporty design language".

Xiaomi SU7 Ultra is Xiaomi Auto's high-performance flagship. The production version set the official record in the Electric Executive Car category at the Nürburgring Nordschleife racing track. It's complemented by the SU7 .

Both cars are fully integrated into the brand's wider smart ecosystem — they're designed to work seamlessly in concert with their owner's personal devices (like their phones) as well as their at-home appliances, for maximum convenience.

It's part of the brand's Human × Car × Home vision, which was a key focus at the IFA show. The idea is that multiple gadgets, both inside and outside the home, all 'talk' to each other and work together without automations having to be set up manually.

That wasn't all Xiaomi Auto had to announce at IFA. Xiaomi Auto has been selling cars since 2024, but thus far, they've only been available on the Chinese mainland. Now, the brand is expanding further afield. It says it's making a "planned entry into European markets, including Germany, in 2027", although it was unable to confirm if there were any plans to launch in the UK.

• Tesla's Cybercab had a quiet launch event, but Elon Musk didn't attend
• It's unclear exactly how many Cybercabs will be in circulation
• Tesla says its Robotaxi service has driven one million unsupervised miles

Almost two years after Tesla first showcased its driverless Cybercab prototype — a vehicle that ditches traditional pedals and a steering wheel in favor of fully autonomous operation — the company has quietly introduced production versions to its fleet of driverless taxis in Austin, Texas.

The Texas Department of Motor Vehicles records show that Tesla now has 420 autonomous vehicles registered in the state, including 45 Cybercabs, according to Reuters.

That figure includes the company’s wider Robotaxi fleet, rather than just the new purpose-built cars.

However, despite launching a Cybercab-specific website to coincide with the launch, there was no official word on how many eye-catching gold machines will be put to work in Austin immediately.

Elon Musk didn’t attend the low-key launch event, while reports suggest just a handful of Tesla influencers were on site, some of whom were allowed to take the first rides.

Unfortunately, there was no further information on how the general public can increase their chances of hailing a Cybercab, as opposed to a 'standard' Robotaxi, which often still operate with safety monitors behind the wheel.

What’s more, Tesla's new dedicated web page says that children under 13 years old won’t be able to ride in a Cybercab, while those aged 13–17 will have to ride with an accompanying adult. The vehicle itself can also only seat two people.

Interestingly, the launch event did reveal more information about the Cybercab itself, including the fact that it is among the first vehicles in the world to use a dry brake-by-wire system that eschews traditional brake lines and hydraulic fluid, with each brake caliper instead getting its own electronically controlled actuator.

This, alongside the lack of traditional pedals and steer-by-wire steering, reduces the complexity of the overall build, resulting in what Tesla says is the lightest and most efficient vehicle it has manufactured to date.

Analysis: Robotaxi data suggests Tesla’s driverless cars could catch Waymo, in theory

During the Cybercab launch, Tesla VP of Autopilot/AI Ashok Elluswamy stated that the company had “achieved one million miles of unsupervised Robotaxi operation.”

This represents a massive jump from the previous figure, which was announced in late July of this year and put the total at 380,000 miles with “zero notable incidents.”

The increase of 620,000 miles in the last six weeks represents a rapid ramp-up in unsupervised Robotaxi operations — although Tesla stops short of stating whether these were real, paid-for passenger rides or whether that number also included testing.

If the numbers are to be believed, Tesla is now adding roughly 148,000 unsupervised Robotaxi miles per week, a dramatically faster rate than it was just weeks ago.

But its key competitor, Waymo, remains in another league when it comes to cumulative real-world autonomous driving experience. Waymo passed 100 million rider-only miles in 2025 and has since passed the 200 million mark.

Crucially, Waymo describes these as “rider-only” miles — autonomous miles driven in cities where it operates its ride-hailing service — rather than a combination of conventional human-supervised testing and autonomous operation.

Tesla seemingly has an advantage in the fact that it designs and manufactures its own purpose-built vehicle in the Cybercab, giving it control over both the car and the autonomous driving technology.

Waymo, meanwhile, works with vehicle manufacturers including Zeekr to integrate its Waymo Driver technology. But that doesn’t seem to be slowing its deployment. Just this month, Waymo added another three cities to its list of areas served, taking the tally up to 14.

Tesla’s public-facing fully autonomous rides, meanwhile, remain far more limited in scale, with Austin remaining its main focus, as its San Francisco operation till faces regulatory road blocks.

It feels like even with the purpose-built Cybercab finally joining the fleet, Tesla has a lot of catching up to do.

• Uber users in London could find their next ride is autonomous
• Safety drivers will be deployed during the initial pilot phase
• Just 15 Wayve Ford Mustang Mach-E models will be on duty

Almost a month after Transport for London (TfL) awarded a private hire license to Wayve’s fully autonomous taxis, Uber has announced that the service is now live, with users of its ride-hailing app able to bag a ride in one of its “driverless” cabs.

The vehicles, which are bespoke Ford Mustang Mach-E models that Wayve has fitted with radar, Lidar and a whole host of other sensors, will operate in an area that covers most of Greater London, stretching to Bexley in the east, Barnet in the north and just shy of Rickmansworth in the northwest.

During the initial phase, Uber says a TfL-certified taxi driver will be in the driver's seat to supervise the trip, although it hasn’t yet revealed exact dates for when it plans to operate a completely driverless service.

However, with just 15 Wayve vehicles on the 100,000-strong London Uber fleet, the chances of being matched with an autonomous vehicle (AV) are slim.

Those chosen riders will be matched with a vehicle much in the same way as it currently works, although they'll see an icon in the app marked “unlock vehicle" when it has arrived.

This will unlock the doors, and users can then start the journey either in the app or via a screen inside the vehicle. Uber says it will still encourage users to rate their ride once it has finished, as is the case with the remainder of its fleet.

According to Autocar, the vehicles use Wayve’s latest generation of self-driving technology, dubbed AV 2.0, which uses artificial intelligence and machine learning to make decisions for itself, rather than relying on a remote teleoperator.

Because the vehicles can quickly apply these “learnings", garnered over years of testing, the AVs (automated vehicles) can operate outside of a tightly geofenced area, as is the case with Tesla’s current operation in Austin, Texas, although that area is expanding.

How to boost your chances of flagging down an autonomous Uber

Uber says users can increase their chances of matching with a Wayve vehicle by making sure they have the most up-to-date version of the app.

It is then important to tap the “Account” button in the right corner of the home screen, head to Settings within that page and scroll down to Ride Preferences.

Within that submenu, there will be a section dedicated to autonomous vehicles, where users can turn on AV preferences to boost their chances of experiencing the first public autonomous taxis in the UK.

But as previously mentioned, with only 15 Wayve vehicles currently in operation, it is highly likely a regular human driver will be pulling up instead.

• Analysis of more than 500,000 used EV battery tests reveals long-term health
• The Hyundai Ioniq 5 emerges as one of the strongest performers 
• The study also reveals huge variation between individual cars

A new study, which has looked at 500,000 independent EV battery health tests, has revealed which electric cars boast the most battery capacity as they age — and which models suffer the biggest losses over time.

The data comes from Austrian battery diagnostics company Aviloo (via InsideEVs), which has analyzed used EVs across 20 popular models between 2022 and 2026.

The company says the new Aviloo Certified EV Battery Report is the world's largest independent study of used EV battery health, drawing on a wider database of more than one million tests from across the globe.

And while the results are broadly good news for EV owners, there are some surprisingly big differences between models.

Cutting to the chase for a second, the standout performer is the Hyundai Ioniq 5, which recorded a median State of Health (SoH) of 97.2% at 50,000 m (31,000 miles) and 95% at 100,000km — or around 62,000 miles. Even at at 150,000km (93,000 miles), it still retained 92.8% of its original Sate of Health.

That puts it comfortably ahead of the Tesla Model Y, which recorded a median SoH of 90.3% at 150,000 km. The Tesla Model 3 was lower still, at 88.94%.

At the other end of the table, smaller EVs with relatively small batteries performed less well.

The Nissan Leaf ZE1 generation with its smaller 40kWh battery, for example, recorded 86.67% at 150,000 km, while the Renault Zoe of the same era managed 87.33% and the first generation Mini Cooper SE 87.11%.

Analysis: Battery health is more complicated than mileage

The really interesting part of Aviloo’s data isn't simply which model wins. It's how much individual cars can vary from the median.

For example, at 150,000km, 99% of Tesla Model Ys in the dataset fell between 82.9% and 94.9% battery SoH. For the BMW i4, the range was 87.5% to 96.9%.

That means two seemingly identical used EVs with the same mileage can have "dramatically different" battery health — and therefore potentially very different real-world ranges and performance.

Marcus Berger, CEO of Aviloo said: "The truth in this data is that averages hide a lot. Yes, EV batteries are aging better than the ‘they wear out fast’ myth suggests — but that's not the most useful thing this report tells you.

"What matters is that battery health varies significantly between models, and even more between individual cars of the same model".

This is where Aviloo says its independent Flash tests are important, rather than used car buyers relying on the State of Health figure displayed by the vehicle’s computer systems.

The company says that climate, charging behavior, battery chemistry and keeping a vehicle at high charge for extended periods are all factors that can easily influence degradation.

But as we have seen with plenty of other EV battery reports like this, the overall message is reassuring.

Most of the EVs in the study retained around 90% or more of their original battery capacity after 150,000km (around 93,000 miles), suggesting that fears of EV batteries clogging up landfill sites are increasingly difficult to square with the real-world data.

• Several fatal accidents have involved Tesla’s self-driving tech
• Two separate cases saw vehicles suddenly stop on major routes
• Electrek’s reporting has matched crash information with redacted Tesla reports

A recent series of reports by the website Electrek has linked a number of Tesla crashes to redacted reports that suggest a Level 2 driver-assist system was engaged within 30 seconds of impact.

In two separate incidents, a Tesla has stopped in the middle of a busy freeway, only to be hit by another vehicle, killing the drivers in both cases.

The first, which took place at 3am on October 31, 2025, in Mesa, Arizona, saw a Tesla sedan struck by a Ford F-350 pickup after it stopped in the middle of the freeway.

The second case, which took place at around 9:25pm, on October 6, 2025, in Seminole County, Florida, saw a 2020 Tesla Model 3 stop in the center eastbound lane of I-4, only for a semi to clip its rear and push it into the side of a second semi-truck, according to Electrek.

While the initial coverage of both crashes didn’t divulge the reasons behind them, reporting by Electrek has matched Tesla’s redacted accident reports to the incidents and, in both cases, Tesla’s automated driving technology was active.

Under a Standing General Order, automakers are now required to report crashes where a Level 2 driver-assist system was engaged within 30 seconds of impact. Tesla has to adhere to this.

In the Florida crash report, seen by Electrek, it listed the automated driving technology “Engagement Status” as “Verified Engaged” and stated the pre-crash movement as “Stopped,” with a speed of 0mph.

However, Tesla then redacts key information that could get to the bottom of why these vehicles suddenly stopped on extremely busy freeways.

In the documents, the crash narrative, the software version, and the field for whether the road was within the system’s approved operating area are all blacked out as “confidential business information”.

Due to this redaction of key information, it is impossible to tell whether the vehicles were using Autopilot or Tesla’s more advanced Full Self-Driving, as well as details leading up to the catastrophic events.

Analysis: Overconfidence in an imperfect technology

Electrek’s reporting understandably stops short of apportioning blame to Tesla’s autonomous driving systems, but the site suggests that previously-documented phantom-braking, which sees Autopilot brake hard for nonexistent obstacles, could be part of the issue.

That said, both of the incidents could simply be down to the fact that the drivers experienced a medical emergency or fell asleep behind the wheel, causing Tesla’s driver-assistance systems to bring the car to a stop.

But there have been a number of reported crashes that have occurred when Tesla’s driver-assist technology has been activated and the vehicle has sped up, such as a fatal incident that saw a Model 3 crash at 104mph and kill its driver in Clute, Texas, in May of this year.

Again, Tesla has redacted key information in its crash reporting that could help authorities piece the puzzle together and come to a concrete conclusion about the root cause.

Currently, Tesla is under investigation by the NHTSA over how it reports crashes involving its Level 2 driver-assistance systems, which it has been criticized for in the past after overhyping its capabilities.

But these recent incidents also point toward a worrying trend of overconfidence from drivers in the technology, expecting it to handle every conceivable situation on the road. Alas, the reality is that fully autonomous driving systems are still a long way from perfection.

This year has seen more than its fair share of “game-changer” claims in the ever-changing world of EVs.

We’ve had BYD unveil its groundbreaking megawatt Flash Charging outside of China, numerous electric superminis go on sale at bargain prices and Ford finally commit to an affordable electric pickup platform.

But for me, two vehicles really stand out, as they have both seemingly started from scratch in order to convince EV skeptics with engaging drives, class-leading range and the most seamless EV ownership experience around.

The first of those cars is the latest BMW iX3, also dubbed the Neue Klasse (new class) by the German marque, which arrives riding on a completely new platform, boasts the latest, highly efficient battery packs and what it calls 'The Heart of Joy' — an integrated processor that controls all of the propulsion, steering, braking and traction systems for a formidable drive.

In certain models, the new iX3 can manage up to 500 miles on a single charge and can add a staggering 231 miles of range after just 10 minutes of plugging in.

Similarly, Volvo’s “game-changing” EX60, the electric version of its best-selling SUV (the XC60), also rides on a brand-new platform (SPA3) and features new, more efficient battery packs that can also break the 500-mile barrier on a single charge.

The approach to interiors and technology is very different between the two cars, but they have a lot more in common than you’d think: bags of interior space, huge trunks, extremely pleasant rides and, perhaps more importantly, staggering electric range.

Road trip heroes

Let me start with the BMW iX3, because the way it eats up the mileage is nothing short of spectacular. The model I took on a 400-mile round trip was the iX3 50 xDrive, which costs a hefty £61,000 / AU$130,000 approx (around $83,000) with all the fancy options ticked.

But fully charged, the next-generation iDrive infotainment system (more on that later) informed me that the vehicle would happily tackle 480 miles before it required topping up.

Flicking the vehicle from its standard driving modes to a “Max Range” profile, which limited air conditioning and other ancillaries, saw that figure rapidly leap to 550 miles.

Without wanting to bore you with the specifics of my weekend away with the family, let’s just say the iX3 made it to Cornwall from the UK's south coast, cruised around the narrow lanes for a few days and drove back without needing to plug in.

Being slightly nervous about these things, I did plug it into a 22kW charger for a couple of hours while we picnicked just to make sure we had enough range to get home. But I really didn’t have to. Old habits die hard.

That sort of effortless range is a breath of fresh air, and all from a vehicle that rides, handles and feels every bit the premium BMW you’d expect.

The doors are reassuringly thick and heavy, the interior lavishly appointed and the performance from the electric powertrain is punchy.

The 0-62 mph sprint is taken care of in just 4.9 seconds, but better still, this is a large SUV that you can thread through corners when the mood takes you. BMW's 'Heart Of Joy' might feel like an ethereal concept, but you can feel it at work when pushing hard.

If this is how well the German marque can make a large, heavy, family SUV handle, I am very much looking forward to the first electric M models to arrive.

Predictably, Volvo’s EX60 is slightly less focused on the sportier traits and instead opts for maximum comfort for those onboard.

The cabin is bright and airy, while the seats throughout are supportive and ridiculously comfortable. Honestly, some of the best I’ve ever sat in.

The EX60 is available in three levels, starting with the entry-level single-motor P6, while the P10 that I drove features all-wheel drive and a larger 95 kWh battery that’s good for 410 miles of range.

Later this year, Volvo will introduce the 117 kWh P12 AWD model, which can manage 503 miles on a single charge.

Prices range from around £57,000 (around $78,000 / AU$108,000) to £70,000 ($95,000 / AU$133,000), putting it in the direct firing line of the BMW iX3, as well as Mercedes' latest GLC Electric.

Technologically advanced

We can’t talk about the BMW iX3 without mentioning the Panoramic iDrive infotainment system, which sees a display fill the entire lower portion of the windshield.

The screen contains a handful of configurable widgets that allow both the driver and passenger to quickly glance at things like the weather, altitude, Bluetooth connections and more.

Admittedly, I didn’t think I got the most out of this until I switched the system into navigation mode, where the entire Panoramic display was filled with BMW’s new and very stylish mapping.

It allows you to then leave the central touchscreen free for adjusting vehicle settings or taking charge of entertainment duties. There’s also a head-up display for even more detailed navigational prompts.

I had a good play with BMW’s AI voice assistants at CES 2026 earlier this year and am pleased to report it all works really well out on the road.

In fact, the haptic buttons on the steering wheel are annoying and a bit fiddly, so I found myself adjusting lots of settings using the “Hey BMW” command.

Volvo’s approach to technology is slightly more restrained, with a large, landscape-oriented touchscreen taking care of most things. Yup, even some of the cabin controls.

This will likely frustrate a few people, but I found Volvo’s operating system to be really easy to navigate, with a contextual bar flagging up the most important settings and keeping them within easy reach of the driver’s seat most of the time.

What's more, it is the first vehicle to be sold with Google's Gemini AI assistant baked-in. Even Volvo says it is still a bit of a work in process, but I asked it numerous questions during my drive and it answered them with ease.

Volvo says it will soon be able to link into other apps, such a Google Drive and Gmail, to help boost productivity on those long and tedious commutes into the office.

Other 'firsts' include the fact that this is the first Volvo to come as standard with electrically adjustable seats across the range, and it features the world’s first adaptive seat belt.

Using sensors within the cabin and seats, all of the seat belts will automatically adjust the tension they apply in the event of an accident based on the size and weight of the occupant to avoid any unnecessary injuries in low-speed collisions.

The end of range anxiety

Both Volvo and BMW’s latest generations of electric vehicles impressed me for several reasons: the comfort, performance, premium finish and technology on offer were all beyond brilliant.

However, the enticing combination of large battery packs and fantastic efficiency meant that I could tackle two separate road trips without worrying about planning charging stops or locating outlets in rural areas.

For context, our family Kia EV6 is only a few years old now but struggles to manage 260 miles on a single charge, meaning we often have to factor in breaks or diversions. That’s simply not the case with the EX60 and iX3.

Having driven them both extensively, I’m convinced they make the perfect family getaway vehicles. Supremely comfortable, fast when they want to be, packed with connected technologies and blissfully quiet, they make the rattly diesel VW that sits on my driveway look positively prehistoric.

Proof, if it were needed, that starting from scratch, building a dedicated platform and ironing out the EV kinks is the best way to silence the skeptics. And proof that EVs don't necessarily have to involve compromise — even when the destination is hundreds of miles away.

• Texas Robotaxi passenger films car hitting plastic traffic posts
• Company claims "impeccable" Robotaxi safety record
• Tesla is preparing Cybercabs for public roads imminently

A Tesla Robotaxi user in Austin, Texas, has captured the moment their driverless ride failed to navigate a curb extension, marked off by plastic traffic posts, turning directly into them and carrying on with the journey.

The incident came not long after Tesla’s head of AI told investors the Robotaxi program has an “impeccable safety record” with “zero notable incidents,” according to Electrek.

The footage, posted to Reddit, shows the vehicle creeping forward, backing up, creeping forward again, and then driving right through the posts.

An audible thud can be heard as the vehicle hits the posts, while the passenger can be heard saying, "It hit em, it hit em."

The Robotaxi in question didn’t have a safety operator behind the wheel, although it is unclear whether a remote operator was called upon to authorize the decision to drive through the marked-off area.

Tesla’s decision to eschew “costly” LiDAR in favor of high-definition cameras and other sensors has been met with plenty of criticism, but this particular incident appears to indicate a potential issue with Tesla’s mapping, rather than its sensors.

According to Electrek, Redditors used the Texas Orthopedics building visible in the video’s frame to pin down the exact corner where the incident took place on Google Maps, and Street View shows those posts have been in place since at least February 2024.

Tesla's choice not to use a proprietary high-definition mapping system, as Waymo does, means it is largely up to the autonomous vehicle's on-board compute power to make on-the-fly decisions. Here, it looked like it failed.

Despite this, VP of AI Ashok Elluswamy defended Tesla’s Robotaxi safety record at the company's Q2 earnings call, claiming that the company has driven “more than 380,000 miles” with “zero notable incidents.”

Analysis: Tesla readies its Cybercab for public roads

Despite Tesla accumulating a fraction of the unsupervised autonomous ride-hailing miles compared to its closest rival, Waymo (220 million plays Tesla's 380,000), it has been reported that it could start trialing its fully autonomous Cybercab on public roads this month.

As a reminder, the Cybercab is a purpose-built, fully autonomous taxi that rolls off the production line without traditional pedals or a steering wheel, leaving every part of the driving experience to computers, cameras, and a handful of sensors.

The Next Web reports that Tesla’s own employees will be the first to test Cybercab on public roads, although it could start introducing the vehicles into its Austin autonomous fleet soon thereafter.

However, Tesla’s Austin fleet is reported to have shrunk to around 17 cars, down from about 25 in the spring, while those that still exist are operating in a tightly controlled, geofenced area that is a fraction of the size of the area Waymo is working with.

While every autonomous ride-hailing service naturally deals with issues and incidents on a daily basis, the recent video clip from Austin shows that Tesla still has plenty of work to do in order to back up that “impeccable” safety record claim… and boost consumer confidence in a Cybercab service that lacks any physical controls.