• Crunchyroll is coming to compatible BMW and Mini vehicles
• It comes as part of a new partnership with automotive app distrubition platform Appning
• More than 40 car brands are expected to follow

Popular anime streaming service Crunchyroll is coming to a range of vehicles in a new collaboration with automation app distribution platform Appning.

Soon, owners of compatible BMW and Mini vehicles in the US, UK, and Australia will be able to access Crunchyroll directly through their car's infotainment systems, giving subscribers a new way to catch up with hit shows like Frieren: Beyond Journey's End, My Hero Academia, Haikyu!!, and more.

As a Mini owner and Crunchyroll subscriber I can't wait, and I can already see myself diving into the latest season of Oshi no Ko while parked up waiting at the car wash.

BMW Group cars are just the start, however, with the app expected to steadily roll out to more than 40 automotive brands. Mercedez-Benz, Volkswagen, Leapmotor, and Lotus are just some of the brands that make Appning-enabled vehicles.

Appning owner Forvia estimates that the platform reaches more than 20% of the accessible market share, so if you recently bought a new car there's a decent chance that it will be compatible.

On the announcement, Crunchyroll SVP of global distribution and business development said that "Today’s consumers expect their entertainment to be available wherever they are, including in their vehicle.

"With Crunchyroll coming soon to global automotive partners, the anime experience will be even more accessible on every journey. Through this collaboration with Appning, we’re glad to provide another way for this passionate, global fan community to enjoy their favorite anime.”

Crunchyroll is already available on a wide variety of platforms. You can download the app on your iOS or Android phone, visit the website on your laptop or PC, or access it from a range of games consoles and smart TV devices.

It offers more than 1,000 titles globally, focusing exclusively on Japanese cartoon animation, or anime as it's known. Prices start at $9.99 / £5.99 / AU$11.99 a month for the most basic tier of membership.

• Volkswagen badges have been going missing in increasing numbers
• Crime spree targeted residents of southeast London
• Thieves reportedly used drones to locate vehicles

A growing number of Volkswagen owners in London are returning to their vehicles, only to find that the badge mounted to the front grille is missing.

The first reports of the criminal activity emerged earlier this month, when Volkswagen owners contacted police about missing badges, with victims claiming that an official replacement can cost between £1,500 and £3,000 from an official Volkswagen dealer (or around $2,000-$4,000 / AU$2,900 to $4,000).

According to an earlier investigation by The Guardian and Autocar, the badges have been targeted for the expensive radar sensors hidden behind them, which assist with radar-based cruise control functionality.

The Sunday Times found a number of similar parts being sold on auction websites for as little as £80, with cut wires clearly on display, according to Car Dealer Magazine.

However, the most recent spree, which reportedly involved drones in the planning phase, has seen around 70 Volkswagen car badges stolen across southeast London in a spree that lasted four days.

One victim told The Times that the theft took "sub-five seconds", and that they had done nearly £2,000 (about $2,700 / AU$3,800) of damage in that time.

Police Constable Olly Rutherford, who is leading the Metropolitan Police investigation, said: “We are aware of a number of incidents in southeast London over recent weeks in which car badges including the vehicle’s radar sensors have been stolen.

“At this stage, around 70 thefts are believed to have taken place.”

The police are asking anyone who believes they have been a victim of the crime to contact the police and share details as soon as possible.

We contacted Volkswagen UK for comment, and a spokesperson said that while the company cannot specifically comment on the crimes referenced, it does have access to data covering instances where Volkswagen UK has supported a retailer in offering customers a gesture of support, cases raised with its customer service center on the topic, and official parts sold through its network.

According to the latest check, Volkswagen says this remains a “localized issue.”

“This unfortunate criminal activity — and we must remember that this is what this is, rather than a vehicle fault — appears to be concentrated principally within a limited number of areas within London, with only isolated cases elsewhere in the UK,” the spokesperson said.

The Volkswagen spokesperson went on to explain that only six cases had occurred outside the London area where the sensor was missing and that it takes vehicle security "very seriously".

Analysis: Vehicle tech is still attractive to thieves

Volkswagen UK says it continues to assist its retailers in offering a "gesture of support" to affected customers and that, on recently launched Volkswagen models, the radar sensor is located separately from the badge in a different location.

But the growing amount of technology found on vehicles is making them increasingly attractive to criminals.

One VW owner in Birmingham said that his Golf GTI has been stripped for parts twice and that police were "powerless" to help.

Last year, Porsche owners in London also found that their high-tech headlights were being targeted by thieves, who caused thousands of pounds’ worth of damage by physically cutting the entire lighting unit out of the body of the vehicle.

According to MoneySuperMarket, this could have also contributed to a dramatic rise in insurance costs for Porsche owners in London, who now pay £900 more on average for their annual insurance compared with the rest of the UK.

• Recall affects 20,349 vehicles in the United States

• Both Model 3 and Model Y could require new headlights

• NHTSA says low beams exceed maximum permitted light intensity

Tesla will physically recall more than 20,000 vehicles in the US because their headlights could reduce visibility for both the driver and fellow road users, potentially increasing the risk of accidents.

The NHTSA recall, officially codenamed 26V507, includes 2017-2023 Model 3 and 2020-2023 Model Y vehicles fitted with specific headlamp assemblies supplied by Marelli Automotive Lighting.

While there is no hard ceiling for the maximum brightness of low- and high-beam headlights, the NHTSA measures brightness at designated test angles to prevent glare and the possible ‘blinding’ of fellow road users.

According to the NHTSA, Tesla’s lamps are being recalled because the low beams exceed the maximum permitted light intensity in the outer upper-left and upper-right portions of a federally defined testing zone.

Electrek reports that Tesla was aware of the problem back in 2023, proposing to recall a small set of vehicles and petitioning the NHTSA to avoid a full recall. The petition was denied, and now Tesla will likely have to replace thousands of non-compliant headlamp assemblies as a result.

According to InsideEVs, Tesla says that it has not yet determined a fix for the vehicles and that the remedy is “currently under development.” Owners of the affected vehicles will receive notifications of the next steps via mail by September 15.

Analysis: A silver lining for owners

While a major recall is never a good look for any automotive manufacturer, it is part and parcel of daily life, as safety administrations look to ensure vehicles are performing as they should throughout their lifecycle.

Tesla, like any other car company, isn’t immune to recalls and has recently had to contact thousands of owners over issues with rear cameras and fix Cybertruck wheels that could crack.

That said, the EV giant has also been able to fix many of the issues that have arisen via over-the-air software updates.

Compare this to some of the largest recalls in history, which have affected millions of vehicles over decades, and Tesla’s physical recall numbers are relatively small fry.

What’s more, Not a Tesla App points out that, should Tesla have to replace entire headlamp assemblies, owners of these older vehicles may receive a free upgrade to Tesla’s matrix headlights, which offer improved illumination when driving at night.

• Police reports are missing in Waze for some users
• The report submission process still seems to be working
• As yet there's been no official acknowledgement

One of the useful features that Waze offers to drivers is indications of a police presence or a speed camera on the road — as supplied by the Waze community, like much of the app's data — but you may not want to rely on its accuracy at the moment.

As reported by Android Police, plenty of Waze users are finding that police alerts aren't showing up on the map for them, or arriving too late. Everything seems fine from the submission side, but the warnings aren't being passed on.

Based on some of the Reddit threads that have popped up around the problem, this is affecting some, but not all, Waze users. It doesn't seem to be related to how long users have spent using the navigation app either.

"On my morning commute I marked several police vehicles and mobile police cameras," says one Redditor. "I got the usual (points and thanks for helping other Wazers), however, what I'd just marked would either show up, then disappear or not show up at all."

Keep trying

Other users say they've seen a delay in police reports showing up for a few weeks now, and there are some comments suggesting there's a problem with hazards of all types showing up on the map — not just police reports.

"I just marked a speed trap and nothing showed up for me either," adds another Redditor. "That's so annoying." It's clearly not something that users are imagining, but at the same time other Waze drivers are saying their alerts are working fine.

We haven't heard anything official from Waze as of yet, and will update this article if we do, but for the time being it seems there's not much you can do about the bug except keep your app updated and wait for a fix to roll out.

Given how prominent community contributions are in Waze, it's frustrating that they seem to be at least partly down for a certain group of users — though this isn't an app we tend to hear much about when it comes to bugs.

• Deep Orange 17 is claimed to generate more electricity than it uses

• The BMW-backed project uses 1,700 photovoltaic cells

• The prototype is based on an average 12-mile daily commute

A team from Clemson University in South Carolina has produced a small, lightweight electric vehicle that it says can generate more energy than it uses over a typical day of urban driving.

Dubbed the Deep Orange 17, the boxy prototype, which looks a little like a butchered Tesla Cybertruck if you squint hard enough, was fitted with more than 1,700 photovoltaic cells that can produce enough charge to power a typical 12-mile daily commute.

The fully functional vehicle weighs just 1,212lbs / 550kg, and is predominantly made from aluminum, carbon fiber and 3D-printed metal joints, which are all wrapped around a steel structure.

Its boxy shape has been designed so the photovoltaic panels can be positioned to maximize their exposure to the sun when the vehicle on the move, when parked, and even when stuck in traffic.

Developed in collaboration with the Fraunhofer Institute for Solar Energy Systems ISE in Freiburg, Germany, the solar panels use an innovative construction that continues generating power even when portions of the panels are shaded. The orange coating is part of a durable film that helps protect them.

According to BMW, which is backing the project, the cells generate enough energy on a sunny day to power the tiny EV for up to 31 miles. That means it can generate more than twice the energy it needs to complete the low-mileage average daily commute touted by its makers.

While most of the energy comes from the photovoltaic panels, the team of 16 engineers also integrated regenerative braking and drew inspiration for the exterior from the aerodynamic characteristics of the boxfish, whose streamlined body naturally reduces drag while maintaining interior volume, apparently.

Surprisingly, the project doesn’t feature a spartan prototype interior. It's been fitted with Apple CarPlay and Android Auto, as well as digital dials that offer real-time vehicle telemetry and readouts on solar power generation.

Analysis: inspiring the next generation

Project manager Anshul Karn explained that it's rare for a master’s student to have the opportunity to experience the complete process of developing a prototype vehicle — and this is exactly what Deep Orange is designed for.

Of course, we aren’t going to suddenly see BMW put this into production, but EV manufacturers are already toying with the idea of solar panels as a way of extending the range of electric vehicles.

Nissan, for example, fitted an Ariya model with 3.8 square meters of custom solar panels earlier this year that could add 23km (around 14 miles) of additional range on a bright, sunny day.

Back in 2019, Hyundai became the first manufacturer to launch a car with a solar roof charging system when it added the tech to its Sonata Hybrid, while the Ioniq 5 was available in some markets with a solar charging roof.

Right now, the technology is expensive given the limited amount of range it can provide, but projects like Deep Orange could go on to influence smaller, lightweight urban transport that could easily harness the power of the sun for 'free' energy.

This year has already proved bountiful for brilliant EV releases, with the likes of BMW unleashing the debut models from its groundbreaking Neue Klasse series, Mercedes-Benz unveiling the impressively efficient CLA and Hyundai pushing electric high performance to the max with its Ioniq 6 N.

Granted, I haven’t been able to drive absolutely everything that has gone on sale globally this year, but I have done my best to get behind the wheel of what, to me, feels like a crop of groundbreaking electric vehicles that push the powertrain forward.

From enormous, opulent vans to arguably the first 'kei car' to be sold in the UK, the spectrum of brilliant, battery-powered vehicles is as wide and as interesting as any internal combustion engine counterpart. Here’s my pick of the bunch.

6. Hyundai Ioniq 6 N

I didn’t think Hyundai could improve much on the brilliant Ioniq 5 N, but the Ioniq 6 N seemingly takes everything that was great about the Korean marque's super hatch and seemingly turns performance up to eleven, while somehow making it more practical.

It takes the same recipe of simulated gears, synthesized engine noise and absurd straight-line performance and packages it in a more mature, long-distance-friendly sedan.

With 650 hp, 770 Nm of torque and a 0-62mph time of 3.2 seconds, it is seriously quick, but the revised suspension geometry and lower roll center make it considerably more composed at speed than its hot-hatch sibling.

The N e-Shift system now adds another simulated gear, while the upgraded sound system makes the artificial pops, bangs and revs remarkably convincing.

Yet it can switch back into a quiet, comfortable cruiser when the fun is over. Add 291 miles of WLTP range and 350 kW charging, and this might be the most complete performance EV I've driven, erm, ever.

• Read more: I didn’t think the Hyundai Ioniq 5 N could get much better — until I drove its bigger brother

5. Kia EV2

The Kia EV2 might be small, but it has the sort of big-car technology and practicality that makes it surprisingly easy to live with. At just over four meters long, it packs a slick triple-screen infotainment setup, a huge array of driver-assistance systems and an interior that feels considerably roomier than its dimensions suggest. Imagine an EV5 or EV9 that’s been hit with a shrink ray and you’re not far off.

The 144 bhp version I drove didn’t feel particularly sporty, taking almost nine seconds to reach 62mph, but that isn't really the point. Its ride is excellent, it remains impressively composed at highway speeds and the Long Range version should comfortably break out of the usual urban EV routine.

Charging is also respectable, with a 10-80% session taking just under 30 minutes. Best of all, it makes a compelling case for ignoring that massive, heavy SUV for daily driving duties and settling for something that will happily slot into a supermarket parking space.

• Read more: I’ve driven the smallest Kia EV yet and there’s a lot to love about the baby of the bunch

4. Cupra Raval

The Cupra Raval VZ is proof that small EVs don't have to be sensible or boring. With its squat proportions, aggressive styling and 19-inch wheels, it looks like a proper hot hatch, and the driving experience backs that up.

The 222 bhp front-wheel-drive powertrain can deliver 0-62 mph in 6.8 seconds, while Cupra mode brings huge amounts of grip, adjustable dynamic chassis control and a synthesized soundtrack to the party.

Yet it can settle down into a surprisingly comfortable and refined cruiser when required. I averaged around 4.5 miles per kWh during a day of enthusiastic driving, suggesting more than 200 miles of real-world range from the 52 kWh battery.

There's also a surprisingly spacious cabin and useful trunk, making the Raval an unusually convincing blend of fun and practicality — like all great hot hatches should be.

• Read more: I’ve driven the new Cupra Raval and it’s proof that the hot hatch can live on in the EV era

3. Porsche Cayenne Turbo Electric

The Porsche Cayenne Turbo Electric is a handsome demonstration of just how far EV performance has come. With up to 1,156 hp available using Launch Control, it can hit 62 mph in just 2.5 seconds and reach 162 mph, making it the most powerful production Porsche yet.

Those figures are astonishing, but what impressed me most was how effectively Porsche hides the car's considerable bulk. Despite weighing around 2.5 tons, it feels remarkably composed through corners, with superb feedback through the steering wheel, active suspension and optional rear-axle steering helping shrink its footprint on the road. It is also a seriously capable long-distance EV, with up to 415 miles of range in Coupe form and 390 kW charging capable of delivering a 10-80% top-up in as little as 16 minutes.

Oh, and the world’s first 11 kW wireless charging functionality is far from a gimmick, showcasing just how effortless life with an EV can be if you can afford it.

• Read more: ‘The performance is otherworldly’: I’ve driven the Porsche Cayenne Turbo Electric — and it’s a serious amount of car for the money

2. Honda Super-N

The Honda Super-N might be one of the least practical cars I've driven this year on paper, but that's completely missing the point. This tiny electric runaround is an absolute riot, with 94 bhp sent through the front wheels, a perfectly composed chassis and a big Boost button that encourages you to attack corners with old-school hot-hatch enthusiasm.

At just 1,097 kg, it feels wonderfully light and responsive, while clever regenerative braking and virtual gear changes add to the fun. The 29.6 kWh battery only offers around 128 miles of range and charging tops out at 50 kW, so it's hardly a road-trip machine. But for urban driving, it makes a brilliant case for small EVs, proving that you don't need huge power or battery capacity to have a genuinely entertaining car.

• Read more: I've driven the Honda Super-N — and I'm in love with this go-kart for the daily drive

1. Mercedes-Benz VLE

It’s the posh electric van that makes you wonder if that massive family SUV is really the right vehicle for your daily needs. Mercedes’ all-new VLE combines huge amounts of space with the sort of refinement more commonly associated with an S-Class, while the excellent air suspension delivers an exceptionally smooth, quiet ride.

The clever Roll & Go rear seats are by far my favorite feature, sliding along built-in rails and rolling out of the vehicle on their own wheels when removed — transforming the plush people-mover from a seven-seat bus into the ultimate transportation for active outdoor lifestyles.

Range is impressive, too, with the single-motor VLE 300 capable of a claimed 435 miles thanks to its 115 kWh battery, while 300 kW charging makes long-distance driving much more realistic. Add superb infotainment technology, rear-wheel steering and limousine levels of comfort, and this is a hugely compelling EV for large families… so long as said families have a healthy vehicle budget.

• Read more: I've driven the new Mercedes VLE — and this limousine-like electric van made me rethink what a family car should be

• Denza Z9S is a more efficient version of the Z9 GT

• Chinese company claims 1,100 km (683 miles) between charges
• The flagship version starts at 349,800 yuan ($51,800) in China

Denza’s Z9 GT has long been tipped as a genuine Porsche Taycan rival, touting serious performance from an optional tri-motor setup, enormous range and the promise of sub-10-minute charging times thanks to the BYD Group’s Flash Charging technology.

Having proven a hit in China, the Z9 GT is finally making its way to UK and European shores and, despite prices cresting the £100,000 mark, it looks set to challenge the more established premium players with masses of performance and the option of a range-extending hybrid that can cover 500 miles with a mix of electricity and gasoline.

Back in China, Denza is already tweaking the formula, recently opening the order books for a more aerodynamically efficient Z9S model that comes fitted with BYD’s 102.3-kWh Blade Battery 2.0.

Breakthroughs in battery and motor efficiency, as well as a more slippery fastback body style, mean the Z9S is capable of traveling 1,100 km — or 683 miles — on a single charge. Because of this, Denza claims this is the “world’s longest-range EV.”

As a caveat, this is all according to China’s CLTC testing cycle, which is notoriously generous with its estimations.

If these figures are to be believed, Z9S owners could drive from New York to Motor City, Detroit, without stopping.

Similarly, drivers could load up the car in Berlin and arrive in Paris without having to trouble the public charging network.

If you apply a standard conversion factor of 0.80 to convert China’s CLTC to the more stringent European WLTP testing cycle, it still results in a range of between 546 and 560 miles.

In the US, a conversion to EPA would result in approximately 480 miles — still hugely impressive.

According to Electrek, the base Premium model starts at 319,800 yuan in China (around $47,300/AU$67,350/£35,000), the flagship version starts at 349,800 yuan ($51,800/AU$73,600/£38,500), and the tri-motor Performance variants cost 389,900 yuan ($57,700/AU$82,000/£43,000).

But as we have seen with the recent unveiling of UK pricing for the Z9 GT, these costs dramatically escalate once you factor in import duties and local taxes.

Analysis: outright range is becoming less important

We are starting to enter an EV era where it is not uncommon for vehicles at the premium end of the market to cover more than 450 miles on a single charge.

Volvo’s EX60, the latest Mercedes-Benz CLA, BMW’s iX3 and Tesla’s most recent Model 3 Long Range will all happily deliver 450 miles or more, which is not far off the converted WLTP and EPA cycle range of Denza’s “world-beating” Z9S.

As a result, claims of “the world’s longest-range EV” coming from China have to be taken with a pinch of salt, due to the discrepancies in the way the country conducts its EV efficiency tests.

What’s more, these cars, with their enormous battery packs and cutting-edge electric motor technology, rarely arrive in markets outside of China sporting the sort of tempting price tags that they do in their domestic market.

Rather than focusing on all-out range, potential customers should get more excited about a wider rollout of BYD’s Flash Charging technology outside of its home market, which has the potential to drastically reduce the overall time of electric road trips with ultra-rapid top-ups.

• A police officer pulled a Tesla over for traveling 64mph in a 45 mph zone
• The owner attempted to plead innocence as Full Self-Driving was running
• Police issued a very blunt response

Video footage has surfaced online that shows a police department in Parker, Colorado, reportedly pulling over a Tesla for traveling 64mph in a 45mph zone.

While this isn’t unusual in itself, the plea from the Tesla’s driver is, as the excuse was that they weren't in control at the time. “I wasn’t driving. I had Autopilot on,” came the plea.

The three-minute video was released by the police, alongside a blunt reply (or perhaps a warning to other drivers?) that read: “Driver assistance technology does not replace the driver.”

“Whether your vehicle has adaptive cruise control, lane centering or full self-driving, you are still legally responsible for operating your vehicle safely,” the response added.

Despite the driver being clocked at 64mph in a 45mph zone, the Tesla owner belligerently claims they weren’t in control, it wasn’t their fault and that the self-driving system was activated.

The police officer then says: “I don’t know how these systems work, but you’re not the first person I have stopped with Autopilot activated.”

In fact, one of Electrek’s own writers documented the moment he got a speeding ticket while using Tesla’s Full Self-Driving.

Despite setting the system to Standard mode — as opposed to the faster Hurry or Mad Max settings — the vehicle still crept up to 78km/h in a 50km/h zone.

Analysis: Bad by design

Tesla’s Autopilot and Full Self-Driving systems are designed to assist the person behind the wheel, rather than completely replace them, no matter what Elon Musk espouses in his various public statements.

Currently, the law states that the buck stops with the driver, and any reckless driving, speeding or accident ultimately remains the driver’s fault, as they need to be ready to take control if and when these systems fail.

However, Tesla makes things difficult, as it has designed FSD to drift over the limit, even in Standard mode, and also took away the adjustable speed offset that once allowed owners to cap how far over the limit the vehicle would creep in autonomous modes.

Electrek reports that the adjustable speed offset was recently removed in FSD v14 and replaced with fixed driving profiles.

It is easy to see why Tesla has trained its systems this way, as many drivers get frustrated when technology vehemently adheres to speed limits and subsequently fails to keep up with traffic.

But with many other semi-autonomous cruise-control technologies, the driver has complete control over the speeds at which they are happy to creep over the limit.

If Tesla’s driving assistance systems keep landing drivers in hot water, many will stop using them entirely, which is exactly the opposite of what the company wants.

After all, Elon Musk has long promised that drivers will soon be able to text and immerse themselves in all manner of side tasks in the very near future.

But right now, it feels like Tesla owners need to be more alert than ever.

• Xiaomi officially launches SkyNomad N70 and N90 SUVs
• Both pair a 1.5-liter gasoline engine with huge 76 kWh NMC battery packs
• Hybrid technology allows for more than 1,000 miles of driving

Fresh off the success of the SU7 and YU7 all-electric models, which offer the sort of performance and range to compete with Porsche’s Taycan, Chinese tech company Xiaomi is now moving into the world of hybrid SUVs.

Teased a few weeks ago, the company has now taken the wraps off the roughly $35,000 (in China, that is) SkyNomad N70 and N90, two hulking SUVs that are capable of seating either five or seven people in a variety of luxurious configurations.

Shirking the pure EV powertrain of Xiaomi's previous efforts, the SkyNomad sub-brand uses a Changan-derived 1.5-liter gasoline engine and a huge 76 kWh NMC battery pack to offer substantial range.

According to China’s generous CLTC testing cycle, the Xiaomi SkyNomad N90 Max offers a combined range of up to 1,705 km — or 1,060 miles.

Customers in China also have the option of a more affordable 52 kWh battery pack, but when the larger of the two is specified in the five-seat N70, pure electric range is almost 314 miles, according to the CLTC testing cycle.

If you crunch the numbers and remove some of the CLTC's generosity, it equates to around 250-miles on the UK and Europe's WLTP cycle. That's still enough to shame many pure EVs.

Alas, Xiaomi hasn’t announced plans to sell its SkyNomad models outside its domestic market yet, but it has previously stated that it hopes to introduce the SU7 and YU7 models to the UK and Europe by 2028.

Analysis: only a bargain in China

As we have seen with BYD’s luxury brand, Denza, the price of high-performance or luxury Chinese EVs isn’t so appealing once you factor in local taxes and import duties.

It was revealed recently that the supercar-baiting Denza Z, for example, will start at a staggering £142,900 in the UK (around $200,600) and rises to £172,900 (around $233,000) for the top-spec Racing variant. It costs around $100,000 in China.

We can expect to see a similar pattern with models like the SkyNomad N70 and N90 should they arrive in Europe, especially since they come fitted with the sort of battery pack that many rival pure-electric vehicles use today.

Those hoping for something that drastically undercuts the likes of Audi’s Q7, the Volvo XC90 or even Kia’s slightly more affordable EV9 and Hyundai’s Ioniq 9 could be a tad disappointed when official European pricing is eventually announced.

• Camera-only systems can only “approximately match” a human driver

• Multi-sensing setup offers more than just a failsafe
• Waymo co-CEO backs the use of Lidar and radar over camera-only systems

Waymo co-CEO Dmitri Dolgov has spoken out about the technology required to run a fully autonomous robotaxi service, addressing the subject of camera-only systems.

While he didn’t mention Tesla directly in his in-depth talk at Y Combinator’s Startup School, the presentation directly addressed vision-only camera setups, like those Elon Musk and Tesla have been pursuing.

“Humans, of course, can drive with just eyes, so there’s that proof of existence,” he said, according to Electrek.

“If the goal were to just approximately match human performance or to build an assist product, that’s a very reasonable way to go.”

But “weak sensing” inevitably leads to a safety curve that flattens out “way too early,” he added, highlighting the many cases where a camera system can come unstuck.

Low light or poor visibility, dust storms and objects physically blocking the lens can bring a camera-based system to a grinding halt in seconds.

Dolgov then gave an example of how Waymo’s combination of Lidar, radar and high-definition cameras allowed one stricken vehicle to safely navigate itself back to a depot when a tree branch became caught in its wipers and obscured the camera lens.

While Dolgov doesn’t completely dismiss camera-based systems, stating that they can easily support a driver with highly autonomous assistance systems, he admits they will struggle to replace a human entirely.

The issue is that fully autonomous robotaxis need to be as close to perfect as it’s possible to be.

A mounting record of accidents will likely put off customers for life and kill the technology before it has time to gain a foothold.

Many take the multi-modal path

Having ridden in numerous autonomous vehicles over the years and listened to those that have built them, I am fully in Dmitri Dolgov's camp.

While a camera-based system might help keep costs down, fitting autonomous vehicles with Lidar, radar, and other sensors feels like a natural and reasonable step to make them as safe as possible.

A visit to Motional’s HQ in Las Vegas earlier this year illustrated the need for multiple sensing technologies when you completely remove the driver from the picture.

Its robotaxis, which are now bespoke versions of the Hyundai Ioniq 5 (complete with radar and Lidar), have driven over two million autonomous miles with zero at-fault incidents.

Like Waymo, it too believes a multimodal approach that fuses various technologies is the safest way forward.

Laura Major, the company’s CEO, said at the time that rival startups were able to get to a “90% performance” very quickly, often relying solely on high-definition cameras.

“These offer really smooth rides in most situations,” Major remarked. “The problem is when you’re going to remove a driver and have true driverless operation, that’s not enough. You can’t perform well in 90% of the cases,” she added.

Admittedly, I haven't ridden in one of Tesla's driverless Robotaxis, but the numbers don't lie.

According to Electrek, Tesla's own data confirms a crash rate three times worse than humans even with a monitor at the wheel, while Waymo's numbers suggest it is 17 times safer after covering some 220 million rider-only miles.

Tesla has accumulated just 380,000 driverless miles over the past year since launching its robotaxi service.

• Customers hit out at connected cars as Spider-Man ‘ads’ appear in vehicles
• BMW says the Festive App is not a form of advertising

• Backlash against connected cars intensifies online

Last week, reports emerged in the US of BMW owners receiving “pop-up ads” that promoted the German brand’s involvement with the new Spider-Man: Brand New Day movie.

BMW vehicles appear throughout the super hero caper in typical summer blockbuster product-placement fashion, but BMW pushed things further by running what it calls “themed animations and messages” on the infotainment systems of a select number of connected vehicles.

Owners quickly took to internet forums to complain about these “pop-up ads,” which appeared in the form of a message that asked them whether or not they would like to launch the animation.

However, BMW has now defended itself against the outcry. “The Festive App in the BMW operating system is designed to provide customers with optional themed animations and messages linked to a range of global and local occasions. It is not a form of advertising,” a BMW spokesperson said when we reached out for comment.

According to the German marque, customers can not only choose whether or not they want to see the Spider-Man content, but it is also only available when the vehicle is stationary.

The spokesperson we contacted also stated that the Spider-Man tie-in was only available in certain markets, stressing that it was not available in the UK or Ireland.

While it can be argued that offering Spider-Man themed videos to showcase the abilities of today's infotainment systems is just a bit of fun, the online backlash so far has been overwhelmingly negative.

This also comes from a brand that previously flirted with the idea of charging owners a Netflix-style subscription to unlock hardware already installed on the car, such as heated seats and steering wheels.

Analysis: Blurring the line between content and advertising

The online repercussions from BMW’s decision to run “themed animations and messages” haven't been great so far, with many bemoaning the gradual marketing creep that appears to be happening with any product that’s connected to the internet.

One commenter on Reddit said, “I don’t want my car, fridge or toaster to have an internet connection,” which perfectly sums up the current anti-connected argument.

It's totally understandable. The car used to be one of the few sanctuaries where humans could switch off and escape the furious pace of modern life.

Perhaps tuning in to a radio station or enjoying a favorite album used to be the extent of the multimedia on offer, but with the rapid advance of connected infotainment systems, cars are becoming an extension of our ever-expanding digital lives.

It seems that when this helps boost productivity or keeps us entertained (via apps and games), most owners are happy to play along, but as soon as the subject of pop-up ads and the misuse of personal data surfaces, the sentiment is suddenly very different.

Anyone with a keen interest in the European car market will know that Cupra parted ways with its sister company Seat way back in 2018 to become the high-performance, funky standalone brand to attract the attention of a more youthful buyer.

The gamble paid off, as Cupra now outsells Seat in most regions, thanks to its heady line-up of handsomely styled SUVs and sporty hatchbacks, all with a fine selection of electrified powertrains.

This latest edition to the family, the relatively diminutive Raval, is the first of its kind to sit on parent company VW’s MEB+ platform, which will also underpin the upcoming and equally spicy ID Polo (including the GTI), the ID Cross and Skoda’s more crossover focused Epiq.

But Cupra being Cupra has seen fit to endow the Raval with almost comically sporty proportions, a fabulously appointed interior and the sort of electric powertrain that is designed to have true driving fans won over.

Having driven the top spec VZ models out on the beautifully flowing roads of northeastern Spain, it’s clear that there is still room for the compact, agile hot hatch in the often soulless world of modern EVs.

Seriously styled

You only have to take a look at one of the many recent Cupra events to realize that the company approaches new product launches a little differently.

These shindigs are typically held in warehouses and other industrial settings, often involve world-class DJs and incorporate faces from fashion, sports and culture.

The Raval is all of this stuff distilled into a diminutive hatchback, with copper accents and contrast flourishes on the outside, myriad on-trend materials throughout the cockpit and the latest technology taking care of infotainment duties.

On the outside, the Raval rides low to the ground (well, as low as any modern EV can) and wears its squat proportions with pride.

The over-emphasized creases on the bonnet, super aggressive front lamps and chunky rear diffuser on this VZ model signal its racy intentions.

It also rides on 19-inch ‘Rebel’ rims and crams vegan leather bucket seats into the cockpit, as well as a 12.9-inch Android Automotive central display and a separate 10.25-inch digital cockpit that takes care of speed and whatnot.

Considering the Raval VZ starts at £34,9995 in the UK (that’s around $47,000 / AU$65,000), it feels like a generous dose of premium car for the money.

But for those happy with the smaller wheels and smaller battery pack (more on that later), the range actually starts from £23,785 (around $32,000 / AU$45,000) for the 115hp, 37kWh models.

Nice and spicy

Clearly, the VZ version driven here is a little ‘spicier’ when it comes its performance credentials, as it features the larger 52kWh battery pack and a powertrain that delivers 222bhp and 214lb ft to the front wheels in proper hot hatch fashion.

Prod the accelerator and the little Raval wants to move, whisking drivers and passengers from rest to 62mph in a respectable 6.8 seconds.

It even has a quasi launch control mode that sends little shudders and vibrations through the seat to make the process of accelerating feel more exciting.

Granted, it feels a little gimmicky but Cupra has done an excellent job of making the Raval feel as sprightly as its exterior lines would suggest.

Flick it into Cupra mode via a dedicated button on the steering wheel and, alongside a growling synthesized soundtrack, you’re treated to massive levels of grip.

This results in the ability to round corners with all the thrills of a go-kart, while the dynamic chassis control fitted to this VZ model keeps things flat and firm when the mood takes. Thankfully, it is adjustable through 15 stages, so you can easily get a set up that suits.

But when settling back down into Eco of Comfort modes, the Cupra does its best impression of a sensible, grown-up VW Group product, proving almost perfectly quiet and comfortable when cruising along the highway. The ride quality really is excellent.

Fuel for thought

Having driven almost too many EVs to remember, I have got into the habit of always checking battery efficiency after an event like this.

It’s a great indication of real-world driving, often taking in faster, flowing sections of road (where the regen will help top-up batteries), slower city driving and battery-sapping highway miles.

The Cupra Raval revealed that we averaged around 4.5 miles per kWh after a day of driving, which means we could have happily racked up over 200-miles from a single charge of the relatively small 52kWh NMC battery packs.

Cupra’s official WLTP rating has this pegged at 239-miles, which feels honest and achievable if driving sensibly… which I wasn’t during this particular test.

Raval’s recharging game is strong too, with a 10-80% session taking just 24-minutes from a 105kW DC public charger. It’s slightly longer than close rivals, such as the recent Renault 5 and Kia EV2, but neither of those cars can really be described as feisty.

But perhaps the most striking thing to note from the small, sporty hatchback is that there’s a decent amount of room inside. Two adults can very comfortably sit up front and there’s just enough room in the back for a few friends.

Admittedly, leg room in the rear isn’t exactly generous, but it’s very good in this segment, while the rear trunk is positively cavernous. Mounting the motor at the front results in an impressive amount of space to store bulkier items.

There’s even a clever folding floor that can be set at various levels, making it easier to throw in shopping when space isn’t required or free up a deeper hole for those weekend trips away.

The Cupra Raval offers a beguiling mix of sensible, grown up elements — such as the responsive Android Automotive-based infotainment system, practical interior space and premium-feeling fabrics — and laces it with a hefty dose of fun.

Granted, this isn’t the all-out hot hatch that we might be used to from the ICE era, but it gets very close.

Plus, with VW set to unleash an ID Polo GTI later this year with eerily similar performance figures, it makes you wonder if it’s worth holding out for that revered badge when the Raval VZ is this good.

I bought my first Tesla Model 3 in June 2019. It was my dream car. The promise of getting in, selecting a destination, and the car taking care of the rest was one I bought into.

I originally bought the Model 3 without Full Self Driving (FSD), which at the time cost $6,000. Then about a month later, Elon Musk announced the cost would start going up by $1,000 every few months. So, I bought FSD outright before that happened. I even ordered custom license plates to make it very clear to other drivers my car was driving itself.

A couple of years later, the first beta arrived, and during the next few years, after many updates, it got good. Really good.

I know headlines love to point out when an accident happens during FSD use — and rightfully so — but my overall experience with it as of a year ago was that I felt safe when using it. I could get in, tell it where to take me, and the majority of the time, I only had to babysit.

I used FSD probably 95% of the time; I was behind the wheel. I no longer hated driving.

Goodbye FSD, hello Comma 4

Then, life changed. My wife and I decided to open a pizza food truck, and we quickly learned the truck we planned on using wasn't up for the job of towing our trailer. So, I traded in my Model 3 for a 2025 Ford F-150 Lightning Flash. Bye-bye FSD.

My Lightning came with three free months of BlueCruise, Ford's hands-free driver-assist system that only works on highways. When you're on standard roads, Ford has a basic lane-keeping feature that keeps you within the lines, and that's about it.

After my BlueCruise trial ended, I opted not to pay the $50 a month/$500 a year subscription fee, mainly because it's limited to highways and I wasn't doing a lot of highway driving at the time. In town, I was still able to use lane keep and deal with the super annoying "Keep Your Hands on The Wheel" nag that goes off all the time.

I didn't miss the more advanced self-driving-like features of BlueCruise at all. I got by.

Then, in January, I had shoulder surgery. The extended recovery process meant driving an hour away for physical therapy at least once a week, and I'm still making that same drive. So, I decided to turn my Ford Rewards points into a couple of free months of BlueCruise to help me get back and forth.

Only this time, I loved it. I could cruise up and down the highway at 80 miles per hour, tap the blinker to start an automatic lane change and just relax — all hands free.

With a few weeks left in my extended trial, I decided to sign up for the $500-per-year subscription. While I waited for the charge to hit my credit card, a friend reminded me about Comma.ai, the small dash cam-like device that helps control your vehicle.

In Comma's own words: "It's upgraded active driver assistance for your Toyota, Hyundai, Ford, and more." Comma states it supports over 300 different vehicles.

Knowing I was about to commit to $500 per year for BlueCruise, curiosity got the best of me, and I spent over a week reading everything I possibly could about Comma and how it works.

The overly simplified explanation is that you need to install the device and a wire harness specific to your vehicle. The two components then intercept and send driver assistance commands to your vehicle, enabling hands-free driving on any marked road — not just highways.

I also spent more than a few days reading through and asking far too many questions in the Ford-specific Discord channel. The group there was amazing and patiently answered every single one.

I'll admit I felt very uneasy about random people on the internet writing software that can control my car. I still do, to an extent, but eventually I felt comfortable and curious enough to order the $1,000 gadget.

Install, setup and daily use

A few weeks later, a small box arrived with the camera, the Ford-specific wiring harness, and zero instructions.

Thankfully, there are quite a few YouTube videos detailing the installation process. That process requires installing the wiring harness under the dash, where my truck's Image Processing Module A (IPMA) is located. I had to remove some paneling to get to it, then route the included OBD-C cable from under the dash to my rear-view mirror where the Comma 4 is mounted.

The install process took about an hour, with the most difficult part being connecting the wiring harness to the IPMA — it's such a tiny space and hard to get to, but eventually I got it.

With the harness connected, the Comma 4 mounted, and the cable run, the next thing I needed to do was install an operating system.

The Comma 4 comes with a bare-bones operating system installed, able to do just enough to help facilitate whatever version of driving software — commonly referred to as forks — you want to use.

OpenPilot is Comma's own driving software, but it's not optimized for every vehicle. For my Ford Lightning, I have to use BluePilot, a Ford-specific fork that's customized and optimized to handle quirks in driver-assistance commands, for the best experience.

I went through the software setup process in about 10 minutes, and then it was ready for me to take a short calibration drive. Once that was done, I had my very own self-driving assistant, ready to begin driving me around.

Activating Comma is done using the same buttons I would use to turn on BlueCruise or Ford's lane-keeping features. I can see when Comma is active by looking at the Comma 4's screen for green border indicators where the edges of the lane are, and a solid green line in the middle showing that path the truck is going to take.

It took me a few days of tweaking features and settings to fine-tune how the Comma controls my truck. For instance, out of the box it doesn't handle lane changes for you. You have to enable lane changes, and even then it'll only perform a change when you activate your blinker — it won't do it on its own.

You can even customize how aggressive it is during the lane change, how long it will wait after activating the blinker before changing, so you need to confirm the change by nudging the wheel in that direction before it fully commits. It's really cool stuff.

What's taken me the longest to get just right is adjusting my truck's alignment in a lane. With default settings, my truck was consistently riding the left side of every lane I was in. It wouldn't go over it, but it was too close for my comfort. I spent some more time figuring out the proper setting to adjust and started tweaking. A few minutes later, my truck is almost perfectly centered.

I'm still tweaking different settings, but for the most part it drives just like I want. I continue to experience some very slow ping-ponging — when the car goes from one side of the lane to the other and then back — but it's easily remedied if I just place my hand on the wheel. From what I understand, I may never get fully rid of it.

I've learned a lot along the way, too. In my Ford, the Comma 4 only controls lateral movements to keep you centered in the lane, not longitudinal controls such as speeding up and braking. Ford's ACC system still handles the latter feature – something I found reassuring.

A couple of disclaimers you need to know

There are a few things I want to make clear, should you decide to get a Comma 4 (or one of the older models).

First, you, as the driver, are responsible for your vehicle at all times. The Comma 4 is an assistance device, not a fully-take-over-all-controls device. It hasn't tried to steer me unexpectedly into another lane, but I've seen reports and feedback about a recent update doing just that.

Second, Comma 4 will never offer a Full Self Driving-like point-to-point experience. There are just too many variables to how a third-party device can interact with and control various vehicles. In a Ford, for example, Comma 4 has limits in how aggressively it can steer, which makes tight corners difficult if not downright impossible. A recent update to BluePilot has made progress in this regard, but a 90-degree turn is all but out of the question.

1,000 miles and no regrets

My original intent was to take full advantage of the 30-day no-questions-asked return policy and send the Comma 4 back if I had any reservations after testing it. And, well, that window closed a few weeks ago.

All told, I'm nearing 1,000 miles over 97 driving sessions and 26 total hours since installing the Comma 4 in my truck. Not all of that is with it activated, but I'd wager that 75% or more of those miles were driven by Comma.

It's earning my trust with every drive and scenario I throw at it. The system has built enough confidence that I'm now going fully hands-free on longer drives.

Even with its quirks and limitations, the trade-off is a no-brainer for me. The Comma 4 handles backroads and standard city streets where BlueCruise simply gives up.

Best of all, I don't have to pay Ford $500 a year for a highway-only feature on top of what I already pay for premium connectivity. For a one-time $1,000 hardware investment, I got a sliver of my FSD experience back, saved money in the long run, and gained a system that continuously gets better thanks to an active community.

America has spent decades building some of the biggest, most powerful and least apologetic vehicles on the planet.

Full-size pickups have dominated the US charts for generations, while SUVs have gradually swallowed up everything from family sedan to station wagon sales.

But something strange is happening at the other end of the automotive spectrum. Golf carts are spreading beyond perfectly manicured golf courses.

Electric bike sales are also booming, with an estimated 2.2 million e-bikes imported to the US in 2025 alone, while various low-speed vehicles (LSVs) are becoming more common on public roads — and manufacturers are suddenly talking seriously about tiny electric cars designed for short hops rather than cross-country road trips.

We reported recently that Fiat has just brought its tiny, sub-$14,000 Topolino EV to the US for the first time, while Swiss company Microlino has gone as far as designing an "anti-pickup truck" specifically for American customers. It's called the Spider, and it's awesome.

Even established automotive and mobility companies are increasingly interested in vehicles that occupy the space between an e-bike and a conventional car.

None of this means Americans are falling out of love with large vehicles. In fact, quite the opposite is true. The EPA's 2025 Automotive Trends Report found SUVs accounted for 60% of all vehicles produced in the US in model year 2024.

But perhaps that is missing the point. The more interesting question isn't whether a tiny EV can replace a Ford F-150. It's whether Americans are finally realizing that they don't need an F-150, a three-row SUV or even a conventional crossover for every single journey.

Americans love a short journey

For anyone from the UK (or anywhere in Europe, for that matter), America's obsession with hopping in the car for every journey can be baffling.

Granted, this isn't the case for those living in densely packed cities, such as New York or Washington D.C, but in suburban areas it is the norm.

The Washington Post recently reported that roughly 80% of daily US trips are under 10 miles. It's perhaps no surprise, then, that federal rules already recognize low-speed vehicles (LSV) as a distinct category.

Under NHTSA rules, an LSV is a four-wheeled vehicle capable of traveling faster than 20mph but no faster than 25mph, with states and local authorities able to set additional rules around where and how they can be used.

This goes some way toward explaining the recent golf cart boom that has occurred in certain neighborhoods.

According to The Wall Street Journal, the US golf cart market has grown from around $1 billion before the pandemic to roughly $5 billion, with street-legal carts increasingly appearing in suburban communities and being used for everyday trips rather than just on golf courses.

But these aren't the indistinct boxes that ferry players and clubs around the course, as Americans are increasingly turning to "tricked-out" rides that better mirror their personalities.

Modern street-focused carts can come with seat belts, headlights, turn signals and sophisticated equipment, such as navigation technology and booming sound systems.

"Governments, businesses, and facility operators are adopting electric mobility solutions to reduce emissions while improving operational efficiency across campuses, airports, resorts, and residential communities," a recent report by Persistence Market Research reads.

With more sophisticated carts on the way from the likes of Yamaha, Persistence Market Research says the next few years could prove lucrative for established names.

The automotive industry wants in

The arrival of the Fiat Topolino in the US feels almost like a joke at first glance. It has a $13,995 starting price, a 5.4 kWh battery and a top speed of just 19mph in its initial specification. Even after the planned low-speed vehicle conversion, it will only reach 25mph.

But in much of Europe, these are already commonplace and are categorized as light quadricycles.

The segment allows teenagers as young as 14 to hop behind the wheel in some countries, while also offering the benefits of a small footprint for easier parking, lower taxes and often lower insurance costs.

In the US, a Topolino still might seem absurd, but Fiat has a very specific use case in mind. The tiny runaround is designed around low-speed, short-distance mobility, putting it much closer to a neighborhood EV or golf cart alternative than a conventional highway car.

It has already targeted luxury hotel chains, which will be able to personalize the Topolino with bespoke branding and design touches, while upmarket private residential estates could also benefit from the small electric vehicles as a mode of local transport.

The Verge also reported on Micro's introduction of the Spider to the US market last year. The company's founder claims it isn't built for the 5% of trips where you need to haul a lot, but for the 95% of trips where you are alone. He described it as the "antithesis of massive electric pickup trucks."

The small-car comeback is well underway

Kelley Blue Book reported in 2025 that Americans had started choosing smaller vehicles again, noting that compact SUVs became the country's best-selling vehicle type in 2020 and have continued to grow while midsize SUV sales have retreated.

The publication also noted that three compact SUVs — the Toyota RAV4, Tesla Model Y and Honda CR-V — outsold Ram's full-size pickup in 2025.

However, America's love affair with large vehicles clearly isn't over. According to Cox's June 2026 US sales forecast, full-size pickups and midsize SUVs accounted for more than 30% of the market.

But the growth of compact SUVs alongside low-speed vehicles and other micromobility options suggests there is a growing appetite for something smaller than the traditional American default.

The financial argument is becoming harder to ignore, too. Fortune reported that compact SUVs were gaining in popularity because that's "all Americans can afford", reinforcing the idea that smaller vehicles can offer a more accessible entry point for buyers who don't need the extra size.

As a result, a number of automotive newcomers are looking to exploit this newfound interest, with Rivian spin-off Also revealing its innovative, modular e-bike in the TM-B last year, as well as its fully electric TM-Q cargo platform.

Also's President Chris Yu spoke to me about the "pent-up demand" for something more convenient than a car on America's busy streets, with his team investigating how to reduce the pain points of making the switch to an electric bike or quadricycle.

It's not just the US, either, as Honda recently introduced its tiny Super-N EV to the UK, marking the first time it has offered something from Japan's ever-popular kei car segment outside of its domestic market.

With fuel prices spiraling, the cost of vehicles increasing and cities becoming increasingly congested, consumers are looking for innovative ways to get around, and micromobility could be the next big trend that helps keep the world moving.

For years I've had both iPhones and Android phones to hand — not because I'm particularly flush with cash, but because it's the lot of a tech journalist to have to test and report on both these platforms regularly. It puts me in what I suspect is a small minority of people who use both Apple and Google phones just about every day.

Android and iOS also mean Android Auto and Apple CarPlay, of course. It's my Google Pixel that's my main phone, and so almost all of my driving is done with Android Auto on screen. However, with a 250-mile round trip from Manchester in the north of the UK to the town of Leamington Spa in the Midlands looming, it seemed a perfect opportunity to give the Apple alternative a go — and see if there was anything I was missing.

My car dashboard supports both Android Auto and Apple CarPlay, so I loaded up the Google interface for the trip down south, and the Apple equivalent for the trip back up north — and here's how it went.

Down south with Android Auto

This is the interface I'm most familiar with in my car: it's simple, it's straightforward, and it gets the job done. Aside from a rather annoying bug where it always autoplays audio no matter how many times I turn off the autoplay setting, it's served me well down the years.

That's largely down to Google Maps: Apple Maps has certainly improved a lot in recent times, but I find that it just doesn't have the breadth and depth of Google's offering.

Apple still pulls place reviews off TripAdvisor, for example, while Google provides a host of reviews, ratings, photos, and videos from visitors. (Google Maps is on CarPlay too, but let's set that aside for the time being.)

As always, Google Maps got me safely and quickly to my destination, flashing up time-saving shortcuts when the traffic started building up ahead. It works really well with the recent Gemini upgrade too: asking questions such as "how far until the next rest stop?" brings up the right answer, with the option to add it as an extra stop.

One good example of Gemini's natural language intelligence is when I asked if the next turn would take me east or west along the motorway (freeway). The AI understood what I meant and answered correctly, which meant I was much better prepared for the junction, because I knew the direction I needed to be heading in.

Gemini handled messages with aplomb as well, digging deep into group chats to read out all the messages I've missed, and giving me the option to reply to them without taking my eyes off the road. I tried this with both WhatsApp and Google Chat, and it worked well on almost every occasion (just once there was a failure to send a message properly).

Gemini was also adept at controlling media playback, pausing and skipping and playing audio as required. I did come across one misstep, where Gemini jumped to the next podcast in the queue rather than simply resuming from where it left off. However, for the majority of the time it worked fine and exactly how you would want.

It was no surprise really that Android Auto performed well, as I've been relying on it for so many years. It's not quite perfect, and I'd like to see a few more options in terms of styling and layout, but on the whole it's reliable and intuitive — with the arrival of the smarter Gemini assistant a welcome bonus.

Up north with Apple CarPlay

Apple CarPlay is the interface I'm less familiar with, but I do like its Liquid Glass-inspired aesthetic. I'd say it's easier on the eye than Android Auto, though maybe that's not what's most important from a car dashboard interface.

I think I slightly prefer the CarPlay layout options, where you can have one, two, or three apps on the screen at once. Android Auto offers the same choice, but switches between the two-app and three-app look automatically, depending on context (if you've just got a message, for example). I prefer having the choice to set this specifically.

As mentioned above, Apple Maps is now a perfectly polished mapping app, and got me to my destination with no problems at all. It looks great, but still isn't quite at the level of Google's alternative: I miss the color-coded 'time remaining' indicator, for example, that tells you if traffic's ahead.

I was using the iOS 27 public beta for this test, complete with the new Siri AI upgrade. It's definitely a significant improvement on what we had before (thanks in part to some Google help), but it's still not quite as sharp as Gemini: it didn't understand the 'east or west' direction question, and when I asked when I would hit the next rest stop, it tried to pull up my calendar.

What Siri AI did do well is give me voice control over the rest of the interface: tasks such as playing and pausing music, and skipping between tracks, were no problem at all (I tested this in Spotify, but it should work just as well in all your audio apps).

Sending and receiving messages are two other jobs that the next-gen Siri handles nicely. I was able to keep up a conversation in Messages without taking my eyes off the road, which means other people are able to get updates about where you are without you putting yourself and other road users in danger.

So: no real complaints about Apple CarPlay, and I mostly liked what I saw. If I was to stick with this interface for my driving, I think I'd make use of Google Maps rather than Apple Maps, though obviously neither Android Auto nor Apple CarPlay let you change the digital AI assistant you're using.

Android Auto vs Apple CarPlay: the verdict

I doubt there's anyone who would switch from Android to iOS or vice versa solely because of the vehicle dashboard interface, but it might well play some part in deciding on your next phone upgrade. Even if you're not thinking of switching, you might be wondering how Apple and Google compare here.

To be honest, it's an easy decision for me to stick with Android Auto. Google Maps is better than Apple Maps, and Gemini is smarter than Siri, and maps and AI access are the two most important considerations when it comes to using my phone on the go. Maybe if you have a different priority, like messaging, you might edge towards CarPlay instead.

That's not to say I don't like CarPlay. It looks good and it works well, and it was a little better than Android Auto on the messaging front. In fact, Siri seems to interface with the native phone apps more seamlessly than Gemini — it's just not as good at parsing what you're after or understanding what you mean, in my experience.

In terms of features and app support, the two platforms are pretty similar, and I didn't have any major problems with either of them. It's really the reliability of the core maps functionality and the capability of the voice AI where Google just edges it at the moment, so Android Auto stays as my preferred interface.

Whether you've seen one drop a wealthy businessperson off at the airport or roll up to the red carpet to unload celebrities, the Mercedes-Benz V-Class has long been the vehicle of choice for transporting multiple people in the lap of luxury.

While previous generations have shared plenty with the commercial Vito, the V-Class has always looked to the opulent S-Class for inspiration rather than simply re-skinning a work van.

Now there's a new model in town and it's powered solely by batteries and electric motors. Mercedes thinks it's so classy that the company doesn't refer to it as a van or even an MPV, instead repeating the phrase Grand Limousine in its promotional materials.

It rides on an all-new platform and features an enormous 115 kWh NMC battery in the launch models, which offers more than 400 miles on the official WLTP cycle.

There's also the latest Mercedes-Benz infotainment system inside and a whole host of model derivatives that range from the more everyday to arguably the last word in automotive luxury.

Built for big miles

Despite their inherent everyday practicalities, the van and commercial vehicle market has been relatively slow to adopt electrification.

So far, there has been a smattering of models with the sort of electric range that's fine for last-mile delivery solutions, but becomes a bit of a pain when you actually want to cover some serious distance.

VW's ID Buzz is likely the big Merc's closest rival (if you discount the electric Transporter), but it doesn't feel as spacious or as luxuriously appointed inside. You also have the Kia PV5, which has been very well received, but that too lacks the premium finish.

Plus, you will struggle to achieve any sort of realistic road trip electric range out of both VW and Kia's offerings, with the real-world figure hovering around the 200-250 mile mark before plugging-in is required.

The slightly less powerful, single-motor VLE 300 can manage a claimed 435 miles between charging stops thanks to the presence of the largest 115 kWh battery pack and efficiency learnings from the CLA.

Granted, this is a much larger, brick-shaped object to push through the air, but Mercedes has rounded off as many edges as possible and enabled the air suspension to drop by 40mm at high speeds in search of aerodynamic performance.

Drive sensibly and I'm sure it won't be too hard to get close to those impressive claimed range figures.

Pair this with the ultra-fast 300 kW max charging speeds and you have a vehicle that is designed to go the distance on a regular basis. And boy, will the occupants be nice and comfortable.

The VLE measures over 5.3 meters in length and it's almost as wide as it is tall, offering plenty of head, leg and shoulder room inside. Seating options range from five to eight, with most of those able to be configured exactly how you like — depending on the version, that is…

Decision fatigue

Navigating the Mercedes VLE lineup isn't quite as relaxing as riding inside one, as there's the choice of either the aforementioned VLE 300 or the more powerful, dual-motor VLE 400 4Matic, which delivers 400 bhp for a 0-62 mph time of 6.5 seconds.

Add to that the options of an AMG Line vehicle, AMG Line Plus, Exclusive, Premium or Premium Plus, and it starts to get a little exhausting. Typically, offering plenty of choice is never a bad thing, but here, the trim levels drastically alter the way the VLE's interior feels.

I should give a shoutout to the Mercedes-AMG Monobloc-style alloy wheels that were fitted to a number of test cars, as they were pure class.

But for me, the more basic models make the most sense, as these include the absolutely magnificent Roll & Go seats. Here, all of the rear seats slide on built-in floor rails and can easily be removed — albeit with a little muscle, seeing as they weigh 27 kg each.

As someone who uses a van as a daily vehicle, the design of these seats is genius. Once out of the vehicle, they roll on a set of wheels, making them much easier to store.

I think many manufacturers underestimate how many owners purchase a van for its versatility.

One minute, they want to be transporting six rambunctious kids to a birthday party, and the next they need space for mountain bikes or surfboards. You can do all of that in a base VLE.

Step up the range and things start to get less practical and more lavish, with enormous leather thrones and even a full cinema setup available that sees an 8K, 31.3-inch widescreen display deployed from the headliner.

Press a button via one of the remotes in the rear and privacy curtains on the side windows raise automatically and sunshades block out any light streaming in from the large rear window.

Passengers up front are similarly spoiled in the digital department, with Mercedes' latest massive MBUX Superscreen able to span the entire width of the dash if you so wish.

Even the center console is up for personalization, with the option to have wireless charging pads for smartphones or a cavernous storage area that can keep drinks cool or even heat up a pastry.

Rides on a cloud

Not literally, but all models ride on the German marque's excellent air suspension, which does a fantastic job of wrangling the mass, disguising body roll (to a degree) and, more importantly, soaking up imperfections in the road.

Throw it into corners and, dynamically, it starts to come unstuck, but this isn't a vehicle designed for that, even if the 400 bhp offered by the VLE feels brisk enough to warrant a little exuberant driving.

Instead, it's beautifully quiet, refined and comfortable to drive in all environments. The rear-wheel steering even shrinks the 5.3-meter-long vehicle enough to navigate tight inner-city roads. Mercedes engineers say you can make a U-turn in the width of a tennis court, which isn't bad considering the mammoth footprint.

As you'd expect from the S-Class of the MPV world, there are myriad sound system options and the test cars fitted with the Burmester setup proved mightily impressive, filling the expansive interior with huge, perfectly defined audio.

Being an EV, there's nothing in the way of engine rumble creeping into the cabin, while wind and tire roar are almost non-existent. This is one of the most serene van experiences you're likely to have if, like me, you drive something altogether more agricultural on a daily basis.

A great drive, fantastic range, fast charging, a buttery smooth ride and truly practical interiors — there's very little to fault here… apart from the price.

Mercedes-Benz hasn't revealed official pricing yet, but the VLE is estimated to start at around £75,000 in the UK (around $100,000 / AU$144,000), which is to be expected, given the size of the battery and the amount of tech on tap.

Expect those figures to escalate quickly if you like your daily ride to resemble Emirates Airlines' First Class cabins, although a smaller 80 kWh LFP battery version that arrives next year should bring with it a more 'entry-level' Grand Limousine for the masses.

Let's hope so, because with this and Kia's impressive PV5 at the other end of the spectrum, folks like me who dig that #vanlife finally have a bit of choice when it comes time to ditch the fossil fuels.

• Update adds more Grok commands to Tesla models
• Navigation can now learn recurring stops and plan routes accordingly
• Improved parental controls for the rear screen have been added

Tesla regularly releases major updates to its vehicles that bundle together a host of software upgrades that not only keep its fleet of vehicles bug-free and running smoothly, but also at the cutting edge of in-car technology.

For its Summer Update, Tesla has added a slew of new Grok commands that allow its AI voice assistant to take care of more key vehicle functions, without drivers needing to hunt around in on-screen menus.

When it was first introduced into Tesla models back in 2025, Grok was merely an AI voice assistant that could answer generic questions — it wasn't able to control features on the vehicle.

This has slowly been changing, with a Spring Update earlier this year adding a wake word, and the ability for users to set reminders based on location.

Now, Grok can make or answer hands-free phone calls, skip tracks or change radio stations on the media screen, and adjust the climate inside the vehicle.

Similarly, it's also able to open the glove box — something that traditionally involves navigating an on-screen menu — with a voice command.

On top of the major Grok updates, Tesla has also added improved parental controls for the rear display that's available for a number of models, allowing front-seat occupants to have full control over what's playing in the rear, or lock it out entirely.

Analysis: Grok updates make Tesla more competitive

Despite Elon Musk's wider focus on artificial intelligence across much of his business empire, Tesla has been relatively slow to introduce advanced AI voice assistant functionality into its cars.

Numerous Chinese competitors have long offered smart voice assistants that are able to control key vehicle functions and even open windows, while the likes of BMW, Mercedes-Benz, and Volkswagen have been rolling out a mix of LLM-powered assistants and in-house-developed voice assistants that can deal with general queries as well as more specific vehicle-based requests.

However, Tesla has once again demonstrated that it can improve its vehicles as they age, rather than reserving its hottest new features for new customers only; the Model 3, Model Y and Cybertruck remain some of the best examples of software-defined vehicles on sale today.

• Xpeng says China will soon produce a product to beat the Tesla Model Y
• Co-founder He Xiaopeng says the company isn't far from beating Tesla
• Tech-focused company wants to compete with premium European players

During the launch of Xpeng's upcoming L03 EV in Munich this week, the company's first simultaneous vehicle unveiling in Europe and China, founder He Xiaopeng said that he believed the marque was "not far from beating Model Y," according to the Financial Times.

Not one to shy away from Tesla comparisons, Xpeng has always strived to be seen as more technology-focused than many of its closest Chinese rivals, with humanoid robots, artificial intelligence, and eVTOL lightweight electric aircraft also part of the company's portfolio.

The L03, which is said to have a starting price of €35,600 (around $40,600/AU$58,000), features sporty SUV coupe styling, a 15.6-inch central infotainment display, lounge-style seating, and what the company calls its most advanced intelligent driving capabilities ever introduced to global markets.

"L03 has the potential to be a blockbuster model in terms of being a volume driver and certainly one of the Model Y killers, but not the killer," Lei Xing, founder of Chinese consultancy AutoXing, told the Financial Times.

Having driven the company's G6, which is clearly a Tesla Model Y rival in both exterior design and the technology it offers, I have to agree. I still think Tesla's recently updated Model 3 and Model Y are the better cars to drive.

The software at the heart of those cars also delivers a much slicker user experience.

Secondly, Tesla's Supercharger ecosystem remains one of the cheapest and simplest to use in most markets today. Granted, it doesn't offer the fastest charging speeds, but its convenience and reliability more than make up for that.

Spend any time in a Tesla or with Tesla owners, and they will attest to how simple the recharging process is — from the fact that the vehicle plans journeys based on range and state of charge to the contactless billing process.

Analysis: catching up fast

Having driven Xpeng products in Europe, I have been impressed by the speed at which the company has improved successive generations of its vehicles.

A tangible jump in the quality of the G6's interior, faster charging speeds, and more potent processing power generally made it much easier to live with — not to mention the engineering updates under the skin that made it better to drive.

The latest L03 is reported to push things further with its VLA 2.0 (Vision Language-Action) software that powers its Next Generation Pilot autonomous driving functionality. It will also be the first Chinese automaker to ship a vehicle with Google Maps built in.

But even with this, it's difficult to see Xpeng nailing the simplicity of Tesla's software and ownership experience. That philosophy was built into the company's DNA, with the Model S rapidly becoming regarded as the iPhone of the EV world when it launched some 14 years ago.

Xpeng is undoubtedly making waves in the EV industry, but there were just 900 UK registrations of the G6 during its first 10 months on sale, compared with 24,298 Tesla Model Ys.

Sales in Europe were more impressive, but the Model Y remains the top-selling electric vehicle in many parts of the world, as well as the second most popular in China.

The L03 may well be edging closer to 'Tesla killer' status, but it feels like Xpeng still has a mountain to climb when it comes to convincing customers it offers a superior EV ownership experience.

It’s pretty clear that EVs and software defined vehicles (SDVs) go hand-in-hand these days, and while Tesla paved the way with the Model 3 back in 2017, Rivian, Lucid, and Chinese manufacturers quickly followed. The legacy car manufacturers are taking a while longer to get on board, but are finally catching up. Companies like Hyundai Motor Group, General Motors, BMW, and Mercedes-Benz are starting to launch full SDVs.

SDVs for the win

SDVs are cars with functions and features that are primarily enabled through software and can improve over time via over-the-air (OTA) software updates. I’m not just talking about updating navigation or infotainment, here. Thanks to their zonal architecture, full SDVs use a holistic approach to software updates where every hardware module can be updated OTA, which enables diagnostics and even recalls without a dealer visit.

The cynical view is that SDVs allow greedy car manufacturers to extract revenue from customers via needless subscriptions, but that's short-term thinking. When done right, there are many benefits to SDVs. Companies like Rivian and Tesla issue free monthly OTA updates to fix bugs and add new features to their EVs, to the delight of their customers, while only charging an optional subscription for higher data connectivity and ADAS tiers.

SDVs go beyond EVs

What happens when you extend SDVs beyond EVs to hybrid and combustion vehicles? A few weeks back, I visited Mercedes’ factory near Tuscaloosa, AL, where the company manufactures most of its global SUVs, to get a first look at the refreshed GLE and GLS SUVs. Beyond more powerful engines and the usual mid-cycle cosmetic upgrades inside and out, these SUVs are Mercedes’ first hybrid and combustion SDVs. Well, almost.

Unlike their predecessors, the 2027 GLE and GLS run the company’s MB.OS across all four domains — infotainment, automated driving, body & comfort, and driving & charging — just like Mercedes’ first full SDVs, the all-electric CLA and GLC. Previously, MB.OS was only implemented for navigation and infotainment, like in the current E-Class sedan and wagon. As such, those cars weren’t SDVs. But there’s a catch.

Mercedes notes, however, that “while all of these vehicles leverage MB.OS principles and a domain-oriented software architecture, the underlying hardware, communication systems, software capabilities, and OTA deployment approaches vary by vehicle platform.” As such, the refreshed GLE and GLS, while only partial SDVs, are closer to full SDVs than any other hybrid or combustion car before them.

The 2027 GLE and GLS feature Mercedes’ pillar-to-pillar Superscreen as standard, which consists of three 12.3-inch displays (driver, center, and passenger) behind a single glass surface, and includes a selfie camera for video calls (when stopped) and for selfies, naturally. Video calls require apps like Zoom, which you can download from Mercedes’ own app store. A 3D instrument display and head-up display are available as an option.

Like the all-electric CLA and GLC, the refreshed GLE and GLS feature a generative AI-powered voice assistant which uses OpenAI’s ChatGPT4o, Microsoft Bing Search, and Google Cloud’s Automotive AI Agent (for navigation) — depending on context. The MBUX Virtual Assistant can handle a whole range of natural language requests, from adjusting the climate and music to navigation and even general knowledge queries.

Mercedes’ MB.Drive Assist Pro, the company’s NVIDIA-powered point-to-point level 2+ advanced driver assistance system (ADAS), which launched on the all-electric CLA and GLC, is coming to the 2027 GLE and GLS, first in China, then in the US later this year. This ADAS is similar to Tesla’s ill-named full self-driving (FSD), but in addition to using ten cameras, it also uses five radar sensors and twelve ultrasonic sensors.

In all, the refreshed GLE and GLS show that drivetrain variations aside, it’s possible for all-electric, hybrid, and combustion vehicles to reach parity as SDVs when it comes to infotainment, navigation, comfort, and ADAS. Let’s hope that Mercedes fully embraces this exciting new technology and follows in Rivian and Tesla’s footsteps by releasing free monthly OTA updates to fix bugs and add new features to these new SDVs.

SDVs for all

What’s even more important is that SDVs are starting to extend beyond EVs and luxury cars. Manufacturers like Hyundai Motor Group are launching more affordable hybrid and combustion vehicles that are SDVs. The zonal architecture used by SDVs makes cars inherently less expensive to manufacture since it requires fewer hardware modules and much simpler wiring harnesses (less copper means less cost and less weight).

The South Korean Grandeur sedan and Europe-bound IONIQ 3 SUV are Hyundai’s first proper SDVs. Both cars run the company’s new Android Automotive-based Pleos Connect navigation and infotainment platform, and include Hyundai’s App Market and large language model (LLM)-powered Gleo AI voice assistant. Pleos Connect, the App Market, and Gleo AI will also be coming to Hyundai Motor Group’s future Kia and Genesis cars.

Right now, most of the affordable full SDVs being developed outside of China are EVs. Ford is working on its Universal Electric Vehicle (UEV) SDV platform which will initially underpin an all-electric small truck priced around $30,000. Volkswagen’s upcoming ID.1 city car, destined for Europe and priced below €20,000, is the company’s first SDV. Its zonal architecture and software stack are a direct result of VW’s partnership with Rivian.

Hopefully, these new EV-first platforms can also be adapted to manufacture more affordable hybrid and combustion SDVs. Because while I believe that the future is all-electric, hybrid and combustion vehicles will be sticking around a little while longer, at least here in the US. And considering the cost and feature benefits of SDVs, it would be a shame if manufacturers didn’t deploy this technology across all their upcoming vehicles.

My takeaway

Between 2018 and 2024, I owned two Tesla Model 3s, so I was able to enjoy the benefits of SDVs firsthand. There’s something utterly wonderful about finding an OTA software update waiting in your car every month, ready to deliver new functionality for free. Rivian aside, I have missed this on every other EV I’ve driven since, and because of this positive experience, I will forever associate SDVs with EVs.

But as Mercedes has shown with the refreshed GLE and GLS SUVs, the benefits of SDVs also extend to hybrid and combustion vehicles. SDVs allow the company to provide a consistent and modern user experience across its entire lineup, regardless of drivetrain. Not to mention, SDVs reduce costs and complexity for all manufacturers. As such, I’m looking forward to SDVs becoming the norm for more cars going forward.

Modern cars are becoming increasingly good at reminding drivers about speed limits, upcoming safety cameras and potential hazards. So much so, driving is now soundtracked by a cacophony of irritating bleeps and bloops.

But unless you've bought something new in the past few years, there's a good chance your car is missing many of these features altogether.

Even if it isn't, many factory-fitted systems are far from perfect. Speed camera databases aren't always comprehensive, speed limit recognition can be caught out by temporary signs, while built-in alerts often arrive too late or are buried beneath layers of infotainment menus.

That's where dedicated speed camera detectors come in. These discreet dashboard companions warn of fixed cameras, average-speed zones, changing speed limits and road hazards without requiring you to constantly glance at a navigation or smartphone screen.

Unlike apps such as Google Maps or Waze, most of these gadgets are designed to fade into the background. Once paired with your phone, they quietly monitor your journey, without the need to plumb a destination into the navigation, only piping up when there's something worth knowing about.

Some even integrate with Apple CarPlay and Android Auto, playing alerts through your car's speakers while leaving your preferred navigation app to handle directions.

It is worth noting that the tested and models (below) are available to purchase and are perfectly fine to use in the UK and much of Europe, but aren't widely available in the US and other regions. These are five of the best dedicated speed camera detectors we'd recommend.

You might also like to check out our best dash cams guide, which is packed with buying advice, FAQs and lists the top models available in all regions today, with links to the best deals. These on board cameras can record journeys and provide you with the assurance and legal evidence needed should you get into any incidents, plus act as a security camera for parked vehicles.

1. Ooono Co-Driver NO2

• Price: £69.99 / $95 / AU$143
• Rating: 5/5

Design

The Ooono Co-Driver NO2 sets the benchmark for one simple reason: it makes almost every rival feel unnecessarily complicated.

Designed in Denmark, the compact puck-shaped device looks more like a premium smart home accessory than a piece of automotive hardware. A subtle aluminum outer ring, bright wraparound LED indicator and minimalist styling mean it blends neatly into almost any dashboard without drawing attention to itself.

Its mounting system remains one of the smartest available. Rather than relying on a large adhesive pad, Ooono supplies two tiny magnetic mounting points with discreet 3M backing. Once installed, the device simply snaps into place magnetically and can be removed in seconds for charging or swapping between vehicles. An optional sun-visor mount also allows it to be positioned completely out of sight while remaining within easy reach.

Unlike the original Co-Driver, the second generation features a rechargeable battery that lasts around a month between charges and tops up via USB-C, eliminating the need for disposable batteries or permanent power cables.

Setup

Getting started takes a few minutes. Download the free Ooono app, pair the device over Bluetooth and grant the necessary permissions. Once configured, it automatically wakes whenever it detects your smartphone nearby, meaning there's very little to think about before setting off.

The latest generation also adds native compatibility with both Apple CarPlay and Android Auto, allowing alerts to play directly through the vehicle's audio system while your preferred navigation app continues handling directions. It feels like a small upgrade but makes a noticeable difference during longer journeys, especially if you prefer keeping your phone tucked away.

Perhaps best of all, there are no subscriptions or premium membership tiers to worry about. Once you've bought the hardware, everything else is included. Bonus.

Performance

Fixed speed camera alerts arrive with plenty of notice, accompanied by bright LED flashes and clear audible warnings that are difficult to miss without becoming too irritating. Optional speed limit notifications can also be enabled, providing a gentle reminder whenever you creep above the posted limit.

Now, these can get annoying, but there’s plenty of adjustability and personalization within the accompanying smartphone app, so you can get blend just right.

Reporting hazards is also dead easy. A couple of button presses allows drivers to report mobile speed cameras, accidents or broken-down vehicles, while a dedicated cancel button quickly dismisses false alerts. The controls become second nature after only a few journeys and, crucially, never require you to look away from the road.

The only area where Ooono still trails the biggest smartphone navigation apps is community reporting. While its network continues to grow rapidly across the UK, services such as Waze can still provide more comprehensive reports for temporary hazards and mobile enforcement in some regions.

That said, Ooono's verified speed camera database is very good and rarely got things wrong during testing. Plus, its combination of stylish design, thoughtful ergonomics and genuinely useful alerts makes it the easiest dedicated speed camera detector to recommend.

2. Tom by TomTom

• Price: £69.99 / $95 / AU$143
• Rating: 4/5

Design

If the Ooono is the minimalist Scandinavian option, the awkwardly-named Tom by TomTom is the slightly more extrovert cousin.

The overall concept is basically the same: a small dashboard-mounted unit with LED alerts and physical buttons for reporting incidents. The TomTom device is a little larger and uses a full adhesive ring mount rather than Ooono's tiny magnetic points, which makes it feel more permanent once installed. There is no visor-mount option either, so it is clearly intended to live on the dashboard full-time.

The upside is visibility. The bright LEDs are among the easiest to spot while driving, particularly in strong sunlight, and the rechargeable battery lasts roughly a month between charges, meaning there is no need for a permanent power cable snaking across the cabin.

Build quality is decent, although the plastics don't feel quite as premium as the Ooono's aluminum-trimmed shell. Plus, there are fewer limited edition finishes like Ooono offers.

Setup

TomTom deserves credit for making the onboarding process almost foolproof. Again, it’s all handled through an app, where users create a free account, pair the device over Bluetooth and you're essentially ready to go. There are no subscription tiers, no payment details to enter and very little opportunity for things to go wrong.

The device automatically reconnects when you get in the car and, because it relies on your phone's data connection, camera and hazard information stays up to date without requiring manual downloads.

Performance

In daily use, the Tom by TomTom runs the Ooono devices surprisingly close. Fixed camera alerts are timely and accurate, average-speed zones are handled well and the visual warnings strike a good balance between noticeable and distracting.

The device also warns when you exceed the limit, using a combination of color changes and audible alerts that are difficult to ignore without becoming overbearing.

Reporting incidents is straightforward, with single and long presses assigned to different hazard types, although the button layout isn't quite as intuitive as Ooono's oversized top-mounted control. Finding the correct button by touch occasionally requires a little more finger fumbling than ideal.

TomTom's greatest strength remains its mapping and traffic data expertise. The camera database proved consistently accurate during testing, and the overall experience felt polished, reliable and refreshingly low-maintenance.

For many drivers, it will come down to a simple question: whether you prefer TomTom's brighter, LEDs or Ooono's more discreet industrial design and slick Apple CarPlay or Android Auto integration.

3. Road Angel Pure Sync

• Price: £99.99 / $135 / AU$205
• Rating: 3.5/5

Design

The Road Angel Pure Sync takes a very different approach from the puck-shaped devices above.

Instead of disappearing into the dashboard, it places a small color display front and center, showing GPS speed, speed limits and camera warnings at all times. The magnetic mount is neatly integrated with the USB-C power connection, helping to keep cable routing tidier than many older dashboard gadgets.

Unfortunately, the device still requires constant power, so there is always a cable to manage somewhere in the cabin. Build quality is also less convincing than the price suggests, with a noticeably plasticky shell and a screen that can become difficult to read in direct sunlight depending on where it is mounted.

Setup

This is, by far and away, the weakest link in the Road Angel's armor. Despite the included 12-month subscription, registration still requires payment details, which feels unnecessarily complicated when rivals simply ask you to download an app and pair a device.

Bluetooth pairing also proved temperamental during setup, requiring several attempts before the phone and hardware consistently connected. Once configured, however, the system generally behaved itself and reconnects automatically when you start the car.

Performance

Camera warnings arrive with plenty of notice, while the speed limit system is impossible to miss: the screen flashes red and the device emits a loud voice warning whenever you drift above the posted limit. In fact, the default volume is so aggressive that most drivers will probably dive into the settings menu and turn it down after the first journey.

The live GPS speed display is genuinely useful in older vehicles with optimistic analogue speedometers, although it feels less essential in modern cars that already provide accurate digital speed readouts.

Hazard reporting works well once you've memorized the controls, with incidents submitted to the Road Angel community for verification before being distributed to other users. As with all cloud-connected systems, coverage still depends on local user numbers, and Waze, Ooono and the TomTom device all remain stronger for temporary hazards in some parts of the UK.

The Pure Sync ultimately feels like a halfway house between a traditional sat-nav camera alert unit and the newer minimalist Bluetooth devices. If you value a permanent speed display and don't mind the subscription model, it remains a capable option. If simplicity is the priority, the Ooono and TomTom solutions are easier to live with.

4. Ooono Co-Driver NO1

• Price: £19.99 / $27 / AU$41
• Rating: 4/5

Design

The original Ooono Co-Driver remains available and, placed beside the newer NO2, it is immediately obvious how much the design has evolved.

The first-generation unit is noticeably smaller and arguably even more discreet, blending into the dashboard almost completely once installed. However, it uses a fixed adhesive mount rather than the newer magnetic system, making it less convenient to remove or transfer between vehicles.

It also relies on a coin-cell battery rather than a rechargeable pack, although Ooono claims around a year of battery life before replacement is needed.

Setup

As before, setup is very simple and anyone can have it up and running in a matter of minutes. The device pairs with the Ooono app over Bluetooth and then quietly runs in the background using the phone's data connection and GPS. There are no subscription fees and no complicated menus to navigate.

Performance

For the core job of warning about speed cameras, the NO1 still performs remarkably well. It uses the same Ooono camera database and community reporting network as the newer model, so alert accuracy remains strong.

What you lose are the convenience features: there is no Apple CarPlay or Android Auto integration, no rechargeable battery and no dedicated false-alert cancellation button.

For drivers who simply want reliable camera warnings in the smallest possible package, the original Co-Driver remains one of the cheapest and most discreet options on sale.

5. Snooper My-Speed Plus

• Price: £199.99 / $270 / AU$410
• Rating: 3/5

Design

After spending time with the smartphone-connected devices above, the Snooper My-Speed Plus feels like a product from a different era — and that is not necessarily a criticism.

Rather than a tiny puck on the dashboard, Snooper gives you a full 5-inch color display mounted to the windshield or dash, complete with speed readouts, camera warnings and traffic information. It looks more like a compact sat-nav than a modern Bluetooth accessory, and it occupies a lot more real estate as a result.

The larger screen does have advantages. Speed limits and GPS speed are visible at a glance, while the red-and-green graphics make it very obvious when you have drifted above the limit.

Setup

Unlike the other products here, the Snooper operates independently of your smartphone. The device contains its own GPS receiver and uses Snooper's AURA camera database, so there is no need to keep a phone connected during journeys. Initial setup is straightforward, but keeping the database current requires occasional manual updates via USB using a Windows PC or Mac.

That feels decidedly old-school in 2026, but some drivers will appreciate the complete independence from apps, Bluetooth connections and mobile data.

Performance

Once updated, the Snooper's camera coverage is excellent. Fixed camera warnings are reliable, average-speed zones are handled well and the large display provides far more information than the minimalist LED-based rivals.

The trade-off is size and cost. At £199.99, it is by far the most expensive device in this guide, requires permanent power from a 12V socket and occupies a significant portion of the windshield compared with the almost invisible Ooono or TomTom units.

For drivers who want a dedicated, easy-to-read display without relying on a smartphone, the Snooper remains a compelling niche option. For everyone else, the newer Bluetooth-based devices generally deliver a cleaner, more modern experience.

Which should you buy?

If you simply want the best all-round experience, the Ooono Co-Driver NO2 remains the device I'd recommend. Its combination of elegant design, effortless setup, strong camera database and CarPlay and Android Auto integration makes it the easiest product here to live with every day.

The Tom by TomTom runs it surprisingly close and offers excellent value for drivers who prefer bright, visible alerts from the built-in LEDs. Road Angel Pure Sync will appeal to owners of older vehicles who value the permanent GPS speed display, while the Ooono NO1 remains a brilliant budget entry point.

The Snooper My-Speed Plus, meanwhile, occupies its own category entirely. It is larger, more expensive and more old-school than the others, but its standalone GPS operation means it doesn’t blitz data on your smartphone. Regardless, it’s absolutely massive and feels OTT compared to the others.

• Volkswagen and n+ have unveiled a premium new eBike range
• It features a rear-view camera and radar-based blind-spot warnings
• Smart glasses and a connected helmet complete the safety ecosystem

Volkswagen has taken some of the most advanced safety features from its passenger cars and squeezed them onto an electric bicycle, unveiling what is claimed to be the world's first eBike with an integrated rear-view camera and dashboard display.

Developed in partnership with premium eBike manufacturer n+, the new Volkswagen-licensed electric bicycles are designed around the same "safety-first" philosophy that has informed the German automaker's road cars for decades.

Rather than focusing solely on bigger batteries and more powerful motors, Volkswagen says the new range is engineered to make cyclists more visible to motorists and more aware of their surroundings.

At the heart of the system is Smart View, which combines an integrated high-definition rear-view camera with radar-assisted traffic monitoring.

Neatly integrated into the handlebars, the display takes a real-time feed from a high-definition camera mounted on the rear mudguard that allows riders to see what is happening behind them without having to turn their heads. At the same time, radar sensors, similar to those offered by Garmin, can also warn of approaching vehicles in a cyclist's blind spot.

The technology resembles the camera mirror systems increasingly found in modern passenger vehicles, and the company says it could represent one of the most significant safety advances to hit the eBike market in recent years.

Volkswagen and n+ have also developed a full-length illuminated LED strip that runs through the bike's top tube. The system acts like an automotive daytime running light but can also illuminate red when braking and amber when turning, signaling a rider's intentions to other road users.

An optional Smart Helmet can synchronize with the eBike via Bluetooth, mirroring the bicycle's lighting signals and incorporating a built-in accelerometer that can detect crashes and automatically send text messages to loved ones in the event of an emergency.

Then there are the Smart Glasses, which are perhaps the most futuristic of all. Inspired by automotive head-up displays and developed by engineers who previously worked on fighter pilot helmet displays, the glasses can project navigation instructions, blind-spot warnings and ride information directly into a rider's field of vision.

Peter Jost, CEO of Volkswagen Accessories, Lifestyle and Licensing Business, said that technologies like these are "most commonly known from the automotive world" and that seeing them arrive on an eBike demonstrates how safety systems can "evolve and be adapted in meaningful ways".

Despite the plethora of new technologies onboard, the innovative eBikes are priced to rival premium competitors, with Sport models starting at £3,999 in the UK (around $5,300/AU$7,700), which includes the Smart View rear-view monitor. The Smart Helmet and Smart Glasses cost an additional £499 (around $670AU$960) each.

Analysis: are automotive safety systems the next big thing in eBikes?

As cities become increasingly congested and more people turn to electric bicycles as an alternative to driving, safety is rapidly becoming one of the biggest battlegrounds in micromobility.

While innovations in recent years have largely centered on extending range and increasing power, there has been comparatively little focus on helping cyclists avoid accidents in the first place.

Many companies that specialize in cycling accessories have come up with safety solutions that help increase visibility and awareness of other vehicles, but this often requires cyclists to bolt on awkward pieces of technology.

Having it neatly integrated into the bicycle itself feels like a logical solution, and with commuters looking for ever-cheaper ways to get from A to B, these could very well be the sort of innovations that persuade motorists to ditch their cars in favor of something leaner and greener.

• Three-year contract won't be renewed, police officials claim
• Data and privacy concerns have been cited
• Flock cameras have faced a backlash from a privacy-concerned public

Officials from the Los Angeles Police Department have told the Los Angeles Times that its contract with surveillance camera company Flock will not be renewed due to "serious concerns" around privacy and the data they gather.

The cameras, which are owned by Flock and used by more than 5,000 law enforcement agencies across the US, scan and track billions of vehicle license plates every month, with the resulting data used by police departments to help make arrests and build cases.

However, there has been widespread public backlash due to privacy concerns, with some residents taking matters into their own hands. Recently, an Air Force engineer from Virginia has been accused of cutting down 13 Flock cameras over a six-month period.

According to Military.com, privacy advocates across the country have donated more than $15,000 (about £11,220 / AU$21,660) to the accused's legal defense.

What's more, developers have created a free online mapping tool that allows US drivers to plot routes that actively avoid areas with a dense population of Flock cameras.

The LAPD's chief information officer, Dean Gialamas, told reporters that the contract was not being renewed due to "serious concerns around civil liberties and civil rights issues, particularly around privacy and the data that is being collected from these cameras."

Gialamas added that he hoped the data, privacy, security, and sharing concerns would eventually be "ironed out through a contractual relationship." There is currently no word on whether Flock's cameras will continue to record and distribute data in the meantime.

Analysis: The public fights back

Flock's network of some 80,000 cameras in the US has been chastised by data privacy advocates, with the likes of 404 Media carrying out numerous investigations that highlight how easy it is for this surveillance data to fall into the wrong hands.

According to TechCrunch, researchers have also identified an increase in the number of documented cases where motorists have been pulled over, detained, and even jailed due to false positives and errors with license plate readers.

We also recently reported that an investigation by the Electronic Frontier Foundation found that more than 50 federal, state, and local agencies ran hundreds of searches through Flock's national network of surveillance data in connection with protest activity.

One motoring journalist in the US was even tracked for days and eventually 'boxed in' by police over a Flock-based mix-up with the license plates attached to the press loan vehicle he was driving.

As public distrust in Flock's safety cameras mounts, we could see more agencies follow LAPD's lead in pushing back on the technology.

• Xiaomi reveals its first extended-range electric vehicle
• SkyNomad will sit separately from its pure EV Xiaomi Auto company
• The 1.5-liter engine is manufactured by Changan's subsidiary Harbin Dongang

Xiaomi is set to enter the hotly contested luxury SUV sector with an all-new business that it has dubbed SkyNomad.

Fresh off the success of both the SU7 and YU7, the former of which has outsold the Tesla Model 3 in the Chinese market, smartphone-maker Xiaomi sees a gap in the market for its first extended-range electric vehicle (EREV), which sees a gasoline engine act as a generator to charge battery packs on the move.

While the powertrain is still in its infancy in Europe, with just the Leapmotor C10 REEV and Mazda MX-30 R-EV currently on sale in many markets, it has experienced sales success in much of China.

Li Auto is the current market leader, with six models offering a mix of combustion engines and battery packs, while AITO, Deepal, Avatar and Leapmotor also offer similar solutions.

Unlike traditional plug-in hybrids, which use a gas engine to drive the wheels or charge the batteries, EREVs rely solely on a fully electric powertrain for propulsion, with the combustion engine serving as a generator to charge the batteries.

According to Car News China, Xiaomi's SkyNomad brand will offer the N70 and N90, the latter coming as a full-size, three-row SUV with rotating front seats, a full leather premium interior, and an N90 Max Camping Edition that adds a pop-up roof and a built-in side awning for upmarket camping trips.

SkyNomad is also selling the idea of modularity, stating in its promotional material that the cabin can transform into a studio for one, a cafe for two, a meeting room for three, or a play area for the whole family.

Under the skin, a 1.5-liter gasoline engine from Changan's subsidiary, Harbin Dongang, sends power to a 76 kWh ternary NMC battery pack in the N90, while a pair of electric motors team up to deliver 310 kW (416 hp) of power.

Analysis: unnecessarily enormous

Xiaomi's decision to launch an EREV-focused brand, SkyNomad, is a clear shot at market leader Li Auto, which is experiencing a 74% year-over-year sales decline in the first four months of 2026, according to Electrek.

The introduction of EREVs to Xiaomi's stable will undoubtedly help it boost sales in China, but it's difficult to get away from the fact that the N90 is absolutely enormous. It measures over five meters in length and weighs 3,361 kg, which makes the 416 hp feel slightly underpowered.

Car News China says the N90 can manage around 230 miles before the batteries are depleted, by which point the 1.5-liter engine is called upon. Overall range is in excess of 1,500 km — or around 930 miles.

It's also interesting that Xiaomi, a company that found great success with pure EVs, is pivoting back to fossil fuels.

All of the PR coming out of China suggests that its public EV charging network is both faster and more widespread than most other markets, which raises the question of why the market needs big, heavy range extenders like this in the first place.

Driving the length of Britain is an expensive endurance test that isn’t overly kind to the environment, but this week I helped do it for free, minus the emissions.

A standard Renault 4, the kind of car parked on any suburban street, has covered the circa 870 miles from Land's End to John o'Groats without taking a single unit from the grid or burning a drop of petrol. Every electron came from the sun. The same journey in a petrol car works out at £120.48 in fuel (around $160 / AU$230), or £240 there and back (about $320 / AU$460), while the Renault's bill was nothing.

This was the 'Easee Sun Run', a bid to drive a standard production EV the entire length of the country on solar power alone for the first time. The car was the £27,000 (about $36,190 / AU$52,150) Renault 4 E-Tech ‘Plein Sud’ — French for ‘Due South’, and a small in-joke given it was going to be driven very much north. You can order one now, although it carries no solar panels of its own, a fact that baffled onlookers the whole way up.

The charger is an Easee smart charger you can fit at home, while this particular Renault also had a secret weapon. In the boot was a 300kWh battery pack built by OnBio from second-life cells, the sort pulled out of EVs that were damaged before they ever reached a forecourt. Think of it as an oversized power bank for devices thirstier than a smartphone.

Here comes the sun

Power Logistics, a firm that normally keeps the lights on at festivals and 'Trooping the Colour', spent a week filling it from a solar farm before the off. "All of the energy we're using is for free," its director of operations Ian Peniston told me. "It's from the sun." Charged up, the pack holds enough to refill the little Renault six times over.

The man who dreamed up the record attempt is Jeremy Hart, an automotive adventurer who has driven a Land Rover to China, crossed America on dirt for sport, and installed the world's most remote public charger on St Helena.

The idea arrived after finding himself in the Canadian Arctic, charging an EV at minus 40C. If solar worked there, he reasoned, could it work here with the infrastructure we already have? The hard part was never the driving. It was finding solar farms that could promise the power going into the car was from the sun and nothing else, rather than the usual blend that flows off any site wired to the grid.

The route doubled as a tour of British solar at work. It began in Cornwall at Roskilly's, an organic farm and ice-cream parlor that runs on 316kW of panels and sent the car off with a tub of one-off "Easee peasy lemon squeezy" in the back. In Somerset, the convoy called at J B Wheaton & Sons, a haulage firm that laid down the UK's first commercial solar farm back in 2011, a 3.3MW array it built not to sell power but to wean its own lorries and sheds off a 38,000-liter diesel delivery every fortnight.

Whaley Bridge Cricket Club in the Peak District has run its bar and floodlights on 12kW of roof panels since 2021, proudly solar only. County Durham introduced Power Roll, which prints flexible, crisp-packet-thin solar film off a roll, light enough for the millions of roofs that cannot take the weight of glass and silicon.

Solar system

A few miles from Power Roll, Durham University's student team rolled out the eighth generation of its solar race car, four square meters of panels feeding a motor that sips 900W, about half a hairdryer.

Hand it the stored charge the Renault used to reach John o'Groats and, on the team's reckoning, the little racer would make it almost around the world. "We're a nation of inventors," Hart said. "The World Wide Web is ours, the jet engine was British. What happens quite often is that those innovations get picked up by other countries and commercialized." Solar, designed and printed in Britain, is the part he wants to keep here.

Hellbent on taking some of the glory, I joined for the final leg, Inverness up to the famous signpost at John o’Groats, and took my turn at the wheel. The brief was simple. Eco mode, hold to the limit, drive as you would on the school run. On a red-alert heatwave day, air conditioning running and four grown men aboard, the Renault did not grumble. We sat on a steady 243 miles of real-world range, roughly what Renault quotes, while the team averaged around 200 throughout.

Hart, who has covered the planet looking for motoring challenges, had strangely never driven his own country from top to bottom. "You realize what a beautiful place the UK is," he said. "It's only a thousand miles long, but there are some amazing roads. And if you can enjoy them in an EV, that's good, because otherwise you're throwing away all the joy of driving.”

Great Scott!

The journey sprang one absurdity. A cattle grid being replaced in Yorkshire sent the team 25 miles out of their way, a fair detour to go around a hole in the road.

The east coast of Scotland, meanwhile, was drenched in sun, and somewhere along it, we even stumbled on a sheep with its head jammed in a stock fence. We stopped, worked it loose, and watched it trot back to two lambs that began feeding as if nothing had happened. At John o'Groats, the welcome was a knot of bemused tourists, some from as far as Hong Kong, and a Czech biker gang, most of them on Harleys, who could not quite take in what the car had just done.

The entire run needed about six full charges at four hours each, so call it 24 hours of charging against the 16 hours of driving the route takes. Over the whole run the car drew 276 kWh, every unit of it solar. The panels gathered 555 kWh along the way, near enough twice what the car used, so there was sun in hand to have turned around at John o'Groats and driven all the way back to Land's End.

Gaps are also created by charge speed, not range. The Renault accepts a steady 11kW, but it’s short of what Easee's three-phase charger could push. Do this on a public network, Hart says, and you would win most of that time back. He proved it at the finish, plugging into a 50kW public charger, going for fish and chips, and returning to a full battery.

To keep the record clean, the team set itself a rule. They had to arrive with at least as much charge as they held when they took their first top-up, so nobody could claim a scrap of grid power had crept in before the start. That figure was 20 per cent. We rolled into John o'Groats with 28.

On the first morning in Cornwall, sea fog sat on the Lizard peninsula, the panels barely stirred, and the whole departure hung in the balance until the sun burned through. You notice your dependence on the light when there is no tank to fall back on. The same route in a small petrol car would have put around 78kg of CO2 into the air, more in anything larger. The Sun Run produced nothing worth counting.

What stayed with me while driving through the endlessly spectacular Highlands of Scotland was just how many homes had solar panels on their roofs. If the technology earns its keep in a country that spends half its winter in the dark, it earns it anywhere. Although it is just as well, the record attempt was intentionally scheduled to take place on the summer solstice to maximize daylight.

Electric feel

Gareth Simkins of the trade body Solar Energy UK puts the wider picture into perspective: On one April afternoon this year, solar met 46 per cent of Britain's electricity demand. A pyramid-shaped office in Edinburgh, visited earlier in the run, generates enough each year to send this Renault end-to-end 135 times.

"Electric vehicles and solar were made for each other," says Easee's chief executive, Anthony Fernandez. "I think this journey proves exactly that." His chief innovation officer, Kjetil Næsje, believes the challenge is to make them "talk better together", so the power reaching your car is the power you choose.

Full disclosure, you cannot yet pull into a solar farm and fill your boots, and Hart is the first to say so. "It's not really publicly possible to do what we've done yet," he told me. “But everyone wanted this to work, and I didn’t meet a single person who said 'This is a bad thing’." Fit your own panels and a home battery, and you are within reach of charging an EV on sunshine alone.

The run also arrives as the UK government looks to legalize the plug-in solar kits that Germans have hung off their balconies for years, making your chase for the sun that bit easier.

There was a tidy symmetry waiting at the finish. The car reached John o'Groats on the evening Scotland met Brazil at the World Cup, and the village’s 8 Doors distillery had marked the same fixture with a limited 28-year-old single malt, the Seven Sons "Spirit of Brazil", drawn from a cask filled in 1998 when the sides last met. It sells for £240 (about $320 / AU$460), the same as the petrol we didn’t buy. A fitting prize, collected in person.

Hart has driven to China and across America and feels no need to repeat either. This one he rates differently. Crossing the whole country without paying a penny to move the car, he said, "is bonkers". Hard to argue, standing at the top of Britain with a full battery, a bottle of whisky, and nothing on the fuel receipt.

Another year, another swelteringly hot Goodwood Festival of Speed, as the 11th Duke of Richmond's garden becomes one of the busiest — and noisiest — moving motor shows on the automotive calendar.

While it is an excuse to thrash all manner of new supercars and historical racing machines up 1.16 miles of haystack-lined driveway, it is also a destination for fans to get a glimpse at upcoming vehicles from the world's most recognized automakers.

In recent years, legacy brands have largely been pushed aside to make room for new players in town, with the likes of BYD and MG sporting some of the largest and most impressive stands at this year's event.

It wasn't exactly a bumper year for new reveals and dazzling concept cars, but there were several EVs and electric concepts to get excited about. These are my picks from the show.

1. Mercedes-AMG CLA 45 4MATIC+

Ignore the ridiculously long name, as Mercedes' impressively efficient CLA has been given the AMG treatment. The figures are nothing short of astonishing: 671 bhp from the tweaked electric powertrain, a 0-62 mph sprint time of just 2.7 seconds and a 177 mph top speed with the AMG Driver's Package option selected.

All of this performance comes courtesy of three high-performance axial-flux e-motors, with one on the front axle and two on the rear providing the monumental shove. Interestingly, there's also simulated engine noise and the option to play around with virtual gear changes.

Naturally, it comes packing more aggressive bodywork and distinctive AMG badging throughout, with prices expected to start at around £65,000 in the UK — or around $87,000/AU$125,000.

2. MG GO Concept

We have been waiting a long time to see what British brand MG, which is now owned by Chinese automotive giant SAIC, will do with its all-electric supermini, which is destined to do battle with the Renault 5, Kia EV2 and an ever-growing number of quirky small cars.

The MG GO Concept gives us our best look yet, although the overly aggressive body kit, diffusers and trunk-lid spoilers likely won't make it into final production. Still, it looks like it could be a lot of fun, doesn't it?

What's more, the MG4 X Power caught most people by surprise when it first hit the market in 2023, offering hot hatch thrills and a supercar-baiting 0-62 mph sprint time of just 3.8 seconds at bargain prices — proof that the revitalized MG is capable of embracing its silly side when it wants to.

3. BYD Shark

BYD's stand was, once again, extremely impressive this year, taking up one of the largest footprints of all exhibitors. Outside, showgoers could register to take a passenger ride as the company's latest pickup tackled a purpose-built off-road course.

The hulking truck, which comes to Europe for the first time this year, delivers a total of 430 bhp from its 'Super Hybrid' drivetrain, while the massive 32.2 kWh battery pack is good for a claimed 56 miles of pure EV range.

The Chinese automaker says it offers an impressive WLTP combined fuel efficiency of 81 mpg, can tow up to 2,500 kg, and features the latest technology, such as vehicle-to-load capabilities, so owners can power everything from tools to camping essentials.

In the UK, the BYD Shark will start at £47,290, which is roughly the same as the Ford Ranger PHEV — its only real plug-in pickup rival for the time being.

4. Alpine A110 Future

Since Porsche has placed its all-electric sports car dreams on hold, it is now up to French manufacturer Alpine to pick up the mantle.

Packing an all-new Alpine Performance Platform, this pure-EV version is low, wide, and suitably punchy in the performance department, with two electric motors on its rear axle that will make it 'even better' than the petrol version, according to Alpine boss Philippe Krief.

Further details are being kept tightly under wraps, but it looked menacing as it silently wafted up the famous Goodwood hillclimb. Electric sports cars clearly aren't dead and if you want proof, check out the…

5. Denza Z

BYD's upmarket offshoot wants to take the fight to Porsche, McLaren and Bentley with its swooping performance EV.

The Denza Z offers an eye-watering 1,604 hp from three powerful electric motors, priced at just under £143,000 (around $192,000/AU$276,000) for the standard Coupe version. There will also be a more expensive droptop convertible and a potent Racing version that gets masses of aero kit.

That car manages the 0-62 mph sprint in a mind-bending 1.96 seconds and a top speed of 217 mph. It can be used every day, too, with second-generation 76 kWh Blade battery tech delivering around 245 miles of range and 1,500 kW Flash charging compatibility for ten-minute top-ups.

For decades, Audi's RS division has built its reputation on extracting astonishing performance from combustion engines, pairing muscular powerplants with the brand's legendary quattro all-wheel-drive system to create machines that could embarrass exotic supercars while carrying an entire family… and their pets.

But times have changed. Stringent emissions regulations, the soaring cost of fuel and the industry's rapid shift towards electrification all mean that even Audi's most revered performance badge can no longer ignore battery packs.

Rather than resisting the inevitable, the Ingolstadt-based company has embraced it, introducing a plug-in hybrid powertrain to the RS 5 for the very first time. If that sounds like sacrilege, bear with me.

Because after spending time behind the wheel of the new RS 5 Avant, it's clear Audi hasn't simply bolted on some battery cells to appease legislators. Instead, it has used electrification to build its most technologically advanced RS model yet.

The numbers certainly make a compelling argument. A 2.9-liter twin-turbocharged V6 now works alongside a 130kW electric motor to produce a combined 639hp and 590 lb-ft of torque. That's enough to launch the angry-looking estate from 0-62mph in just 3.6 seconds before continuing on to a top speed of 178mph.

More surprisingly, the 25.9kWh battery (22kWh usable) also allows for up to 50 miles of all-electric driving, meaning many daily commutes can be completed without the V6 ever barking into life.

It's a remarkable breadth of ability for a car that wears one of Audi's most performance-focused badges. There is, however, one unavoidable downside.

At 2,370kg in Avant form, this is also by far the heaviest RS 5 ever produced. Physics hasn't suddenly stopped applying just because there's a charging socket hidden beneath the bodywork.

Fortunately, Audi's engineers have spent years developing an arsenal of clever chassis technologies designed to disguise that weight.

Lightening the load

Spend a few miles behind the wheel and it's immediately obvious that the biggest engineering challenge wasn't adding more power. It was making sure you couldn't feel the additional mass the big Audi is carting around.

The latest RS 5 rides on revised five-link suspension at both ends, complete with new bushings, refreshed suspension links and adaptive twin-valve dampers that can independently control compression and rebound.

Even rolling across broken urban streets, the ride quality is noticeably more compliant than you'd expect from a car wearing enormous alloy wheels and packing the sort of performance stats that should be reserved for a race circuit.

Audi says it specifically tuned the suspension for the scarred road surfaces found across Northern Europe, rather than focusing purely on track performance, and that effort shows.

Select Comfort mode and the RS 5 settles into an effortless grand tourer, cruising silently on electric power while cruising the congested streets with ease. It’s no more difficult than piloting any one of today’s two-pedal electric vehicles. One pedal makes it go, the other makes it stop.

But switch into Dynamic or one of the dedicated RS modes, however, and the car transforms into a snarling beast.

Throttle response sharpens, steering gains weight and the drivetrain becomes noticeably more aggressive, but the biggest difference comes from a piece of technology most drivers will never actually see.

Audi's legendary quattro system has always been synonymous with enormous grip, but the latest RS 5 introduces one of the most significant changes in its history.

Instead of relying purely on mechanical differentials, Audi now employs an electromechanical torque-vectoring system capable of distributing power between individual wheels in less than 15 milliseconds. Have I lost you yet?

No? Good. Because an 8kW water-cooled electric motor continuously adjusts torque delivery under both acceleration and braking, helping rotate the car into corners before maximizing traction on the exit.

The effect is mightily impressive. Despite carrying more than two tonnes, the RS 5 changes direction like a hatchback, masking much of its weight and inspiring huge confidence through faster bends.

For the first time in an RS 5, Audi has also introduced a much stronger rear torque bias in its most aggressive driving mode, allowing owners to bypass the unrelenting grip of all-wheel-drive and light up the rear tires.

Not one to be tried on public roads, this 'hooligan' mode also includes a drift analyzer within the infotainment system that measures drift angle and G-forces for drivers taking the car onto a circuit. It’s not essential, but undeniably cool nonetheless.

Hybrid power done properly

Performance plug-in hybrids often suffer from a split personality.

Some deliver effortless electric commuting but feel detached once the road becomes interesting. Others prioritize outright performance but offer such limited electric range that the charging port feels little more than a tax-saving exercise.

The RS 5 largely avoids both traps. The electric motor fills the torque gap before the twin turbochargers are fully lit up, making acceleration feel relentless regardless of engine speed.

The transition between electric and combustion power is impressively smooth, while the eight-speed transmission delivers satisfyingly aggressive shifts that kick you in the gut when the more focussed drive modes are selected. It feels gloriously old-school.

Audi has also completely redesigned the exhaust system, allowing the active valves to open to almost any position depending on the selected driving mode. In EV mode the car slips through traffic in near silence, but switch into the sportier settings and the V6 develops a deep, burbling soundtrack.

Equally impressive is the braking system. Like many modern hybrids, regenerative braking works alongside traditional friction brakes to recover energy, but the calibration here is excellent.

The transition between regenerative and hydraulic braking is almost impossible to detect, while the optional carbon-ceramic discs deliver extraordinary stopping power once speeds begin to climb.

At 17 inches in diameter, the front brake discs are almost as large as the wheels fitted to many city cars, and the stopping performance reflects that. Most importantly, none of these systems feel as though they're competing with one another.

For tech’s sake

If the RS 5's chassis is a masterclass in using technology to enhance the driving experience, the cabin is a more mixed affair.

Like the latest A5 range, the RS 5 adopts Audi's new MMI Panorama digital cockpit, replacing the beautifully simple, driver-focused interiors of previous generations with an array of displays that dominate the dashboard.

There's no shortage of screen real estate. A crisp 11.9-inch digital driver's display sits behind the steering wheel, joined by a 14.5-inch central infotainment touchscreen running Audi's latest software. Buyers can also specify a 10.9-inch passenger display, allowing the co-driver to access navigation, entertainment and selected vehicle functions independently.

Graphics are sharp, processing is quick and the interface feels considerably more responsive than older Audi infotainment systems. Wireless Apple CarPlay and Android Auto are both included, while configurable RS-specific displays provide quick access to performance data, power distribution and hybrid energy flow.

But the optional passenger display feels even more out of place here than it does on other Audi and Porsche products. During ‘spirited’ driving, it's difficult to imagine anyone wanting to spend much time interacting with yet another touchscreen for fear of losing their lunch.

Likewise, Audi's ever-growing collection of configurable driving modes, suspension settings, steering weights and drivetrain options offers huge flexibility, but also introduces a level of complexity that borders on overwhelming.

The everyday supercar

Performance estates have always been about delivering supercar pace without sacrificing practicality, and despite the additional battery hardware, the RS 5 Avant still performs that role admirably.

The sports seats strike an excellent balance between support and long-distance comfort, making it easy to imagine covering hundreds of motorway miles without complaint.

Rear passenger space remains adequate rather than generous, although adults will still fit comfortably enough for longer journeys. There’s also an RS 6 on the horizon if you need something even bigger.

The plug-in hybrid system inevitably eats into luggage capacity compared to previous generations, with the Avant offering 361 liters of boot space or 1,302 liters with the rear seats folded.

That's less than key rivals, like the BMW M3 wagon, but still more than enough for family duties or a weekend away. More importantly, the plug-in hybrid powertrain transforms the way the RS 5 can be used every day.

With up to 50 miles of electric-only driving available, many owners could complete their weekday commute without using a drop of petrol, only unleashing the full 639hp when the road — or the mood — demands it.

Charging isn't class-leading, with DC rapid charging capped at 40kW, meaning replenishing the battery takes longer than newer EVs. But most owners will charge on a driveway or in a garage home, where the battery will be fully brimmed each morning.

Audi's decision to electrify the RS 5 was always going to divide opinion. But after spending time behind the wheel, it's difficult to argue that the technology hasn't made the RS 5 objectively more capable.

The plug-in hybrid system isn't just there to reduce emissions or improve fleet averages. It genuinely enhances the driving experience, delivering instant electric torque, meaningful zero-emission range and seamless integration with one of Audi's most sophisticated chassis packages to date.

What's more impressive is the sheer breadth of its ability. Few performance cars can creep silently through city traffic on electric power before transforming into a 639hp all-wheel-drive monster capable of embarrassing dedicated sports cars on a twisting road.

The suspension is superb, the torque-vectoring system is nothing short of remarkable and the way Audi blends regenerative braking with enormous carbon-ceramic stopping power demonstrates just how refined modern performance hybrids have become.

Hardcore driving fans will still bemoan the sheer amount of weight here, but this is the reality of modern super saloons and estates. If you want to avoid eye-watering tax sums and fuel bills, a hybrid system is the only way.

But Audi has shown that plugging in doesn’t ruin the fun. The RS 5 still feels like a very special car.

• The EU's General Safety Regulation is set to be expanded
• Driver Distraction Warning systems will need to be fitted to new cars
• Privacy advocates are already voicing data concerns

As of this week, the European Commission has stated that all new vehicles registered in the European Union will have to be fitted with Advanced Driver Distraction Warning (ADDW) systems to comply with new, more stringent safety legislation.

While European roads are among the safest in the world, the European Commission said in its announcement that "the number of deaths and injuries from road accidents is still too high." As a result, it is set to expand its General Safety Regulation to include several new requirements.

Among the new requirements are advanced emergency braking systems that detect pedestrians and cyclists, as well as "better forward vision" and camera-based driver distraction technology that audibly warns drivers to pay attention to the road.

Many new cars already feature this technology, which uses a small camera mounted behind the steering wheel or somewhere above the infotainment system in the center of the dashboard.

Constantly active, the system monitors the driver's eyes and facial expressions, intervening if it detects that the driver is looking away from the road for too long.

Today's manufacturers' systems range from audible bleeps and on-screen safety notifications when it detects distraction, to the deactivation of automated cruise control and other functions.

Critics have already hit out at the decision, with the European Conservative describing the commission's move as the "latest annoying piece of EU overregulation," which arrives with little clarification on how the data will be handled.

These ADDW systems should operate in a closed-loop system, where all data is processed locally in the car and never uploaded to any third-party server.

However, since April 2018, all newly approved passenger cars and light vans in the EU have been required to include an eCall emergency system that automatically contacts emergency services in the event of a serious crash.

This, coupled with the fact that consulting firm McKinsey predicts that 95% of all vehicles will be connected to the internet by 2030, means it isn't a huge stretch to think that driver-monitoring data could eventually leave the vehicle.

Analysis: a data privacy nightmare

Analysis by Mozilla in 2023 examined the privacy policies of 25 car brands and found that every single one failed to meet its own privacy and security standards. Mozilla concluded that cars were "the worst product category we have ever reviewed for privacy."

In 2024, the Texas Attorney General opened an investigation into several automakers following reports that they had been collecting large amounts of driver data and selling it to third parties.

As the European Conservative points out, there is currently very little clarity from the EU over how driver data is handled, meaning there is the potential for these systems to eventually help determine insurance premiums or act as evidence in a court of law, for example.

Beyond this, ADDW technology can also prove extremely distracting when implemented poorly.

I've lost count of how many times a system has warned me to pay attention when all I'm doing is trying to find a simple function in a baffling series of touchscreen menus.

On the one hand, Euro NCAP says it will target "annoying" safety tech, but on the other, the European Union is mandating greater reliance on these systems. Now is a confusing time to be a motorist.

• The Topolino will start from $13,995
• Customers will have to pay extra to make it road legal
• A/C comes courtesy of removing the doors

The US is about to get one of the cheapest electric vehicles ever offered for sale, as the Stellantis Group has confirmed that the tiny Fiat Topolino will be available Stateside.

Starting from just $13,995 (plus a $990 destination fee), the compact electric runaround features an equally minuscule 5.4kWh battery pack that delivers just 46 miles of range on a full charge. There's also a distinct lack of creature comforts.

Based on the Citroën Ami, the glorified golf cart is designed to offer a mobility solution for busy European cities, with the model classed as a light quadricycle (category L6e) that sees the law regard it more like a four-wheeled scooter or moped than a traditional passenger car.

This allows drivers as young as 14 to get behind the wheel in some European countries, and with the lack of a stereo, air conditioning, or an infotainment display (there is a smartphone cradle), the vehicles are about as basic and easy to maintain as they come.

That said, micromobility options like this are on the rise in the USA, where a craze for golf carts seems to be sweeping the nation.

According to a report by Today, residents of affluent neighborhoods are using electric carts for everything from grocery shopping trips to school drop-offs.

Golf cart manufacturer Club Car says the market value has soared from $1 billion pre-pandemic to more than $5 billion today.

Fiat hopes to cash in on this boom, with a range of stylish Topolinos that arguably have slightly more character than your average golf course transportation.

Analysis: Cute, but not really a car

Thanks to its restricted top speed, diminutive proportions, and limited crash safety features, the Fiat Topolino isn't really classed as a traditional "car" in North America.

In fact, should customers want to use it on public roads, they will have to pay for a special conversion kit to raise the top speed to 25 mph and make it street legal on roads with speed limits of 35mph or less.

According to CNBC, Stellantis won't charge extra for this, but a mandatory destination fee of $990 will see the final price increase to $14,985.

The impossibly cute car, which roughly translates to "little mouse" from its native Italian, will also go on sale in the UK, with prices starting from £8,995.

Numerous models and special editions have already been touted, including a Sport edition that adds bespoke wheels, colors, and badges.

Fiat also unveiled a Multiplina concept (see above) that takes the Topolino platform and stretches it to act as "the missing link between a Topolino and a car," according to its maker.

There's no word on when we will see that go into production, but order books for the standard micro machine are already open in most markets.

• Website maps open source accident data onto an interactive map
• Users can see the most dangerous roads around them
• Collisions are graded in severity

Cyclists, pedestrians and careful drivers could find the data offered by interactive online mapping service RoadRisk invaluable when attempting to plan the safest routes for getting from A to B.

The online tool, which uses OpenStreetMap at its core and STATS19 accident reports from police forces in England, Scotland or Wales, handily plots all collision data from the year 2000 to 2025 onto an easy-to-navigate map.

Simply punch in a post code and the website will reveal all accident data from some 350 local authorities over the past 25 years, colour-coding each based on the severity of the collision: slight, serious and fatal.

Not only can you see the most dangerous routes in your area, or in a proposed location, you can also delve into the data to see date, time, location, road and junction details, weather and surface conditions, as well as full records for each vehicle and casualty involved.

The STATS19 data does not contain names, addresses, phone numbers or vehicle registration details, with only age, sex and an area-level deprivation score given.

Interestingly, the site’s homepage also lists the worst roads for fatal crashes (that will be the A38) and the worst local authorities for collisions, which is Birmingham.

RoadRisk says the UK’s Department for Transport typically publishes each year's accident data around September of the following year, with the maps updated shortly after each release.

Analysis: A handy tool for parents and cyclists

RoadRisk is an interesting proposition and, while you can’t plan a route using the software and navigate via the ‘safest’ roads, it is a great tool for scoping out accident hotpsots in the local area.

As a parent with children old enough to walk to school alone, it was interesting to explore the roads near me with the highest accident rates. More interestingly, many of those involved individuals aged between 11 and 15.

Those shocking results backed up my decision to walk them across some of the most perilous routes before waving them off in the mornings.

Similarly, there are a number of roads in my local area that appear to be hotspots for collisions involving cyclists, which could well inform the next route I take into town.

What’s more, RoadRisk says anyone can use the data to quote statistics, take screenshots, and use the information for any purpose — a boon for anyone lobbying the local authority for safer roads.

• New data from battery analytics company Recurrent has been released
• It shows the average EV retains 95% of its original battery capacity
• Battery replacement rates have dropped dramatically over recent years

A new study from battery analytics company Recurrent has revealed that the average electric vehicle retains up to 95% of its original driving capacity after five years on the road.

Although early EV manufacturers were concerned that battery packs would degrade to the point where they would need replacing, the data is now showing that the cells are dramatically out-performing original predictions.

According to a report by The Wall Street Journal, the findings point to the fact that advances in battery chemistry, thermal management systems, and vehicle software have significantly improved battery longevity, allowing EVs to effectively travel the same sort of distances as their ICE counterparts without the need for a battery pack replacement.

Recurrent’s statistics state that roughly one in 12 electric vehicles built between 2011 and 2016 required battery replacements. For EVs produced from 2022 onward, that figure has dropped dramatically to just 0.3 percent.

While the report notes that frequent high-powered DC charging can accelerate battery degradation compared with regular charging from slower, domestic outlets, Digital Trends reveals that data from Geotab shows batteries frequently charged at high power still retain about 89.7 percent of their original capacity after several years.

As a result, EV owners are finding their batteries are retaining more capacity, even after very high mileage, than originally predicted.

The Wall Street Journal report cites a UK-based EV dealer whose five-year-old Tesla Model 3 has clocked up 247,000 miles, yet the estimated range is only a few miles less than the official WLTP figure when new.

Analysis: Used EVs require transparent battery health information

Despite several recent reports dispelling the myth that EV batteries degrade to a point that they are near-useless after a few years, consumer confidence remains low when it comes to the issue.

Digital Trends claims that a 2025 survey by AutoPacific found that fears over expensive battery replacements remain the leading reason many prospective buyers avoid electric vehicles in the US.

As such, it is extremely important that used electric vehicles are advertised with a clear and transparent battery health certificate that allows buyers to quickly and easily assess how maximum range might be impacted by any degradation.

A number of used car dealers are already signed up to independently certified EV battery diagnostics schemes, such as those from Generational and Dekra in the UK, but many are calling for an industry-wide standard.

A poll conducted by Startline finance back in 2025 found that nine in 10 used car dealers said the used electric car sector needs an industry-wide scheme for battery health tests.

On top of this, 78% believed that battery health is an essential consideration for most electric car buyers

• Tesla regains momentum after two years of sales decline
• China and Europe both see an increase in Tesla sales
• Tesla shares still fluctuated, despite the positive news

Tesla’s second-quarter sales results have far exceeded market expectations, with growth in both Europe and China helping to drive a 25% rise compared to the same period last year.

According to The Financial Times, the electric vehicle pioneer delivered 480,126 vehicles in the three months to the end of June, up from 384,122 in the same period last year and well above analysts’ forecasts of 404,000.

Despite shifting its focus to artificial intelligence and robotics in recent years, as well as trimming its model line-up down to just two cars, Tesla has seen huge growth in Europe, aided in part by government EV incentives.

The Guardian reports that the rising cost of fuel and the rapid adoption of electric vehicles on corporate fleets could have also played an important role in boosting sales, while the consumer backlash to CEO Elon Musk’s political statements last year could also have eased.

Despite the vast improvement in sales, BYD once again surpassed Tesla to regain its position as the world’s largest battery-electric vehicle manufacturer.

BYD sold roughly 867,000 electric vehicles in the first six months of the year, compared with 838,149 vehicles for Tesla, according to The Financial Times.

“Tesla has not surprised to the upside to this degree in a while, a healthy sign the auto business is here to stay,” William Blair analyst Jed Dorsheimer told the paper.

Analysis: Demand for EVs booms in Europe

Despite the CEO’s questionable political decisions and the company’s reputation for over-promising and often under-delivering, it is still difficult to argue that Tesla’s current crop of electric vehicles is anything short of excellent.

The company’s charging network remains one of the best, even if charging speeds are now being eclipsed by numerous Charge Point Operators, while its latest Model 3 and Model Y are the most comfortable, tech-focussed and luxurious they have ever been.

Thanks to increased competition from both up-and-coming Chinese EV companies and legacy automakers, Tesla has been forced to get competitive with its pricing, offering enticing monthly deals on the Model 3 and Model Y.

It has also recently started to roll-out its Supervised Full Self-Driving system in select European countries for the first time, another factor that could help improve sales further.

• Dacia responds to Leapmotor's price cuts
• Spring retains title of the UK's most affordable car
• Small EV now costs just £11,990 in cheapest version

Dacia has slashed the cost of its entry-level Spring EV in the UK to £11,990 in a direct response to fierce competition from Chinese rival Leapmotor.

The company, which shares a “strategic global alliance with the Stellantis Group, cut the cost of its T03 electric city car yesterday, dropping the diminutive EV down to just £12,995 via a doubling of what it calls its Leap Grant.

In recent years, the Dacia Spring has enjoyed the title of the most affordable electric passenger vehicle on sale in the UK (and much of Europe), also taking the crown as Britain’s cheapest car overall, but that title was handed over yesterday following Leapmotor’s aggressive price cuts.

However, it is worth noting that Dacia has reduced the price of its entry level Spring Expression model, which offers just 70bhp and a range of 140-miles on a single charge — both of these figures are easily bettered by the T03.

A recently upgraded Spring 100 is more closely matched in terms of specification and this is now priced at £12,990, a mere £5 less than the Chinese rival.

This version offers a more powerful 100hp motor, a 10.1-inch touchscreen display with wireless Apple CarPlay and Android Auto, vehicle-to-load functionality, copper-accented styling, electric rear windows, reversing camera, and more.

Lina Ribeiro, Dacia Brand Director for the UK, said that “production efficiencies” and a “strong drive to continue to offer real value to our customers” have helped the Romanian company pass on savings to the end user.

Analysis: Could this spark a small car price war?

There are very few new cars currently on sale in the UK that can compete with an £11,990 price tag, let alone those that use a typically more expensive electric powertrain. But the battle to become the UK’s cheapest car could see other brands start slashing their prices.

The BYD Dolphin Surf, for example, currently sits at £18,650, while Honda’s upcoming Super N offers a lot of fun and bags of character for £19,000. The MG3 is also a steal at £17,495, although the brand has been known to heavily discount this price.

Should the Renault Twingo qualify for the full UK electric car grant, this could be sold for below £17,000 and offer 163-miles of range, as well as Renault’s excellent interior attention to detail.

Plus, with Chinese brands gaining more traction in the UK and European markets, we could see a whole host of previously ‘unknown’ models start popping up at dealerships, all with a view to undercut the competition.

If you’re in the market for a cheap electric city car, now could be the time to start shopping around.

• Leapmotor doubles the size of its contribution to the T03
• The extra boost brings the price down to £12,995
• Tiny EV can manage up to 165 miles on a single charge

Leapmotor is celebrating the first anniversary of its Leap-Grant scheme, which sees the Chinese manufacturer contribute to the price of a new vehicle, by doubling the amount it's offering to put down for buyers.

As of July 1, the brand says it will offer a £3,000 overall contribution for retail customers of the diminutive T03 electric city car, making the T03 the most affordable new car of any fuel type for UK buyers, according to Leapmotor.

The brand, which has only been in the UK for around a year, can now legitimately state that not only does it offer the cheapest electric five-seat passenger car on the UK market, it offers the most affordable car — period.

The T03, which measures just shy of 3.6 meters (11.8ft) long, arrived in the UK last year to compete directly with the Dacia Spring.

At the time, Leapmotor was keen to point out that, for very similar money, customers would get more interior technology, an increased amount of safety kit and a longer range. Now, with the price cuts included, it actually dips under the asking price of the Spring.

However, I drove the car (alongside the marque’s larger C10 SUV) last year and wasn’t blown away by the offering. The amount of additional technology is generous, but it isn’t particularly user-friendly, nor is it integrated particularly well with the vehicle.

It is a similar story with the numerous Advanced Driver Assistance Systems (ADAS), as these do more to irritate than prevent accidents. In fact, the lane-keep assist was one of the worst I had experienced at the time.

Regardless, the sub-£13,000 price tag makes it exceptional value for money, whichever way you cut it. But there are compromises to be made.

Maximum range from the 37.3kWh battery pack is 165 miles on a very good day and charging speeds top out at 40kW, meaning replenishing electrons on the public charging network is going to be slow — almost as slow as the acceleration, with the T03 taking 12.7 seconds to get to 62mph from a standstill.

Analysis: Affordable EV choice is growing

Chinese brands are no strangers to slashing prices in order to shift models, which has partly contributed to their success in non-domestic markets.

But the price cuts were becoming so damaging back home that the Chinese government actually banned manufacturers from selling their vehicles below the cost of production this year in order to stem an escalating price war in the country.

Leapmotor’s latest move in the UK is no coincidence, as it wants everyone to know that it now offers the most affordable new car on the market. It’s now up to Dacia to see whether it can offer similar discounts on its Spring to reaffirm its reputation as one of the best-value offerings.

But the move is also part of a wider trend for smaller, more affordable EVs that are now coming online and proving hugely popular. The Fiat 500e and Renault’s retro-inspired R4 and R5 have proven big hits across Europe, while the Hyundai Inster and Kia EV2 are rapidly gaining traction.

Honda has also stepped in with its latest Super N — a small car that goes large on the joyous driving experiences but can still be snapped up for less than £19,000 or £199 on certain finance offers.

Together, these models suggest the industry is finally shifting back towards smaller, lighter and more affordable EVs that can genuinely rival petrol-powered alternatives on both price and everyday usability.

• European automotive body suggests sales of electric vehicles are booming
• Results show annual EV sales in the UK have overtaken petrol cars
• But plug-in hybrids are propping up the figures

New data released by the European Automobile Manufacturers’ Association (ACEA) suggests that more electric vehicles have been sold over the past 12 months than petrol cars, marking it as the first time this monumental shift has been recorded.

The milestone comes amid continued debate over the UK government's Zero Emission Vehicle (ZEV) mandate, with several manufacturers arguing the sales targets remain unrealistic without stronger consumer demand.

However, the recent data shows that in the 12 months to May 2026, UK consumers bought 516,490 new BEVs, compared with only 504,010 new petrol cars, according to analysis by Carbon Brief.

Similarly, data released by the Society of Motor Manufacturers and Traders (SMMT) shows that registrations of petrol and diesel cars fell by -7.1% and -2.2% respectively, as electrified vehicles gained ground.

That said, the claims that electric vehicles are overtaking internal combustion cars are misleading, as while pure petrol-powered cars have now slipped behind battery electric vehicles in the sales charts, combustion-powered vehicles remain comfortably ahead once diesel, hybrid and plug-in hybrid vehicles are factored in.

That's because both conventional hybrids (HEVs) and plug-in hybrids (PHEVs) still rely on an internal combustion engine. Although they're often grouped together under the umbrella term "electrified vehicles", neither is a fully electric car in the same sense as a battery-electric vehicle.

The latest Society of Motor Manufacturers and Traders (SMMT) figures reflect this distinction, listing battery electric, plug-in hybrid and hybrid electric vehicles as separate categories rather than combining them into a single EV total.

According to its latest figures, battery-electric vehicles accounted for almost one in four new car registrations over the past year, comfortably overtaking petrol-only models.

However, when hybrid and plug-in hybrid registrations are added to petrol and diesel sales, combustion engines continue to dominate the market overall.

Analysis: this is still a big moment for EVs

We shouldn't downplay the significance of these figures, because they demonstrate a genuine shift away from conventional petrol-powered cars and towards electrified alternatives.

In fact, the SMMT’s data actually softens the decline of petrol engines, as it labels "mild" hybrids as petrol vehicles, the sales of which can obscure the true decline of pure fossil-fuel options, according to Arena EV.

But sales of these traditional hybrids, while still a significant figure, have actually tapered off in recent years, while sales of plug-in hybrids have risen by 24% year-on-year in May 2026, according to the European Automobile Manufacturers’ Association’s (ACEA) numbers.

The SMMT data backs this fact, claiming plug-in hybrid deliveries grew 23.9% to take an enlarged 13.8% market share in May of this year. Battery electric vehicle (BEV) uptake, meanwhile, increased 34.2% to take 27.3% of the market, the highest recorded so far in 2026.

It is clear that there is a noticeable shift in consumer buying habits, with more opting for plug-in hybrid variants that arguably act as a stepping stone to pure battery EVs.

Today’s plug-in hybrids, such as the Omoda's Super Hybrid System, can manage impressive mileage on a single charge of their battery packs, with 60-90 miles now relatively commonplace.

In my personal experience, a large majority of motorists quickly realize that they rarely need much more than the range offered by the electric system in their plug-in hybrid, and if they can charge at home, this makes it easier to contemplate going full electric in the future.

The use of fossil fuel might not be completely dead just yet, but the figures indicate that it is quickly slipping out of fashion.

Loewe, the German speaker and TV maker, has just announced that it's launching a new venture called Loewe Systems. According to the company, this is "a new Berlin-based company focused on developing fully integrated high-end audio and audiovisual solutions for automotive manufacturers, luxury residences, superyachts, recreational vehicles, and other premium mobility applications."

The new team consists of Managing Director Alexander Meisen, Director of Acoustics Ajan Hannemann, and Director of Automotive Engineering Robert Schletze. The team comes from a background of working on the Burmester audio systems in Mercedes-Benz cars, so has a strong in-car audio heritage.

To find out more about the goal of this new team, I spoke with the three members of the Loewe System crew, as well as Loewe's CEO Aslan Khabliev.

TechRadar: What's the goal for you guys of pushing into the integrated installation systems market?

Alexander Meisen: We did projects in residential and one-off projects, and this is really where we see people smiling. This is really where we can create stories. With the new setup with Loewe, creating those kind of experiences this is clearly where we see lots of potential.

TechRadar: What what will success look like for you going into this market?

Alexander Meisen: Clearly more than just adding a brand to projects to speaker grilles in automotive. Really going deep, really creating a special sound signature, really creating outstanding experiences with future partners.

TechRadar: You mentioned the sound profile. Is that one of the main things that will make Loewe's offering unique, or what else do you think will make will make people want to see that brand on the design?

Robert Schletze: I think it's a lots of things, but starting in an automotive project, it's specific knowledge of how to specify the speakers, how to integrate the speakers in the car, partner up with the right partners, having our own sound signature, knowing how to tune a car with 37 speakers like an orchestra [when you're] sitting in the middle, knowing what to do with delays, gains, filters… all that stuff comes together [in our] knowledge.

TechRadar: What are other companies doing wrong that you think you can do differently to win over the the car makers?

Alexander Meisen: There are massive changes and shifts in in-car audio. That's especially where we see lots of potential, because in this field it became quite common to just add a logo to speaker grilles, make it look fancy and try to tell stories — I mean, there's no real USP, there's no real story. So we really go into what Robert just explained, and then in addition, we know that in the hi-fi market or in audio market in general we see a certain lack of really activating partnerships, really communicating and kicking off marketing campaigns together.

This is clearly one of the reasons why we decided to set this up under the Loewe and also Cabasse brand, because Loewe is already doing this — Loewe can offer that to potential partners. And Loewe also has a long heritage, and the feedback we're getting right now from potential partners we're talking to is 'Hey guys, we don't just want to put the name somewhere from a certain brand which is maybe famous or recognized in a certain area. We really want to create those experiences together' — and this is where we're very confident we can offer those [companies] the full package with all the different aspects

TechRadar: Is in-car audio the primary area of the Loewe Systems project? Loewe has history in this area with BMW, so it makes sense.

Alexander Meisen: There is this history, and yes, automotive is clearly the priority to us. This is where our team has lots of expertise. This is where the network is established. This is where… we haven't released the news officially, but we are in talks. There are certain lead times when it comes to establishing new partnerships, but yes, clearly and absolutely [in-car audio is the priority].

Still we're also talking to potential partners in the field of residential building on integrated systems, because the great thing for for us as a team right now is also we have full access to all the expertise and products of Loewe Group. We're not only talking about audio, we're talking about the full experience, which is also the visual element.

TechRadar: What do you see as the ultimate in-car offering from Loewe? Does it stretch to the displays as well as the audio and the DSP?

Robert Schletze: It's an overall experience in the car. You look at the market, there are video screens already integrated lots of them [regardless of the] brand that they're coming from. You have the audio part, you have smell in the car — you can connect all together, so it's an overall experience. Why not add this visual area from Loewe if it works and we can partner up? Anything is possible there. Currently we're figuring it out — we know where our expertise is, and we as we said we're not just just adding elements to a car. We're working together hand in hand [with manufacturers] for the full experience.

TechRadar: Are we talking about Dolby Atmos in cars, or what kind of premium experience are you aiming for?

Robert Schletze: I think Dolby Atmos is a standard now in the automotive area anyway. Yeah, of course. 3D sound, 4D sound, 2D sound.

Alexander Meisen: We've worked with the teams of Dolby before. We know them pretty well. So, this is one aspect, but it's not new anymore. It's not outstanding. It's more like a given to us.

TechRadar: Is there something else new that you guys have in mind that you can bring?

Alexander Meisen: The manufacturers are asking for new features, especially when you compare the markets. You have a look on the European market and then you check the Chinese market and there are there are different demands and requests. We know that we will come up with features that are not [widely available] yet, but we cannot communicate them right now because we're at a very early stage.

Robert Schletze: We have some past experience with what's missing in the market. We've got some ideas there, and partners that we can develop them with. But overall I think you have to go back from adding feature over feature over feature — you have to go back to not adding another speaker in the car, but developing a proper speaker that can reproduce the sound as we want. The basics; go back to the basics. That's missing a lot today.

TechRadar: You talked earlier about working with speaker partners on developing the right speaker for this situation. How involved do you expect to be in like the actual driver design?

Ajan Hannemann: We want to dive into this topic, and we will specify this — we actually already did in the past as well, for Mercedes Group. So we aim to improve those elements, but [the] really important thing for us, like Robert already mentioned, is the packaging of where the speaker is placed — there's room for improvement if you can make it clear to the manufacturer of the car what kind of benefits we get when when we place the speakers in more optimized positions. You can gain a lot of improvement regarding the sound performance.

TechRadar: Can you give us any examples of issues that you see with a lot of in-car systems now that you want to aim to improve?

Robert Schletze: Definitely the design wins over the functionality, which is quite normal today and that shouldn't be the case. So most of the time you have a midspeaker next to your knee, so you don't have a proper staging. It belongs higher up. It's all because the designers have the power.

TechRadar: So you want to work with partners where you can put the acoustic design earlier into the overall car design, and get the speakers where you need them to be. Is that the idea?

Robert Schletze: That should be the target, yeah. To be in early from the beginning stage of every project.

TechRadar: And the partners you're working with now are on board with that?

Robert Schletze: They are on board and they provide the direct access, yes.

TechRadar: Can you say any of the car partners you'll be working with at this point?

Aslan Khabliev: Let's put it this way, they will be German.

TechRadar: What's your goal in the luxury property development market? Are you are you looking at home theater installations, or is it more like convenient built-in sound for kitchens and bathrooms?

Alexander Meisen: Yeah, we're focusing on to B2B [business to business] partnerships, so we're not looking at individual home cinema here. We're more looking to work with developers, architects, interior designers, etc. We're also looking at concepts that we can scale, so not only the one unit, but maybe the whole building. Our main priority is clearly not the bathroom or the ambient sound in the elevator or somewhere, but clearly defined listening situations.

Ajan Hannemann: And here also, the target is to achieve a high-quality sound reproduction from those systems integrated in the environment, that are part of the architecture. From the very first steps, we [want to] define not only materials surrounding our system, but only also the perfect positioning of the system to make the best out of those sometimes-challenging spaces. New architecture is often with a lot of flat surfaces, so you get flatter echoes, you get high reverberation times, and we want to specify exactly the parameters we need to achieve a high-quality sound.

So that's why, in the past, we worked at early stages together with the architects and the engineering and simulation companies to try to achieve the best possible room acoustic parameters. So this is the goal in architectural audio as well, not only home cinema. So this we want to do this in a scaled way, [multiple apartments] in one building. And we will individually tune every apartment, so that you get the transporting sound signature from the car, [bringing] the tuning expertise we have there into real-estate projects.

TechRadar: The yacht market is an interesting one because it seems to have its own genre of audio brands that specialize in, it like JL Audio from Garmin. So what kind of systems are you talking about building in that market and what do you want to do differently?

Ajan Hannemann: In that market, we have to rely on marine partners, because in the portfolio from Cabasse and Loewe there are no marine-certified systems available. So we have to choose strong partners in that market and adapt our skills, our expertise, the human touch we bring regarding sound signature, into the marine sector.

TechRadar: So in that area, are you talking about becoming more like an integrator and not so much offering your own speakers?

Aslan Khabliev: Never say never. This might be the next project for the guys from Cabasse, for example. By the way, you asked a question about drivers: we have our own drivers in Cabasse, with a lot of expertise and IP and patents. I'm very happy that we have acquired Cabasse, I think we bought a real diamond. So there is no project which we cannot do, let's put it this way.

Right now, [Loewe Systems] is only a three-man show. It's a very tiny team, but we have a lot of ambition and knowledge, and it's never going to happen with these three guys by them by themselves. We [Loewe] are a big team now, we have 200 people now in Kronach, and we have 40 people in France, and we all want to help these guys to become successful. So whenever they need some hardware, software, this can all be done in-house.

What we need to do to help them is to basically realize their dreams. And those things which were not possible in their previous experience, to make them possible with our skilled people — and in my opinion, there is nothing that is impossible. It has to make sense financially, because you don't want to spend millions on one project and just sell one or two pieces. It has to make sense, but otherwise I think everything is possible. We've got the right resources for that.

Alexander Meisen: It's amazing for us to see what kind of resources, expertise and and infrastructure we can access now as a team. All three of us are coming from Burmester. So Ajan responsible for overall acoustics at Burmester, Robert was the lead engineer for automotive and responsible for Mercedes. This is well known in the industry and this is also what we're adding here. So a full network but with all the power and direct access within the Loewe group — this makes us really confident.

TechRadar: One of the areas mentioned in the press release was premium mobility brands. Can you say what that means outside of the areas we've already talked about.

Alexander Meisen: Yeah, so we would also call it, like, future mobility concepts. Automotive is is very clear, yacht is very clear, and residential as well. But for instance think about an RV. This is also interesting for us, but it's not the main priority.

TechRadar: Things like tour buses for for bands?

Alexander Meisen: Exactly. But most of the time these are not projects you're allowed to communicate [to other people] in the first place.

TechRadar: A lot of the times they might be private custom designs?

Alexander Meisen: They prefer that, yes. Same for yachts, but it's still it's very interesting for us.

• Connected Car ruling will come into effect in 2027
• Anything with a link to China or Russia is in the spotlight
• Volvo has managed to avoid the same fate

North American fans of beautifully minimal Scandinavian design will no longer be able to purchase one of Polestar’s innovative and stylish EVs as of next year, as a new Connected Vehicle Rule can prohibit the sale of items with a “sufficient nexus” to China or Russia in the US.

The final decision falls to the Bureau of Industry and Security, part of the US Department of Commerce, which declined to grant Polestar authorization to sell vehicles in the US from model year 2027, according to Electrek.

The rule, which was instituted during the final days of the Biden administration but kept under the Trump administration, centers around national security concerns, particularly with those brands controlled by, or subject to, the jurisdiction or direction of China or Russia.

Polestar, which has its headquarters in Gothenburg, Sweden, is majority owned by one of the largest automakers in China, Geely Auto, which also happens to own Volvo.

However, its Swedish sibling was granted a waiver in May to continue its sales in the US.

“Companies from these countries may be compelled to share data or allow remote access to connected vehicles in the United States,” the notice of the rule said, according to CNN.

But to add insult to injury, none of the Polestar models that are on sale in North America are assembled in China, with the Polestar 3 built in a Volvo plant in Charleston, South Carolina, and the Polestar 4 built in South Korea.

The company has said that it will keep its 32 US-based dealerships open to continue offering aftercare and support to existing customers, as well as to clear any remaining inventory.

A statement released by the brand said existing Polestar owners and lease customers will “continue to receive the same level of support and access to service as they do today”.

Analysis: Causing more confusion for the EV market

Polestar likely won’t take the ruling to heart, seeing that the majority of its sales come outside of the US anyway, but the Department of Commerce’s decision to ban Polestar and not Volvo remains baffling.

Both brands share much of their basic platform and electrical architecture, while Polestar and Volvo’s infotainment systems are only really discernible by the fonts and graphics they use on-screen.

What’s more, both these brands run Android Automotive Operating Systems and have Google Maps installed natively for navigation, both of which were originally developed by US tech giants.

While the rule appears to have national security at its heart, it also just adds further confusion to a global automotive market that is struggling to keep up with the constantly-moving goalposts, both in terms of shifting emissions rulings and global trade legislation.

Speeding fines are rising and automated enforcement is everywhere. According to DVLA data, the number of UK drivers receiving penalty points for breaking speed limits increased by 32% between 2022 and 2025, while road safety charity IAM RoadSmart says fines and penalty points are now at a four-year high.

It is a similar story in US, where automated speed cameras are gaining momentum thanks to a growing number of states permitting the use of cutting-edge camera tech.

Modern cars increasingly feature built-in speed camera alerts, but plenty of older vehicles don't. That's where a growing number of dedicated speed camera detection devices step in, using smartphone connectivity, community reporting and extensive camera databases to keep drivers informed.

Questions of legality vary wildly in the US and you'll struggle to find the devices listed below on sale anywhere, but all of those tested are available to purchase and are perfectly fine to use in the UK and much of Europe.

I've spent the past month putting the most popular options through their paces to find out which deserves a place on your dashboard.

1. Ooono Co-Driver NO2

• £69.99 / $95 / AU$143

The Ooono Co-Driver NO2 is arguably the benchmark here. Its compact design, simple setup and clever mounting options make it the most discreet device I have tested.

This latest generation pairs quickly with a smartphone, works with Apple CarPlay and Android Auto, and can play alerts through the car's speakers. Plus, it automatically kicks into life when it detects a phone and the ignition is switched on.

Once installed, it quietly gets on with warning about fixed and mobile speed cameras, traffic jams and road hazards using a combination of LED alerts and audio notifications. Reporting incidents is equally straightforward, and the series of button combinations takes only minutes to learn.

The community-driven database continues to improve, although hazard reporting still isn't quite as comprehensive as Waze or Google Maps in some UK regions.

The biggest advantage is simplicity. There's no screen demanding attention and no subscription fees. It just works.

• Verdict: Still the easiest and most polished speed camera companion available. Looks good, too.

2. Tom by TomTom

• £69.99 / $95 / AU$143

TomTom has clearly taken inspiration from Ooono's playbook — and that's no bad thing.

Setup is quick, requiring little more than a Bluetooth connection to a smartphone and a free account. The rechargeable battery lasts around a month, meaning there are no cables to worry about.

Alerts are clear, with bright LEDs and audible warnings for cameras, congestion and speed limit breaches. Incident reporting is similarly simple and the camera database proved consistently accurate during testing.

Where it falls short is its design. The mounting solution isn't quite as elegant and the plastics don't feel as premium as Ooono's. The button layout also takes a little longer to learn by touch.

Still, it delivers almost everything the Ooono does and does it very well.

• Verdict: An excellent Ooono alternative that runs the class leader surprisingly close.

3. Road Angel Pure Sync

• £99.99 / $135 / AU$205

The Road Angel Pure Sync takes a different approach, adding a display screen and GPS speed readout to the mix.

Unfortunately, it also suffers from the most frustrating setup process. Registration requires payment details despite the included subscription, while Bluetooth pairing proved temperamental during testing.

The magnetic mount is neat, but unlike its rivals, the device requires constant power, meaning cables need to be routed around the dashboard.

Once operational, camera alerts are timely and effective. Speed limit warnings are impossible to miss, with bright visual cues and extremely loud voice prompts — perhaps too loud until adjusted in the settings.

The GPS speed display is useful in older cars but feels less necessary in modern vehicles that already feature accurate digital readouts.

Build quality is also disappointing for the price, with a plasticky feel and a display that can be difficult to read in direct sunlight.

• Verdict: Effective once running, but harder to recommend given the higher price, subscription requirement and less polished experience.

4. Ooono Co-Driver NO1

• £19.99 / $27 / AU$41

It's only when you place the Co-Driver NO1 and NO2 side by side that you realize just how much Ooono has improved its innovative speed camera alert device.

While cheaper to buy, the first-generation Co-Driver doesn't feature a built-in rechargeable battery, instead opting for a replaceable coin-cell battery that lasts around a year. It also doesn't communicate with Apple CarPlay or Android Auto, nor does it feature a dedicated false-alert cancellation button.

It is considerably smaller, though, so if you want something discreet, this is the one to buy. That said, it uses a fixed 3M adhesive mount, so once in place, it is more difficult to relocate.

In short, the Co-Driver NO1 still handles the basics well, delivering reliable speed camera alerts and connecting to Ooono's community of users for free. It's also one of the cheapest ways to dip a toe into the world of GPS speed camera detectors.

• Verdict: A more basic version of Ooono's current speed camera offering — it's smaller and much cheaper, so perfect for those on a budget.

5. Snooper My-Speed Plus

• £199.99 / $270 / AU$410

After testing all of the other smartphone-connected devices here, the Snooper My-Speed Plus feels like a bit of a throwback to an era of bulky sat-nav units suction-mounted to a dashboard.

Unlike its rivals, it is a completely self-contained unit that mounts to the windshield and plugs into a 12V lighter socket, using its own GPS receiver and Snooper's AURA speed camera database to keep drivers informed.

The first thing you notice is its size. Where most of the competition is content being discreet little pucks that blend into the dashboard, the Snooper displays everything on a large 5-inch color screen. It constantly shows your GPS speed alongside the current speed limit, with red and green graphics that make it very difficult to ignore when you've drifted over the limit.

Speed camera coverage is extensive, but updating requires first registering the device and then plugging it into a Windows PC or Mac via the provided USB cable. Seeing how quickly speed cameras are appearing, frequent travelers will want to update the database monthly.

It's decidedly old-school and expensive, but the display is sharp and the overall hardware feels more premium than the Road Angel.

• Verdict: It feels like a device from a bygone era and it's expensive.

The final verdict: which to buy?

Having used all of the devices, the Ooono Co-Driver NO2 stood out above the rest and would get my money.

It's simple, easy to use and doesn't require monthly memberships. While it's possible to get a similar experience with the Co-Driver NO1, I preferred the larger button and the look of the second generation... not to mention the fact that you can recharge it via USB-C and mount it to the sun visor, rather than sticking it to a dash.

TomTom's offering is near identical, but the app isn't as slick and the button layout isn't as user-friendly.

I don't think drivers need a GPS speed camera unit with a screen these days, as it defeats the point of mounting something small and discreet to the car.

Finally, it's worth addressing the fact that you can get a similar experience by using free smartphone apps, such as Waze, Google Maps, Apple Maps and more.

But the Ooono and TomTom devices earn their money during those times where a smartphone is left in the pocket and you aren't navigating using either the vehicle or your phone's software.

Personally, I find it is exactly these moments when it easy to forget that a 20mph speed limit has been introduced in the local area and a gentle nudge from the Ooono saves my bacon.

I've covered Amazon Prime Day for a few years now, and each year it seems to get bigger as the retailer's inventory expands. I've just spotted a promotion that's admittedly new to me, however.

Right now, you can get a $1,500 Amazon gift card if you buy a car via the retailer's Amazon Autos service. I didn't even know that buying a car from Amazon was a thing until I spotted this Prime Day special.

Should you buy a car via Amazon? Well, that's a good question. From what I can see on the listings, Amazon Autos is essentially just a new marketplace for dealers, rather than a first-party retailer. It's a little strange seeing cars listed as for sale on the Amazon Store page, but the more I look at it, the more it seems to make sense. It doesn't seem that much different from most online car marketplaces.

Interestingly, it looks like the available stock is mostly from American, Korean, and Japanese brands, with a few German cars sprinkled here and there. There aren't any new Chinese brands, which isn't surprising considering the various tariffs!

How do I get my $1,500 gift card?

According to the T&Cs, to be eligible for your gift card you'll need to either buy or lease a brand new car. Annoyingly, this promo doesn't extend to used cars, even though those are also listed on Amazon Autos.

Even worse, this promotion is a Prime Day special, so there's only today and tomorrow to actually buy a car. That's a hell of a commitment to make at such short notice, but you can test drive the car before you buy it, according to Amazon Autos.

Once you've picked out a car, you've got until June 29th to actually go and get it from the dealership. The gift card is being sent out via email within two weeks of pick-up.

Aside from those caveats, it appears that this promotion doesn't have any other stipulations in terms of brands or vehicle type. There are EVs, hybrids, pickups, SUVs, and pretty much all types of vehicles under the sun.

More of today's best Amazon Prime Day sales

• Amazon Devices: Fire Sticks & Echo from $18
• Amazon Haul: viral gadgets, tech & appliances from $1.99
• Apple: MacBooks, AirPods & AirTags from $29
• Back-to-school tech: 48% off laptops, headphones & tablets
• Cheap TVs: Samsung, Sony & LG from $89.99
• Headphones: 50% off Beats, Bose & Samsung
• Laptops: Apple, HP & Dell from $199
• Smartwatches: up to $250 off Garmin & Apple
• Vacuums: Dyson, Shark & Bissell from $34

• New technology canned real-time offenses to enforcement agencies
• Cameras are good enough to spot drivers holding smartphones
• DPS commissioner says the tech won’t be used to write tickets

The Mississippi Department of Information Technology Service’s board has recently signed a contract with Australian AI-focused technology company Acusensus worth $2 million that will introduce special, multi-violation traffic cameras to the state.

The technology, which is powerful enough to capture high-res and blur-free imagery of vehicles and drivers at speeds of up to 186mph, is able to send imagery and data to traffic officers in real-time, with the captured content available to use in a court of law.

Understandably, there has been a fierce backlash from residents, who became concerned that the Mississippi Highway Patrol was going to start using AI-powered cameras to allow troopers to write tickets for offenses caught on film, according to Mississippi’s Supertalk.fm.

In response, Sean Tindell, the state’s public safety commissioner, announced on a video posted to Facebook that his department entered the agreement to help it identify areas of the state that have “a higher probability of fatal crashes and accidents”, which would allow his team to “better allocate resources to those areas”.

While Tindell said that no tickets would be issued based on data received from the devices, some have been outspoken on the introduction of such “intrusive” AI-powered cameras in public.

“Cameras armed with AI, peering into your car and processing your actions, invading your privacy, and then signaling a live officer down the road to pull you over and issue citations and/or make arrests in real time. It’s a very slippery slope with frightening ramifications,” House Rep. Dan Eubanks said, according to Carscoops.

Analysis: Safer roads or an Orwellian future?

As Dan Eubanks pointed out, “every American citizen has a Constitutional right to face his or her accuser,” and one of the greatest concerns with AI-powered traffic cameras is that, alongside a suggested ‘invasion of privacy’, it potentially removes the officer from the equation.

In much of Europe, we have long lived with Automatic Number Plate Recognition (ANPR) cameras and speed trap devices that will automatically send penalty charges through the post, so this doesn’t feel too alien.

That said, cameras that look into a vehicles cabin and can detect the misuse of technology or abuse of seat belt laws takes things up a level.

It joins mounting concern from certain privacy advocates surrounding the use of technology to track citizen’s every moves, as we recently reported on the steps being taken by some motorists to avoid the growing number of Automatic License Plate Reader (ALPR) cameras.

While it's often stated that cameras have the potential to act as a deterrent to dangerous driving and catch offenders, there is mounting concern that it also feels a lot like mass surveillance.

• ALPR (Automated License Plate Recognition) camera tech is getting smarter
• A new company is bridging the gap between cameras and connected tech
• Tools to avoid ALPR cameras are rapidly gaining popularity

More than 5,000 law enforcement departments across the US use Flock Safety cameras to track billions of license plates every month, according to a report from NBC news, helping them build an enormous database of the movements of everyday people.

But Flock is just one company working on such tech, with hundreds of new automatic license plate reader (ALPR) cameras and devices springing up daily.

More recently, 404Media has highlighted a new tech firm that aims to add phone, AirPod and Smartwatch location data to license plate readers in order to build a clearer picture about who was driving what… and when. Understandably, rebellious drivers are now fighting back thanks to a new website called DeFlock.

Leonardo's SignalTrace system is designed to scan the airwaves for signals left by myriad Bluetooth and wireless connected devices in order to link these to a license plate as it passes, potentially placing an individual in a vehicle at a specific time and place.

Leonardo says its technology uses "non-intrusive intelligence gathering" to detect publicly broadcasted device identifiers, feeding this data into an advanced algorithm so that multiple devices traveling together could link an individual to a vehicle and vice versa.

The police and other law enforcement agencies are then able to access this data, but concerns have been raised about the potential for hacking or misuse by the authorities to track personal relations.

Analysis: Privacy advocates are pushing back

In a move that aims to hand back some control to the individual, a website called DeFlock has surfaced that allows anyone to plan routes that actively avoid Flock’s ALPR cameras altogether and generally provide a more privacy-focussed alternative.

Just like most digital route-planners, users plug in a start and end point for their journey, changing how aggressively they want the software to avoid cameras, according to Carscoops.

The site will then compare a normal route to the more private alternative, suggesting how many miles and minutes a detour would take.

Website user numbers are on the increase, as organizations, such as the Electronic Frontier Foundation, have warned that Flock’s surveillance camera systems are designed to enable “mass surveillance” and are susceptible to “grave abuses”, according to its own investigations.

Last year, the EFF reported on how more than 50 federal, state, and local agencies ran hundreds of searches through Flock's national network of surveillance data in connection with protest activity over a ten-month period, for example.

With news that ALPR cameras could soon be linked to connected devices, some sectors of the general public are understandably concerned, with one Reddit user commenting: “the only hope for anything is a Digital Civil Rights movement”.

Honda’s history with electrification has been up-and-down, to say the very least. The Japanese brand has been developing EVs since the early 1990s and has been a pioneering force behind hybrid technology, but it has been rapidly overtaken by myriad rivals in the interim.

Its 2020 Honda e was met with huge critical acclaim and was actually one of my favorite cars of the era, but it was too expensive and the electric range was poor. You could argue it was ahead of its time.

But then, in a very un-Honda move, it introduced the distinctly middling e:Ny1 that, while slightly more palatable in terms of pricing and range, failed to make waves with its vanilla styling, forgettable drive and aging in-car tech.

The promise of a cutting-edge 0 Series was subsequently postponed due to mounting global pressures and supposedly declining EV demand. Even its long-winded collaboration with Sony on the Afeela project was unceremoniously brought to an abrupt end earlier this year. Honda is yet to realize its electric dreams.

However, you could argue that one tiny car has been carrying the weight of expectation on its diminutive shoulders, and that’s the Honda Super-N.

For the first time in the Japanese marque’s history, it has decided to introduce the enormously popular Kei car category to markets outside its home turf.

The Kei category, which roughly translates to ‘light’ from Japanese, accounts for around 30% of new vehicle sales in its home market. Its popularity is due to the fact that the strict size and weight regulations governing the sector allow those in densely populated areas to own a car.

In much of Japan, if you can’t prove that you have a dedicated parking space for your car, you're simply not allowed to own one. Enter the Kei car.

While the Super-N is marginally too large to be legally classified as a true Kei, it borrows much of its underpinnings from a car that is, with the small but perfectly formed Super-N aiming to prove that “small electric cars can be genuinely fun”, as project leader Hidetomo Horita puts it.

Limited release

To keep costs down, the Super-N will be limited to right-hand-drive markets (as it is in Japan), meaning the UK is one of those fortunate spots in Europe that will be able to enjoy the deliberately pumped-up styling and rascal handling.

Gone is the small petrol engine that sits in the rest of Honda’s Kei-car N range and, in its place, is a 29.6kWh battery pack and a 94bhp electric motor that drives the positively tiny 15-inch front wheels.

On paper, the Honda N isn’t particularly impressive. It takes a good 10 seconds to reach 62mph from a standstill and the top speed is pegged at a measly 83mph.

It’s also not exactly a road-trip tool, as its all-electric range is around 128 miles if you’re careful and maximum charging rates are 50kW, meaning it takes around 30 minutes to complete a 10-80% charging session.

There are concerning echoes of the Honda e here but this is a vehicle that will cost less than £19,000 (around $25,000 / AU$36,000) in the UK... not nearly £30,000 (around $40,000/AU$56,500) like its forebear.

It's also missing the point, because Honda has engineered the Super-N to be an unadulterated joy to drive and a tool for traversing towns.

“We took inspiration from the City Turbo II model of the 1980s,” Horita explains.

The car, which was a muscular, wide-bodied city slicker of the electro-pop era, featured a turbocharged 1.2-liter petrol engine and used a special processor to reduce turbo lag.

Performance figures are largely similar and the Super-N shares the same characteristics as the so-called 'Bulldog', with a surprisingly firm ride that has clearly been engineered for handling prowess rather than comfort.

Press a big purple button on the steering wheel labelled 'Boost' and the full 70kW — or 94bhp — is unleashed, often proving enough to spin up the front wheels and generally allow the Super-N to attack country roads with old-school, hot-hatch gusto.

Honda engineering

There is a special place in my heart for Honda, simply because it is a company that serially over-engineers its products. Google the Honda FC50's V-TACS system for a good example.

The Super-N is no different and, despite costing a mere £18,995 in the UK (or around £199 a month on finance), it almost over-delivers on the tech front.

In Boost mode, there’s a synthesized engine note pumped through the excellent eight-speaker Bose sound system.

But, in true Honda style, the engineers have ensured the engine noise is predominantly played through the front speakers, while an exhaust note (modeled on an Integra Type R, no less) is played through the rear speakers for a more realistic finish.

There are several levels of regenerative braking, including a one-pedal driving function, which are accessed via paddle shifters on the steering wheel. In sportier driving modes, these become gear shifters, allowing the driver to cycle through virtual cogs.

Hold the left paddle down for three seconds and the car enters a fully manual mode, with the technology even hitting a virtual rev limiter, much like the system in the far more expensive Hyundai Ioniq 5 N.

Arguably, the Super-N doesn’t need all of this additional gimmickry because the drive is engaging enough as it is, but it's neat to have it.

It’s not particularly fast or powerful, but the 1,097kg weight, well-judged steering and firm suspension are perfect for delivering big grins on the right roads.

I'd hazard a guess that most owners will leave it in Boost mode all the time and put up with the front tire bills.

Small but mightily practical

All four doors on the Super-N open at a 45-degree angle to the bodywork, resulting in a massive aperture through which to load yourself, friends or children into the interior.

Front passengers, naturally, almost rub shoulders due to the tiny proportions, but it’s perfectly capable of carrying four adults — or even five at a push.

Better still, Honda’s Magic Seats are included, which either fold completely flat or fold upright with the pull of a lever to create all manner of space-saving configurations for transporting bulkier loads.

Granted, the interior is built to a price and most of the plastics feel particularly cheap and scratchy, but the infotainment system is easy to use and offers Apple CarPlay and Android Auto as standard.

One of my biggest gripes is the lack of space for a smartphone, as all of the cubbyholes Honda provides are too small. Buy a Super-N and you’ll probably need to buy a smartphone cradle as well.

However, in a pleasing twist, the Super-N has been homologated for the UK and therefore doesn’t have to adhere to a number of annoying European safety standards.

It means the speed-limit alert comes in the form of a subtle flashing logo rather than an incessant bonging noise, while the lane-keep assist is one of the least intrusive systems I have ever tried.

It all works exactly as it should, without interrupting the drive or forcing the driver to rummage through digital menus to turn everything off — something premium players like Volvo, BMW and Mercedes-Benz could easily learn from.

According to Honda UK’s Andrew Winfield, there has been a significant uplift in sales of compact A-segment EVs, with the likes of Dacia's Spring, the Fiat 500e, the BYD Dolphin Surf and the larger Renault 5 contributing to a 300% year-on-year increase in sales volume from 2025 to 2026.

The Japanese brand is hopeful the Super-N can introduce another affordable, practical and fun electric city car to the segment, which will soon also host the Renault Twingo, but one that offers genuine driving thrills and a small reminder that Honda is still capable of automotive magic.

• Lego celebrates the Koenigsegg Sadair's Spear with life-size model
• It is made from 327,906 Lego elements
• A slightly less challenging 4,104-brick version is available to buy

Lego’s Technic sets might push the boundaries of what’s possible with a bunch of plastic bricks, but the company isn’t content with simply offering lifelike models of high performance cars for adults to painstakingly build on a damp weekend.

This week, the Danish toymaker decided to unleash a life-size version of its own 4,104- piece, 1:8 scale Technic Koenigsegg Sadair's Spear model — itself based on the real Koenigsegg that set a record at Goodwood’s famous hillclimb during last year’s Festival of Speed event.

It’s all very meta, but the 1:1 version managed to drive down arguably one of the world’s most famous residential driveways at a speed of 69mph with, you guessed it, the very same Koenigsegg test driver who set the record last year at the wheel.

While it is impossible to build a fully drivable car entirely from Lego (if only), the teams behind the huge model said that the project took 9,400 hours to develop and construct, with some 327,906 Lego elements required to fashion the bodywork. This alone weighs in at 880 pounds (400kg).

The overall build tips the scales at a hefty 3,900 pounds (1,800kg) but features genuine Koenigsegg wheels, an FIA-spec roll cage and a small electric motor that drives the rear wheels. The 1,603bhp 5.0-liter twin turbo V8 from the Sadair's Spear likely didn’t fit.

Speaking to Top Gear, Lego’s design lead Lubor Zelinka said the brief called for a Lego Technic vehicle that could "go very fast" and, as a result, it was the "most complex build in the least amount of time of all the Lego Technic cars".

Zelinka also revealed that there are a number of excellent easter eggs dotted around the build, including the fact that part of the headlamp canopies are from Lego Star Wars ships, while sections of the Koenigsegg’s famously intricate Triplex suspension system are taken from a Ninjago set.

Where can you buy one?

Lego says that the Technic Koenigsegg Sadair’s Spear Megacar set (model number 42232, for brick fans) will be available in July priced at $449.99 / £399.99 / €449.99, but the 1:1 replica is, unfortunately, for internal use only.

Clocking up 69mph along Goodwood’s famous hillclimb route makes it the fastest Lego Technic Big Build car ever, knocking the McLaren P1, piloted by F1 driver Lando Norris, off the top spot. That managed a measly 40mph.

While not confirmed, it’s highly likely ticket holders to this year’s Goodwood Festival of Speed event in the UK will be able to get up close and personal with the audacious build that, when Ghost Mode is activated, will see the doors, bonnet and engine cover slide open so you can have a good look at the suspension system. Nice touch.

• Tesla-styled vacuum cleaner arrives in Germany
• The company is aiming to make the charging experience feel premium
• Air pumps and free Wi-Fi are expanding across the network

A Tesla owner has spotted what is believed to be the first branded vacuum cleaner at one of the company’s Supercharger stalls in Germany.

The site, which is located in Pforzheim, Germany, also features a small indoor lounge and now, the ability to clean out grubby interiors while owners wait the 15 to 20 minutes for batteries to brim.

Much like the rollout of many Tesla features over the years, the vacuum cleaner's appearance seems relatively random, with no other sites reporting the technology cropping up just yet.

According to Not a Tesla App, the vacuum cleaner is free to use for Tesla owners, although a closer look at the imagery posted on X appears to show an RFID card reader at the front of the boxy, white unit, which could just be a payment for rival EV owners using the Supercharger network after it opened up to the wider electric vehicle audience.

We reached out to Tesla’s UK press department to ask whether this amenity is slated to be rolled out to other sites in the future, how much it costs for non-Tesla owners, and what other Supercharger accessories Tesla might be working on next. However, we have not yet received a response.

Analysis: more amenities in the pipeline?

Since Tesla fired around 500 employees from its Supercharger division in 2024, network deployment has slowed down.

In 2024 alone, reports suggest there was roughly a 19% reduction year-on-year, causing stress among owners that there wouldn't be enough facilities to go around.

But more recent statistics suggest that the number is back on the rise, with the total number of supercharger connectors reaching 73,817 at the end of 2025, marking an 18% year-on-year increase — this includes the addition of new V4 charging stalls that promise much higher charging speeds.

With an increase in overall charging sessions, Tesla has started sporadically adding extra amenities at certain locations, such as air compressors in Goulburn, Australia, which help keep tires at a healthy pressure level.

But in true Tesla fashion, there’s no clear road map on what amenities will appear where, so it’s simply a case of turning up and hoping your local Supercharger is next in line for a glow-up.

• The R2 model will receive radio through the iHeartRadio app
• Customers have pointed out potential issues with the cell signal
• More automakers are phasing out radio tuners in their vehicles

A number of automotive manufacturers have begun phasing out AM and FM radio tuners from their vehicles, instead relying on connected apps to tune into both digital radio and FM channels.

Tesla famously ditched FM and AM tuners in some of its new cars this year, while BMW, Volkswagen, and Mazda began removing AM radio tuners in the early 2020s, citing interference from electric powertrains.

It turns out Rivian, the maker of hardy, off-road electric vehicles, will join that growing list of manufacturers that don’t ship models with an AM or FM tuner, as eagle-eyed internet sleuths discovered that the latest R2 uses an iHeartRadio app for its radio-based music, news, and entertainment.

The news surfaced after an image of an owner’s manual started circling on Reddit forums, appearing to show a list of media sources offered by the R2, but FM radio was not among them.

Some off-road enthusiasts have aired their grievances over the decisions, stating that cell signal is often patchy or sometimes non-existent in remote areas, while emergency broadcasts and road-specific information are still broadcast on AM carrier waves.

“I listen to sports talk radio, and while I am able to get it via bluetooth on my phone via an app, sometimes I just wanna listen to it live in the car while I'm out on a quick jaunt,” one Reddit user commented.

While another said, “they do realize large swaths of this country still don't have data coverage, right?”

Analysis: Rivian could alienate buyers

Back in 2023, a group of bipartisan U.S. lawmakers introduced legislation to ban automakers from removing AM broadcast radio in their new vehicles, citing that the act undermines a federal system for delivering key public safety information to the public, according to Reuters.

The bill still hasn't been passed, but numbers suggest that traditional radio listeners are declining, with Edison Research finding AM/FM radio’s share of in-car ad-supported audio dropped from 90% in 2019 to 83% in 2025.

The picture is even gloomier for AM radio in the UK and Europe, with the BBC reporting that fewer than 100 stations across Europe still broadcast services on AM. The BBC is even shutting down its Radio 4 Long Wave service after almost 100 years of broadcasting.

That said, Europe has made the switch to digital radio — or DAB — much faster than the US, where AM radio is still popular. According to Nielsen data, around 82.3 million Americans still listen to AM radio every month, which equates to roughly one in three US radio listeners.

The decision to remove traditional radio tuners from the Rivian R2 might not exactly impact the younger demographic Rivian is aiming for, but it could still limit its appeal to a wider audience — one that is perhaps considering switching an older gas 4x4 or pick-up for something modern and electric.

• Gemini calls have stopped working on Android Auto for some
• Many users are going back to Google Assistant
• Google is promising that a fix is now on the way for the issue

Update: Google has confirmed that "We are aware of an issue preventing some users from making calls with Gemini on Android Auto and mobile devices. A fix is now available, and users can resolve this by updating their app to the latest version in the Google Play Store." Our original story is below.

Gemini hasn't been available through the Android Auto dashboard for long, but users are now running into problems with making calls through the AI assistant — and some are even switching back to the older Google Assistant out of frustration.

As spotted by 9to5Google, multiple reports of this issue are popping up online. When an attempt to make a call through Gemini on Android Auto is made, an error message shows up: "Something went wrong. Please try again."

This also seems to be affecting Gemini-initiated calls on Android itself, to some extent. While it's being widely reported, however, it doesn't seem to be affecting everyone, and in some cases comes and goes intermittently.

This Reddit thread details a couple of workarounds that might work: either going back to Google Assistant, or uninstalling the most recent updates for the Google app on Android. The problem does appear to have appeared rather suddenly.

A fix is coming?

It's fair to say that the switch over to Gemini hasn't been a perfectly smooth one, which is perhaps to be expected when millions of devices all move from one AI assistant to another. Gemini has also had problems getting to grips with smart home devices.

Online reactions are overwhelmingly negative, as users find themselves without calling functionality in their cars. "The whole Gemini migration has been a dumpster fire," says one commenter on Reddit, while "absolute rubbish" is another prominent post.

There is some light at the end of the tunnel. An official Google post on Reddit suggests that a fix is rolling out for the problem — though the comment immediately below it says that the bug is persisting, even after updating.

If you're experiencing this issue and don't want to uninstall updates or go back to Google Assistant, all you need to do (hopefully) is sit tight: make sure you apply any updates to Android, and the Google and Gemini apps on your phone, as they show up.

• Automatic plugging in, unplugging, and remote control
• Xiaomi Auto is reportedly the first to bring the technology to market
• It will only be compatible with Xiaomi’s electric vehicles

Back in 2014, Elon Musk took to Twitter to state that the company was working on a robotic EV charging solution that “automatically moves out from the wall & connects like a solid metal snake.”

Fast-forward a year, and Tesla actually showcased a functional prototype (the video is still on YouTube), but the project failed to materialize.

Despite not officially being dead, there’s a high chance Tesla’s slithering metal snake charger is too complicated, too expensive, and perhaps too “out there” to bring to market.

The company also scrapped its plans to unveil a wireless charging solution for Tesla charging at home.

However, Chinese tech giant Xiaomi is pursuing an automated robotic charging system for (presumably) wealthy SU7 and YU7 owners in China, as it has just unveiled a unit that’s compact enough to reside in a residential garage and literally takes the heavy lifting out of charging.

According to its maker, the robotic charging arm automatically initiates charging. Owners can simply park and walk away without needing to issue any commands or perform manual operations, Car News China reports.

Once the charging session is complete, the robot will then automatically unplug the charging connector and house it neatly away in its own storage unit.

There’s also the option for users to initiate a charge via a smartphone, so long as the vehicle is parked within reach of the telescopic arm. This eliminates the need for owners to physically be near a vehicle

There is currently no word on price, although the short promotional video released by Xiaomi appeared to show a ‘production-ready’ product in a real-world setting, meaning the technology will likely go on sale in China in a matter of months.

Analysis: are unwieldy cables on the way out?

Only recently, Porsche announced its wireless charging pad for the Cayenne electric, which allows owners to drive over it and seamlessly charge the vehicle without the need to touch often dirty, heavy EV cables that spend their lives outdoors.

In China, it appears that a number of companies are already working on solutions that mean customers won’t have to get their hands dirty, as Aito showcased its Aito M8 pure-electric version using a robotic arm to charge last year.

Fellow Chinese automotive manufacturer Li Auto also stated last year that it was working on robotic charging arms, although its solution is designed to make its public charging network more convenient to use.

Given that modern electric vehicles are already equipped with the sensors and technology needed to communicate with a robotic charging arm, it seems logical that this could be the next step toward futuristic, seamless charging.

The ability to simply pull up at a charging stall and walk away from the car while cutting-edge tech takes care of the rest would be another — admittedly very expensive and complex — unique selling point for electric propulsion in general.

• BYD’s ultra-fast charging is not just for China
• Company demonstrates a five-minute charge at its UK HQ
• Only one European model will be compatible, but more will follow

BYD showcased its five-minute EV Flash Charging technology at its West London headquarters this week, inviting guests and journalists to witness a Denza Z9 GT — the Porsche Taycan rival from BYD’s premium brand — charge its batteries from 10 to just shy of 100% in nine minutes.

The Flash chargers, which can deliver a peak power of 1,500kW (1.5 megawatts), far exceed the performance of today's ultra-rapid chargers, which in most places peak at around 350-400kW.

This next-generation technology has, in the words of BYD’s UK boss Bono Ge, the potential to “change people’s perceptions of electric cars”.

During the demonstration, BYD invited a member of the audience to take hold of the charging gun, which is a standard CCS 2 connector (therefore can be used by most EVs), and plug it into a Denza GT 9 with a pre-depleted battery that showed 10% on its infotainment display.

In order to assist with the heavy, actively cooled cabling required for such speeds, BYD has designed its Flash Charge system to look a bit like regular fuel pumps, with a pulley system that keeps the cables overhead and away from the floor, as well as making them easier to move.

Once plugged in, the charging session automatically began, and a BYD representative started the stopwatch. In a matter of minutes, the Flash Charge technology had added 200 miles of range, with the 10-70% charge taking just five minutes. Four minutes later, the battery was at 97%.

“Ready in five, full in nine and if it’s cold, add three minutes,” BYD’s EV charging boss, Diego Pareschi, explained during the launch, claiming that even in the harshest climates, it will still only take 12-minutes to fully top-up a battery, not the hours it can take some rivals.

A massive European rollout

According to Bono Ge, BYD plans to introduce some 6,000 Flash Charging stalls outside of China by the end of 2027, with 3,000 operating in Europe and around 300 earmarked for the UK.

“We are already working with BYD dealers, established Charge Point Operators (CPO) and special partners, like supermarkets, fast food restaurants and other high traffic areas to set up Flash Charging locations,” Bono Ge told us.

When pressed on the logistical and planning-permission challenges that such high-power charging outlets face, Ge said that BYD’s on-site battery storage solution makes it easier to navigate the red tape.

A Flash charging stall uses a huge, 400kW battery stack to assist in delivering such high charging speeds, meaning BYD doesn’t have to place such a big demand on the local grid.

It also means that the on-site batteries can be charged overnight, when electricity is cheaper, with the savings potentially passed on to customers.

“I think in the ideal situation we want is to be sub-50 pence per kilowatt hour,” Ge said during our discussions.

That’s between 30-40p (30¢-40¢) cheaper than most ultra-rapid public chargers that are currently situated at high traffic areas in the UK.

Ge did add that the company was looking to “prioritize” its customers at first and had to find ways to appease CPOs so it didn't undercut them. But he went on to stress that Flash chargers are universal and are therefore available for any EV to use, although at much slower charging speeds.

The trickle-down effect

BYD’s EV charging boss, Diego Pareschi, stated that all BYD cars with the second generation of its Blade Battery technology will be capable of Flash Charging, but the company stopped short of revealing exactly what models will be coming to the UK and Europe.

Right now, the Chinese company is gearing up to launch its premium brand Denza outside of China, with the Z9 GT poised to offer Porsche Taycan and Audi e-tron GT levels of sophistication and performance at a lower price.

Pareschi said that Denza customers will benefit from 18 months of free Flash Charging when they purchase a Z9 GT, in a move that echoes Tesla’s previous incentives.

BYD continues to post record-breaking sales figures in the UK and Europe but says that it is reinvesting back into those markets, with €2 billion set aside for the Flash Charge rollout alone.

According to Ge, each charging stall costs around £500,000-£1 million (around $670,000/AU$955,000) to install, depending on the complexity of the build.

• Electrogenic has teamed up with a Hollywood star for another EV project
• Two Land Rovers and three classic Harley-Davidsons go electric
• Partnership is for the new series of On the Roam

A UK-based conversion company that specializes in developing electric powertrains for classic vehicles has revealed that it has re-engineered five of Hollywood star Jason Momoa’s cherished machines for a new series of HBO's On The Roam.

The list of vehicles includes two very rare Land Rovers and three vintage Harley-Davidsons that were all first produced in the 1920s.

Electrogenic and Momoa have history in so much that the company converted his 1929 Rolls-Royce Phantom II to electric power back in 2024, but the most recent project was even more ambitious.

“The technical challenge with the Land Rovers was to introduce electric power while retaining the original four-wheel-drive transmission, which is what gives these iconic vehicles their unrivaled off-road capabilities,” explains Steve Drummond, CEO at Electrogenic.

The Harley-Davidsons were perhaps even more complicated, as they have been converted to run on either electricity alone, petrol power or a hybrid mix of the both. Better still, they now offer electric start, so no more broken tibias trying to kick-start the old petrol engine.

Momoa’s 1949 Land Rover Series I 80 conversion centers around a compact 48kWh battery pack that has been neatly packaged into the original engine bay, replacing the old 1.6-liter four-cylinder petrol engine.

Batteries are housed in a bespoke enclosure designed to match the vehicle’s aged patina, helping preserve the classic looks while introducing modern EV technology beneath the skin.

Power comes from a 150kW electric motor, although torque has deliberately been dialed back to suit the lightweight nature of the original vehicle and retain its driving characteristics, rather than creating a souped-up monster.

The all-wheel-drive transmission remains, along with all of the original low-range functionality, complete with mechanical levers.

The conversion also adds CCS rapid charging capability and delivers a real-world range of more than 150 miles, all without cutting, drilling or permanently altering the original vehicle.

I drove Electrogenic's amazing DeLorean back in 2024 and can fully vouch for the work it does — it's nothing short of fantastic.

Analysis: Conserving history, one electric motor at a time

Momoa claims that his electrified Harley-Davidsons, which use rear hub motors from Maeving motorcycles and batteries tucked in discreet, purpose-built panniers, are “the best thing we’ve ever made”.

“I’ve ridden on an e-bike before, I’ve ridden on e-bicycles, I’ve ridden on e-motorcycles, but the idea of riding on an old (electrified) bike, it was just unlike anything I’ve experienced,” he said, stating that the ability to switch to the petrol engine just increases the versatility.

Electrogenic says that, like with many of the other previous projects, ‘plug and play’ kits have been produced that now allow owners of other vintage cars and motorcycles to have their vehicles discreetly converted to electric power, without the massive overheads of the initial R&D phases.

Conversion kits for a Classic Mini, for example, start at around $20,000 / £15,000 / AU$28,000, while older Land Rover Defenders can benefit from emissions-free, near-silent propulsion from around $32,000 / £24,000 / AU$45,000. The FD / JD Harley Davidson kit is also available from Electrogenic for $19,500 / £14,500 (around AU$28,000).

It’s certainly not cheap, but it could be one of the simplest and most reliable ways to keep aging classics on the road.

• EV adoption in China has prevented as many as 262,000 premature deaths associated with air pollution since 2010
• The move to EVs, which also aligns with China's goal of becoming a carbon-neutral nation by 2060, has reduced PM2.5 and nitrogen oxides considerably
• With Chinese power generation still heavily coal-dependent, critics point out that EVs might just be clean at the destination until a fundamental shift in how the grid is supplied is implemented

A recent study by researchers in China points to reduced air pollution linked to EVs, saving as many as 262,000 lives by lowering local populations' exposure to pollutants.

The study indicates that reduced exposure to microscopic (fine) particulate matter (PM2.5) and nitrogen oxides, thanks to increased EV adoption by consumers, has resulted in thousands of lives saved annually in the region.

It pointed out that reduced emissions of carbon monoxide, nitrogen dioxide, and other pollutants from ICE (Internal Combustion Engine) and hybrid vehicles have directly contributed to lower mortality rates, especially in urban centers.

An urban-centric 'miracle?'

The study, which used satellite data to examine changes in both rural and urban settings, found that carbon monoxide and PM2.5 levels were down 30% and 23%, respectively, compared to a hypothetical scenario in which EVs were not in play.

The research indicates that this directly prevented the deaths of as many as 262,000 people by reducing deaths related to lung cancer, respiratory illnesses, strokes, and heart diseases.

This is not an event in isolation; however, China has invested hundreds of billions of dollars in incentives, including subsidies for EVs and efforts to encourage a local EV market, resulting in EV giants that are massive global brands such as BYD and Geely.

The effect is not unique to China; an earlier study based in California also reported similar findings, indicating lower air pollutant levels in areas with higher EV adoption, with some areas indicating a near 4% drop in nitrogen dioxide pollution.

The findings, in tandem with a study in 2025, indicate that the overwhelming beneficiaries of such moves are urban centers, while rural or "economically small" cities in China exhibit a much smaller decline in nitrogen oxide emissions.

This can be linked to an unequal distribution of EV adoption, with limited infrastructure and spending power, essentially capping the benefits of 'clean' tech and benefiting smaller communities.

While EV usage in China continues to save lives, the results are called both "encouraging and sobering" by a co-author of the study. It does point out that the onus for much of this falls on its larger, wealthier (and more urbanized) cities, which can afford newer vehicles, even as smaller cities continue to lag behind in a country where more than half of all cars sold last year were electric.

Concerns about how said EVs are 'charged' persist, suggesting that the emissions might essentially only be rerouted rather than actually eliminated from the ecosystem. China continues to meet nearly 55% of its energy demand, including EV power needs, using coal as of April 2026, even as the country aims to increase the share of solar, hydropower, and wind-based generation to meet its carbon neutrality goals.

• 110 or 137-inch self-folding TV
• Bugatti design cues, materials and color finishes
• Pricing available on request; expect six figures

Back in 2024, we got to see a "brain-bending" TV in person: a 137-inch self-folding micro-LED TV. It was called the C SEED N1, and now it's back with in a new Bugatti-inspired form.

The C SEED BUGATTI N1 takes styling cues from the rather beautiful Bugatti Tourbillon supercar, with a side profile mimicking the C-line design that makes Bugattis so visually distinctive. And as before it contains a self-folding 4K micro-LED TV in a choice of 110 inches or 137 inches.

Made in Austria, the BUGATTI N1 features materials and finishes — including carbon fiber and aluminum — inspired by Bugatti’s Tourbillon hypercar as well as taking on some of its shape.

There’s also a fully integrated Wisdom Audio sound system hidden inside the structure, with speakers that extend outwards when activated and disappear again once the Netflix doom scroll is over.

Pricing is very much in the "if you have to ask, you can't afford it" bracket. But the 2024 N1 was expected to cost $283,000 / £285,000 (about AU$394,925), and reports have stated that a previous Porsche Design folding TV cost around $400,000, so clearly you're looking at supercar money.

C SEED BUGATTI N1 self-folding TV: key features and availability

Seeing the TV unfold is still brain-bending. The "sculptural sideboard" unfolds and rotates to become vertical, its five micro-LED panels becoming a single enormous 4K screen. There's an embedded video of it here.

The big challenge with foldable displays has traditionally been visible seams and panel inconsistencies, but C SEED says its patented Adaptive Gap Calibration system effectively eliminates the joins between the moving panels.

Refreshingly C SEED has published the specs of the system rather than opting for discretion. The contrast ratio is 30,000:1, peak brightness is 1,000 nits, and the sound system has a frequency range (including the subwoofer) of 60Hz to 20kHz.

Unfortunately if you're a gamer this might not be the TV for you: its three HDMI ports are HDMI 2.0, not 2.1. Seems a little cheap…

Like most people I couldn't afford one of these TVs in a million years but I love the fact that it exists: like the weirdest luxury hi-fi speakers it's both spectacular and a bit silly at the same time.

But if you happen to have six figures to spare and your garage already contains a Bugatti Tourbillon, a folding television probably feels perfectly reasonable. The TV is being "presented to discerning customers" through CDEED's partner network worldwide, and you can see more of this very unusual TV on the C SEED website here. There's even a book you can download.

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