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.

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.

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.

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.

• 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.

• 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.

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.

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.

• 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.

• 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.

Thinking of buying a new TV?

Try our TV size and model finder! You tell it how far you sit from your TV, we'll tell you what size to buy based on viewing angle advice from image quality experts, and we'll recommend our three top TVs at that size for different prices.

• Ferrari has unveiled the Luce, its first electric car
• It's partly designed by ex-Apple design guru Jony Ive
• The design has received mixed reactions online

We got our first look at the cockpit of the Ferrari Luce back in February, and now the entirety of Ferrari's much anticipated, first electric vehicle has been revealed — accompanied by rather a mixed reaction from drivers.

As Motor1 reports, the car was partly designed by LoveFrom, the luxury design company headed up by Jony Ive of iPhone and iPad fame. It packs in four electric motors and up to 1,050 horsepower, and retails for €550,000 and up (about $640,000 / £475,000 / AU$895,000) — but it's the design that's attracted the most attention.

One commenter on Reddit has described the car as "giving Waymo" vibes, while another says the design is "somehow worse than I could ever have imagined". Another comment sums up the general reaction that we've seen online: "Ferrari have absolutely and completely lost their minds."

The reaction from the rest of the industry hasn't been all that positive either. It comes across as a "mix between a Honda Accord EV and Tesla 3" according to analyst Pierre-Olivier Essig from AIR Capital, Bloomberg reports. "We are lost in translation with Ferrari’s new strategy."

It's fair to say the aesthetics of the Luce haven't met with universal approval, but Ferrari knows it doesn't necessarily have to appeal to the masses on Reddit. The manufacturer sells less than 14,000 cars per year, and as long as there are enough people taken with the charms of this new model, it will do just fine.

'Multi-touch shouldn't be in a car'

In an interview with Cleo Abram, Jony Ive and Ferrari Chief Designer Flavio Manzoni have gone into more detail about the thinking behind the design of the Luce. In particular, Ive talks about moving away from the multi-touch design of the Apple products he designed, which can be seen on large car dashboards from the likes of Tesla.

"Multi-touch shouldn't be in a car, I believe," says Ive, while also saying it's a "fabulous technology" that suits the user interfaces of phones and tablets. "If you're having to do basic things, it requires of course by definition that you're not looking where you're going, and you're looking at a display."

There is a central touchscreen in the Luce, but it's reasonably compact in terms of its size, and only requires single taps — guided by a handrail along the bottom. There are also plenty of dials and switches throughout the cockpit for more direct, tactile control of the car, with some clever lighting effects attached.

This is a vehicle that can get up to 100 kilometers (62 miles) per hour in 2.5 seconds, with a top speed of more than 310 kilometers (193 miles) per hour. The range on a single charge is quoted as being 530 kilometers (329 miles). For those drivers who are taken with the looks and specs, initial orders are now open.

"The obvious thing or certainly the easy, lazy thing to do would be to mimic what people are familiar with," Ive adds. It's certainly a divisive, bold design — which has had plenty of jibes aimed at it — but let us know what you think in the comments below.

• Google announced that music apps in Android Auto will be getting big design upgrades
• Developers will be able to have more flexibility when designing their app experiences across dashboards with Android Auto
• Improvements include more content layout templates, better visual headers, and smoother navigation features

The experience of listening to your favorite tunes in your car could soon be transformed, with Google giving developers of apps for Android Auto more flexibility when designing their apps to improve layouts and enable easier navigation.

Last week Google announced a major AI-powered upgrade of Android Auto. The Android Auto 17.0 beta is now available, and at its I/O 2026 developer event Google has teased some of the changes coming this year, including revamp of several of the most popular music apps, including Spotify, YouTube Music, Amazon Music, Gaana, PocketFM, and TuneIn.

An update to the Car App Library will give app developers more options for how they want content-browsing and playback to appear in Android Auto. Until now, developers have faced restrictions on layout designs due to safety concerns, and this upgrade gives developers more freedom with designing their apps to provide minimal-distraction experiences across different dashboard types that support Android Auto.

The company will be increasing the adaptability of templates to give developers more content layout options, which includes new headers to improve visual elements, as well as “spotlight sections that can be placed in scrollable areas to highlight specific content, and grid item variations to support different content types and states”.

Google details the changes in further detail in a post on its developer blog, adding that it will also be “introducing new components and template capabilities to help developers build even more engaging experiences”.

“For media apps, we're introducing an adaptive mini-player, so users can browse while still easily managing playback,” the post says, adding “Finally, we're adding more component types including Chip and CondensedItem to increase the ways that content can be displayed and interacted with.”

Some developers have already started using Android Auto’s new layout options to revamp their car app experiences, and Google is inviting more developers to join its early-access beta program and start using the new or Car Library App templates.

• Breame's Sensify brakes are entirely electric
• It has announced the first car is being produced with them
• We don't yet know which car brand will use them

The biggest car revolution in years, or a serious safety downgrade? That’s what drivers are wondering after parts manufacturer Brembo announced its all-electric Sensify braking-by-wire system is going into a production car — saying goodbye to traditional hydraulic brakes entirely.

Breame says Sensify uses data from the vehicle, the driver, and the environment (such as road conditions) to apply an appropriate braking force to each wheel independently. According to the company the system is safer as it gives a greater sense of stability compared to traditional braking, and leads to a smoother braking experience — eliminating the panic that causes nervous passengers to reach for a grip handle according to Breame.

It also argues this system is easier to maintain because it doesn’t require brake fluid, and it’s apparently easier on your tires.

While it is currently remaining tight-lipped on who is behind the vehicle that will deploy Sensify — though we know it has worked with Tesla, Ferrari, and Maserati — the product page FAQ stresses the usefulness of Sensify in autonomous vehicles, especially in a fleet that can share driving data between multiple vehicles, so I wouldn’t be surprised if Sensify’s customer has major autonomous vehicle ambitions.

An accident waiting to happen?

Seeing this story on my timeline today my initial reaction matched that of many online: “Surely that can’t be safe.”

While our tech is normally incredibly reliable we’ve all experienced glitches. Normally these problems are a minor frustration for a few minutes, but if there’s an electrical hiccup when you’re trying to brake the consequences could be much more of a problem.

But as I spent a bit of time looking into things, an electrical breaking system isn’t quite as scary as it first seems.

Firstly, a lot of us probably don’t use our hydraulic brakes that often in 2026 — hybrid and electric vehicles still have them, but also offer regenerative braking which slows the car while also recharging it, and a lot of drivers rely on that for their daily journeys.

Secondly it’s not like hydraulic brakes are perfect. They wear down parts, and can also fail or have reduced effectiveness if not looked after properly.

As for safety, Breame has been working on this tech for years, with it first being presented five years ago in 2021, so I’d hope it would have various kinks worked out by now. Plus cars are heavily regulated. If a manufacturer wants to deploy this tech they’re likely confident that it has the necessary fail safes to convince regulators it’s roadworthy.

As with all new tech we’ll need to wait and see how the rollout progresses, but if things go how Breame hopes, 2026 could be the beginning of the end for hydraulic brakes.

• Android Auto widgets look set to be arriving soon
• They've been spotted hidden in the latest Android Auto app
• The available widgets match the standard Android ones

With the Gemini AI upgrade now installed for Android Auto users worldwide, Google is turning its attention to another feature for the vehicle dashboard interface: widgets that match the ones on your phone home screen.

The first signs of this were actually spotted months ago, but in the latest version of the Android Auto app, the folks at Android Authority have spotted more hidden code that suggests support for widgets isn't far off now.

When the feature does go live, there will be a new Car widgets option in the settings for Android Auto, based on the newly discovered screen images. From there, you get taken to a widget picker not unlike the one for a phone home screen.

It's not clear when Google might decide to start rolling out this feature to users, but it looks pretty finished. The Google I/O 2026 event is happening later this month, on May 19-20, which would be a suitable time for an announcement like this.

Sign me up

From the code and the screens dug up by Android Authority, it looks as though a lot of the same widgets available on Android itself will also be supported by the Android Auto interface — and I'm keen to give them a try.

From countdown starters to calendar previews, from battery charts to fitness info, I make extensive use of widgets on the home screen of my phone. Having them on my car dashboard too would be genuinely useful.

Space is restricted on an Android Auto display of course, so it'll be interesting to see how Google actually implements this — especially if Google Maps is in navigation mode, which will necessarily have to take up a lot of the room on the display.

Hopefully Google manages to implement this in a way that isn't overly clunky — and in a way which doesn't require any subsequent updates to squash persistent bugs — and if so, I'll be adding some widgets immediately.

• A major fix for Android Auto seems to be on the way
• It would allow alarms to be dismissed from the vehicle dashboard
• Users have been requesting this for years now

If you're an Android Auto user, you'll know that you can't dismiss alarms from the vehicle dashboard — you have to do it on your phone. It's a frustrating inconvenience, but one that Google is apparently getting around to doing something about.

The team at Android Authority has discovered that the ability to both snooze and stop alarms is hidden in the code for the latest version of Android Auto. These options will appear on the Android Auto screen when a phone is ringing.

As the report points out, it's been something users have requested for close to a decade at this point. It also feels like a basic function that really should've been added by now, considering everything else Android Auto is capable of.

While alarms could be dismissed via a Google Assistant voice command, this isn't something that Gemini can do yet. The next-gen AI assistant is now rolling out to Android Auto users, but without being able to control alarms.

Still plenty of fixes to go

The newly discovered code isn't enabled yet, so it's not clear how long we'll have to wait before this goes live. However, the Android Authority team was able to manually activate it to bring up the on-screen options.

Reactions on Reddit to the appearance of this code have been most similar: there's a feeling that this shouldn't be difficult for Google to implement, and that there are lots of other Android Auto issues that also need addressing.

One poster says "it should not be hard" to add the functionality, while another is complaining about Android Auto "crashing every 10 mins" — an indication that the software experience isn't ideal for everyone at the moment.

At least the software engineers do seem to be hard at work on Android Auto: we've recently seen an issue with Do Not Disturb addressed, while navigation mode has also been given some useful EV upgrades.

Unlike most airplanes or helicopters, I saw the all-electric Joby Air Taxi long before I heard it. It was cruising silently around Governor's Island and past the Brooklyn Bridge in New York as it made its approach to the NYC Downtown Skyport in Lower Manhattan. When it touched down moments later, it made history, completing the first point-to-point EV air taxi demonstration in New York City history.

As someone who's been following the growing eVTOL (electric vertical take-off and landing) industry for almost a decade, this was a watershed moment for me, too. Never, in all that time, had I seen one in flight. Yes, I missed the smaller New York City Joby prototype demonstration in 2023. Still, the truth is, these EV vehicles, which can perform vertical takeoffs before converting into basically airplane mode, have yet to receive the necessary Federal Aviation Administration (FAA) clearance. And with how slowly bureaucracy moves, I assumed it might be another decade before I'd see one in flight outside of a highly controlled test, airfield.

Yet here I stood under partly cloudy skies with minimal wind, watching the Joby drop down from the sky, its 6 propellers guiding it to a perfect three-point landing.

Easy EV to fly

Pilot Buddy Denham hopped out wearing a snappy, blue Joby's jump suit and greeted me warmly. I asked about how hard it is to fly what looks like a cross between a giant drone and a classic airplane.

The EV, which will fly four passengers and a pilot once certified by the FAA, is "highly augmented fly by wire," explained Denham. This means that while he controls speed and altitude with physical controllers, much of what happens is when he tells the flight control system what he wants, and it carries it out.

Denham should know. Before joining Joby seven years ago, he was with the Navy, where he helped develop a unified control concept for the F-35 fighter jet's hover system, essentially the same system the Joby aircraft uses today.

While Denham described the Joby Air Taxi as "easy to fly," it is a complex air vehicle that does the neat trick of converting back and forth from hovercraft to, basically, aircraft. Denham gestured toward the two most forward of the six propellers and explained how they start facing up to support vertical liftoff and then automatically tip down to face forward to support airplane-like flight.

A turning point for the eVTOL industry

"We're excited that this is going to transform how people move around New York and the world." Joby CEO JoeBen Bevirt told me shortly after the flight demonstration.

That transformation is about noise and air pollution. As an all-electric vehicle capable of traveling up to 200mph, the Joby Air Taxi produces zero emissions and, unlike the majority of helicopters flying over and around New York, it is whisper-quiet when in the air. While the noise level rises appreciably as the eVTOL is lifting off or landing, it's by no means ear-piercing. One company representative told me its in-flight "acoustic profile is 100 times lower than a helicopter."

Perhaps nothing drove that point home more forcefully than when Bevirt was speaking to the assembled crowd as a large helicopter inexplicably (or purposely) pulled up to the skyport and hovered in space for a minute, essentially drowning out Bevirt's speech.

Bevirt later told me that this is a pivotal moment for Joby and the industry and believes the day's flight is "a good indication of where we are going."

It's notable, though, that the pilot flew alone and only over water. Without FAA approval, the Joby Air Taxi, which could just as easily land in your backyard as this skyport, cannot fly over land. Joby's efforts, though, were fast-tracked by a recent FAA eIPP (eVTOL Integration Pilot Program).

Triggered by an order from US President Donald Trump, the eIPP helps foster public-private partnerships and made the day's flight, a joint operation between Joby and the New York and New Jersey Port Authority, possibly. Full FAA clearance will still be necessary before you catch a Joby from JFK.

Is it safe?

In the meantime, Joby's latest production prototype is jam-packed with safety features, including multiple redundancies that make it possible to continue flying if one of the six propellers fails. Even inside each propeller is a dual system to prevent failure.

Joby representatives believe they may get FAA clearance to fly as early as next year. If so, customers will use the Joby app to book flights, much like they would an Uber. In fact, Joby and Uber are partners, and the idea is that you could book one trip that includes a Joby flight out of JFK and an Uber to pick you up at the skyport.

There's an undeniable cool factor to vertical liftoff from JFK and touching down at your destination, but from a practical perspective, you have to ask why. What's the benefit of living this George Jetson existence? Why not just take an Uber from JFK to Midtown Manhattan? Joby CEO Bevirt has the obvious answer: "5 minutes instead of an hour," he grinned.

While this day's flight took 10 minutes from point to point, a Joby that's allowed to fly over land will get the job done in as little as five minutes.

That sounds amazing, but one can only imagine the costs will be sky (ahem) high. A Joby spokesperson admitted to me that "initially the price might be a bit higher," but they "want to make this accessible to all." Ultimately, it should cost no more than a comparable Uber Black ride. So figure, if and when this operation gets off the ground, $150 per ride.

With a spacious cabin, four leather seats, and big windows, the Joby EV air Taxi could someday be the perfect New York City sightseeing vehicle, but first, the company has to build its EVs. This production prototype is close to the final EV, but Joby still has to build more — a lot more.

Even here, though, the company is bullish. As a vertically aligned company, it builds the components it needs in Ohio and assembles the EV Air Taxis in California. A Joby spokesperson told me that by 2027, they hope to eventually build four aircraft a month.

When Joby has enough Air Taxis and is certified to fly, its first passenger will be CEO Joben Bevirt. When I asked if the vehicles were safe, he said, "Absolutely," and when I followed with if he would be the first passenger, he quickly added, "I am."

Vantrue Pilot 2: two-minute review

It’s becoming increasingly difficult to stand out in the overcrowded dash cam marketplace. However, Vantrue is having a stab at it with the Vantrue Pilot 2 dash cam, which the brand claims is the world’s first model to incorporate thermal imaging. This is certainly a first for me, and having reviewed the best dash cams on the market, this three-channel model plus the thermal camera did sound promising.

The Vantrue Pilot 2 dash cam has been in development for a while, with a Kickstarter campaign launching the initial design and production set to commence around now, with deliveries expected in the middle of the year. However, while the thermal imaging is a draw, the main appeal of this package is how it can used to bring a host of smart features to older cars. This is down to the other major feature, the touchscreen hub, which works rather like an infotainment screen of the type you'd see in most modern vehicles.

For me, this is actually the main appeal of the Vantrue Pilot 2 dash cam, because the 6.25-inch touchscreen supports both Apple CarPlay and Android Auto, as well as having voice command functionality, Wi-Fi 6 connectivity, and a storage capability of up to 1TB via a micro-USB slot. It can be mounted to a dashboard or similar location in older vehicles with more conventional dashboard layouts. Where it’s less useful is in a modern vehicle with an existing infotainment screen and all the functionality that comes with it.

Aside from the headline-grabbing features, the Vantrue Pilot 2 dash cam is a workmanlike exercise in covering all angles. The cameras comprise one front-facing unit that sticks to the windshield and has a cockpit-facing lens, too, while the rear-facing unit sits in the rear window capturing the view out the back. Meanwhile, the thermal imaging unit is meant to be fixed to the outside of a vehicle, using a clamp and bracket design. It can be attached to the back edge of a vehicle’s hood, or somewhere in the grille area – but note that it relies on a cable connection, so that has to be factored into its fitment.

The camera specifications are solid enough, with f/1.8 large aperture Sony Starvis 2 sensors (5-megapixel MX675 for the front and 2-megapixel IMX662 for the rear) and Novatek NT98530 dual-core processors boosted by 2.0 TOPS AI computing power providing plenty of appeal. The units can function between temperatures of -20℃ ~60℃, meaning they’re suited to all kinds of operating environments.

Meanwhile, the thermal imaging unit boasts a 12μm WLP high-performance vanadium oxide uncooled infrared detector, plus there are four infrared lights for the cockpit camera. There’s GPS, a 2.4G/5.0G Hz Wi-Fi 6 module, along with a supporting Vantrue app for overall management of files.

All things considered, the Vantrue Pilot 2 dash cam is a complete package – although there are a few comparable products in the Vantrue range that function similarly, minus the thermal imaging camera. The Vantrue Nexus 5S dash cam is a prime example, and available for just $399.99 (£295 approx).

Vantrue Pilot 2 dash cam: price and availability

At the time of writing, the unit sent in for review was an early production model and Vantrue’s pricing was also seemingly tentative. Deliveries of the Vantrue Pilot 2 dash cam are set for June, with a suggested price of $805 (£594 approx). Vantrue has also been offering early bird deals with 43% off, bringing the price of the dash cam down to $499 (£368 approx). As menioned above, though, the Vantrue Nexus 5S dash cam is a great alternative and available for just $399.99 (£295 approx). It's just as good, if you're not in need of the thermal imaging camera and/or touchscreen hub unit.

Vantrue Pilot 2 dash cam: specs

Vantrue Pilot 2 dash cam: Design

Make no mistake, the Vantrue Pilot 2 dash cam bundle is a chunky one – you'll need some space in order to accommodate the core touchscreen unit plus the cameras. Central to the action is the base or hub unit, which has the touchscreen plus all the connection points for the various cables that come included. Thankfully, Vantrue has marked up all the ports as well as the cables with clear indications as to what goes where. Step-by-step instructions are also included in the box. Note, though, that the design might not work for those with limited cabin space.

Construction of the various components is solid enough, with positive connections for all the ports, so it feels like the package will handle the effects of vibration and general use over time. The quality of the plastic for the cameras and hub feels of a good quality too. Overall, the impression is that the Vantrue Pilot 2 dash cam is a premium bundle.

Even novice users will find the design of all the component parts easy enough to plumb in and configure. What is less straightforward is getting everything into place, especially that touchscreen unit, which I found difficult to accommodate in a car with an infotainment screen on the dash. Fitting the front and cockpit-facing camera was a doddle though, using a sticky pad to affix to the windscreen, via a static sheet between the glass and the sticky pad if preferred. The same goes for the rear-facing camera, and both come with familiar barrel-style bodies that will be familiar if you’re familiar with Vantrue products.

The most unusual part of the overall design is the thermal imaging camera. This is a chunky unit that's designed to be mounted externally. The design itself seemed robust enough to spend its life outside a vehicle, although I’d assume the lens will require regular cleaning to perform optimally. This was also the trickiest part to fit. Vantrue has outlined a variety of ways to mount the external camera in its documentation, with the most obvious method being to clamp it to the rear edge of a vehicle’s bonnet. This took some effort on the vehicle I was using.

Similarly, the instructions didn't make clear what to do with the cable. I’m assuming it needs to be fed through the dash somewhere and then up through the engine bay – which, because I was using a test vehicle, resulted in my simply feeding it through the passenger-side window. Again, this additional step makes initial set-up of the Vantrue Pilot 2 dash cam more complicated, alongside placement of the touchscreen hub – if you have a vehicle with no obvious place to put it.

Granted, Vantrue has designed the touchscreen unit with a self-adhesive base and even supplied holes for more permanent fixing. There’s also a bracket that allows it to be angled slightly; but in my test vehicle I still struggled to find a proper home for it. Once fixed in place, though, both the screen and the presentation of the graphics therein were impressive. It all worked nicely with the required finger taps, too.

Vantrue Pilot 2 dash cam: Performance

One of the best things about the Vantrue Pilot 2 dash cam is the heads-up-style display – aside from finding somewhere to fix it in a modern vehicle, that is. It's the go-to area for the initial setup process, with clear touchscreen options that include formatting the microSD card. Similarly, configuring Apple CarPlay via the on-screen icon and connecting with my phone via Bluetooth proved straightforward.

I'm also a fan of the chunky icons in the system setup area. Using them I could tweak everything from Wi-Fi and warning tones, to making adjustments to the voice control and more general settings. There are also quick-access tabs for audio recording plus rain/fog modes and a parking mode option, too. Like most other dash cam models, the parking modes need to have the dash cam hard-wired into the vehicle, which then unlocks a wider range of features such as 24/7 monitoring while parked up.

I couldn’t really find fault with any of the footage delivered by the cameras in the Vantrue Pilot 2 dash cam bundle. The colour and overall quality was excellent, while road signs and license plates were crisp and clear, too. Even the thermal imaging worked as I’d expected, although I still don't see any major advantage to having it over any other dash cam that comes armed with "night vision".

The major issue I have with the Vantrue Pilot 2 dash cam is that it seems like overkill. I can see the setup working in an older vehicle that doesn’t already have a touchscreen, nor other modern day tech accoutrements. However, if that’s the case then this does make it a rather niche product, much like rear-view mirror dash cams. The other issue I experienced was trying to find somewhere suitable to position the hub, where it wouldn't get in the way of the other parts of the cockpit.

Having said all that, I did welcome the delivery of the footage. This was either via a four-way split screen showing all angles, or with only one view displayed on the whole screen. The ability to condense the view slightly and have the app widgets, such as Apple CarPlay, displayed to the left of the picture was also neat. While the cameras delivered great quality and colour, the thermal imaging was notable for displaying objects in a garish green hue in one quarter of the divided screen view. Useful for hunting Bigfoot, perhaps?

Indeed, the thermal imaging camera worked well enough: best illustrated when I pointed it towards myself, creating a ghostly apparition on the screen. However, this camera is designed to be more of a supplement to coverage provided by the other lenses. It might be handy for anyone heading into the great outdoors in a 4X4, for example, which is likely to have plenty of options for mounting it on the exterior. However, on regular vehicles, I’d say this aspect is decidedly niche.

Vantrue reckons it will prove useful when conditions are so poor that it’s difficult to see anything ahead. Personally speaking, if conditions get that bad, I think I’d be pulling over until things improved.

One important thing to note is that if you want to access the parking monitoring features then you'll need the optional hardwire kit. This does increase the potential of the bundle, although I found the Vantrue Pilot 2 dash cam an impressive proposition out of the box simply using a plug-in 12V power supply.

Should you buy the Vantrue Pilot 2 dash cam?

Buy it if...

Don't buy it if...

How I tested the Vantrue Pilot 2 dash cam

• I installed the dash cam in an SUV for an initial period of two weeks
• I used it for various day and night journeys, in various types of weather
• I connected it to my phone, and downloaded recordings to check their quality

Vantrue loaned me the Pilot 2 dash cam and supplied everything I needed to test it, including a microSD card. The unit was essentially a finished product, although Vantrue flagged that some features weren't quite complete. Android Auto, for example, could not be configured on my test unit; but will be ready come the launch.

The package was plumbed into a test vehicle, using all of the supplied cables and connectors. Vantrue also supplied a hardwire kit, but since the product was reviewed in a test car, bonus features such as parking monitoring weren't tried out – although these are the same as those found in other Vantrue dash cams across the range.

Vantrue also offers its supporting app, which is available for both Apple iOS and Android. I installed the Vantrue app on an Apple iPhone 16, while connectivity of both the Wi-Fi and Bluetooth was also checked in a variety of daily use scenarios and proved reliable.

• First reviewed April 2026

• EVs now cost less than petrol cars, according to new data
• Purchase price has been a major barrier to EV adoption
• Most in-demand EV brand and models revealed — MG and Renault top charts

For anyone considering making the switch to an electric vehicle (EV), there's good news as data shows the new battery-powered cars are now, on average, cheaper than their petrol-powered equivalents.

That's according to AutoTrader, which has found the average new electric car costs £42,620, versus £43,405 for a new petrol vehicle. While the £785 difference might not be huge in terms of a car costing £40k+, it signals the positive shift in EV pricing.

The report notes "discounting on electric cars remains historically high", with the average discount on new EVs at 11.7%, versus 10% for petrol cars.

This news comes after EVs just had their best-ever month in the UK, and reports that used EV prices have hit parity with used petrol models.

Is now the time to buy an EV?

EVs have been more expensive than their petrol-powered counterparts for years, but the prices have slowly been coming down, while manufacturers have launched more affordable battery models in recent years.

The Government's Electric Car Grant is also playing a part in bringing down the price of new EVs (priced at £37,000 and under), with a 'Band 1' discount of £3,750 available to the most sustainably-produced models.

There's also a 'Band 2' grant of £1,500, which more EVs currently fall into, with eligibility criteria taking into account vehicle assembly emissions and battery pack production sustainability.

All of this means EVs are following the pricing trend of new technology, where initially the cost is high, but as supply chains and manufacturing processes mature, the cost to produce goods reduces.

It feels like this shift has taken longer with EVs – we tend to see flagship smartphone and TV features filter down to affordable models more quickly – but it is now happening.

Couple the reduction in price with improvements in EV range, new rules for EV charging at home, and continued uncertainty around the current fuel crisis, and buying an electric car is something I'd recommend if you're in the position to do so.

Which EVs are proving popular?

According to AutoTrader's April 2026 data, MG is the most in-demand EV brand, followed by Renault and Kia.

It's Renault which has the most popular model though, with the Renault 5 topping the charts as the most enquired about vehicle, beating out the Jaecoo 5 and MG S5.

And affordable models continue to be announced, with Hyundai's new compact, aerodynamic Ioniq 3 arriving with a 300-mile range and attractive price tag, while we recently fell in love with the affordable Renault Twingo.

The competition to be the best EV is as fierce as ever, and that's great news for anyone looking to make the switch to electric.

Via EV Powered

• A new fast-charging EV battery has been announced
• It charges from 10%-98% in as little as 6 minutes, 27 seconds
• It offers high-speed charging in temperatures as low as -30°C (-22°F)

Electric vehicle (EV) battery technology has taken another leap forward with a new charging benchmark that's just been set by a Chinese battery giant.

CATL – the market-leading EV battery maker – has announced its Shenxing 3rd Generation Battery, which it claims can charge even quicker than BYD's recently announced, and already impressive, Blade 2.0 offering.

CATL says its new lithium iron phosphate (LFP) battery can charge from 10%-35% in one minute, 10%-80% in three minutes 44 seconds, and 10%-98% in six minutes and 27 seconds.

By comparison, BYD's latest battery takes four minutes and 54 seconds to go from 10%-70%, and nine minutes to charge from 10% to 97%.

CATL's new battery can also apparently perform remarkably well in low temperatures (as low as -30°C / -22°F) thanks to its 'self-heating technology'.

Information on this tech is a little thin on the ground for now, but according to CarNewsChina, it "uses pulse rapid heating to solve low-temperature ultra-fast charging challenges".

Low temperatures can significantly reduce the charge speeds of EV batteries, which is why we've seen a number of manufacturers offer heat-pumps (usually as an optional extra, or limited to top-spec models) to aid charging in cold weather.

The suggestion here with CATL's self-heating tech is that there won't be a need for a traditional heat pump, which could save on overall vehicle weight and cost.

Analysis: The future of EV ownership is bright

CATL didn't mention the type of range we can expect from its new battery, although if we take BYD's Blade 2.0 offering as a baseline, 400+ miles looks set to be an achievable marker for these new power packs thanks to increased density.

With greater range, even faster charging, and more affordable models entering the market, the main roadblocks to EV ownership are melting away. CATL did also announce that an update to its Qilin battery is capable of driving 1500km on a single charge.

"The boundaries of electrochemistry are still far from being reached," noted CATL's founder Robin Zeng. "And the possibilities of materials science are still far from being exhausted."

Being able to top-up your EV pretty much as quickly as a gas-powered car is great, but you'll need access to a high-powered charger to get those speeds — and there lies the final major hurdle for the electric market to overcome.

EV charging networks in countries around the world are rapidly expanding – BYD has rolled out its first 1,500kW chargers in China – but it will take some time before there's a readily available network of high-speed chargers across other nations.

The future is certainly bright for EVs though — give this battery technology a year or so to make its way into vehicles, and for charging infrastructure to continue to grow, and electric car ownership is primed for pole position on driveways around the world.

• The UK’s new car market grew by 6.6% in March
• Battery Electric Vehicles were a big contributing factor
• The Jaecoo 7 becomes the UK's best-selling car

March has historically been a busy month for new car registrations, as the arrival of a new registration plate encourages customers to splash out on a fresh set of wheels.

According to the Society of Motor Manufacturers and Traders (SMMT), the UK’s new car market grew by 6.6% in March — the best month for registrations overall since 2019.

But while the sale of both diesel and petrol-engined cars was down by 6.1% and 11.4% respectively, pure battery electric vehicles experienced a record-breaking increase of 24.2% for the month compared to the same period last year.

While many industry experts acknowledge the fact that March is always busy for new car purchases, a number believe that EVs have proven particularly popular due to both shifting attitudes towards the technology and the rising cost of fuel.

“That’s likely driving more interest in electric vehicles, as buyers look to protect themselves from fluctuating fuel prices,” explains James Hosking, Managing Director of AA Cars.

Hosking also says that cost of ownership is now “front of mind for buyers across both new and used markets”, with motorists weighing running costs just as carefully as headline price.

“We’re already seeing that reflected in our latest Used Car Index, with EV searches up by more than a quarter in early March. The question now is whether that shift continues if fuel prices remain unpredictable,” he added.

The list of best-selling models in March looks familiar, with the likes of the ever-popular Ford Puma and Nissan Qashqai still appearing in the top three, but the number one spot has now been snared by the Jaecoo 7 — a relatively unknown entity last year.

That model shifted some 10,064 units in March and currently sits in second place (just behind the Ford Puma) in the top models of 2026 leaderboard.

According to the marque, the range-topping, plug-in hybrid variant accounted for 85% of all Jaecoo 7 sales last month.

Analysis: Chinese brands on a hot streak

Alongside Omoda and Jaecoo, which claim to have delivered a record-breaking start to the ‘76’ number plate change, registering 17,951 vehicles in March, Chinese rivals BYD also said that it too achieved record sales in the first quarter of 2026, registering 21,337 units.

BYD says the period represented a “record-breaking” month for the brand in the UK, with a rise of 134% compared to the previous year and UK market share of over 3.98%.

While pure battery electric vehicles aren’t the sole reason for both Jaecoo and BYD’s sales success, the pair have stated that unpredictable prices at the pumps are pushing buyers towards the more efficient hybrids and electrified powertrains that they provide.

Hybrids certainly help ease the transition towards electrification for the buyer, but they still don’t meet the strict mandates that the UK government has put in place to encourage a switch to pure electric vehicles.

Mike Hawes, the chief executive of the SMMT, warns that despite record-breaking levels of battery electric vehicle sales, the EV market is “falling further away from mandated levels despite record levels of incentives”.

Currently, BEV volumes rose 24.2% to reach a record high in March, but market share remains at just 22.6% — when the mandated target for the year is 33%.

• WhatsApp has just updated its CarPlay functionality
• The app now offers a native in-car experience
• That makes hands-free calling simpler and more feature-rich

If you use WhatsApp with your vehicle’s CarPlay system, there’s some good news: Meta has just updated its messaging app with expanded support for CarPlay, and it could make the in-car experience just a little more pleasant.

To be clear, WhatsApp has technically worked with CarPlay for years. You’ve been able to send messages and make calls while driving using your voice, but the previous app relied on Siri for a lot of its features. While it worked, it was a basic, non-native solution that left a lot of room for improvement.

Thankfully, that improvement has finally arrived. The latest version introduces a native-feeling interface that makes using the app much more user-friendly. There’s a new contact menu with profile details for each person; support for your favorite contacts on a dedicated tab; and a call history log that shows whether calls were incoming or outgoing.

The update was in testing over the past week or so, giving users a hint of what was to come. Now that it’s arrived, you’ll be able to get the CarPlay improvements by updating WhatsApp in the iOS App Store.

Calling on the go

The new CarPlay-friendly version of WhatsApp is just the latest tune-up that’s arrived for Apple’s in-car entertainment and navigation system. Indeed, several prominent apps have brought new features to their CarPlay integrations over the past few weeks.

Perhaps most notable among them is ChatGPT. You can now interact with the artificial intelligence (AI) chatbot right within your car, but it’s worth noting that you’ll only be able to do so in voice mode so as to prevent distractions while driving. It’s also a bit of a weird experience.

Still, other apps have been adding new features to CarPlay, with Google Meet among them. Like WhatsApp, this has added an upgraded way to conduct calls on the go and also displays your upcoming schedule if required.

So, if your car is outfitted with CarPlay, contacting your friends and family just got a little easier. Hopefully the updates to WhatsApp, ChatGPT and more will inspire other compatible apps to improve their offerings for Apple fans in the not-too-distant future.

Adam Wood, Renault’s UK managing director, refers to the “Trojan horse” effect of the Renault 5 and Renault 4: two cars that have won over the elusive private buyer in much of Europe, out-selling Tesla and simultaneously introducing EVs to an entirely new audience.

“It looks right, it appeals to the heart and the head, and it is priced right, which is part of the success story,” Wood explained at the launch of the third car in the French marque’s electrified reimagining of iconic models.

The smaller, cuter and altogether more affordable Renault Twingo E-Tech is largely based on the same platform as the Renault 5 and 4, although the overall length has been shortened and the multi-link rear axle has been replaced by a flexible unit borrowed from the Renault Captur.

And apologies if Twingo isn’t ringing any bells — while it was never sold in the US, the original model of the 1990s sold a staggering 4.1 million units in 25 countries, including much of Europe, where it has garnered something of an iconic status. So indulge us a little.

The modern version's onboard batteries now feature a more affordable Lithium Iron Phosphate (LFP) chemistry and, rather than weighing down the package with an endless row of cells, the useable capacity is a mere 27.5kWh. As a result, the Twingo tips the scales at just 1,200kg, allowing the compact city car to eke out 163 miles from a single charge.

Sensible stuff aside, the 3.79m-long Twingo aims to build on its reputation by offering bags of practicality and character, wrapped up in the latest in-car technology and an electric powertrain that is both capable and comfortable.

All of this should cost a fortune, right? Wrong. Both the Renault 5 and Renault 4 arrived boasting impressively affordable price tags and the Twingo will takes things even further, with Renault execs claiming that it will cost “comfortably” less than €20,000 (around £17,500 / $23,000 / AU$33,500) when it arrives on European roads later this year.

That places it among some of the most affordable electric vehicles on the market, which includes the Dacia Spring and Leapmotor T03 — otherwise known as 'compromise on wheels'.

Cheap without the cheapness

Let’s not pretend that the Renault Twingo is something that it isn’t. Max range from the small battery packs is 163 miles, charging speeds are capped at 50kW and, in a surprising move in today’s EV segment, Renault has limited the power output of its electric motor to a relatively measly 82hp.

In the era of massively overpowered electric vehicles, the 0-62mph ‘sprint’ time of 12.1 seconds and the top speed of 81mph feel refreshingly old school. If the French marque wanted to ape the performance of its tiny 1.2 liter, four-cylinder petrol original, it has succeeded.

But where the aforementioned affordable rivals deliver vaguely similar performance credentials, they do so with a heavy compromise on ride quality, cabin quietness and overall refinement. The modern Twingo manages to shirk these unfavorable characteristics.

Sure, there are pop-out windows in the rear, much of the cabin is covered in cheap plastics and the headrests feel like they are filled with air, rather than cushioning foam, but it is all executed with a laser-like focus on design.

The roof is embossed with Twingo ‘alphabet’ lettering, the LED headlamps and taillight design has barely changed from the concept car and the dash features numerous nods to the original Twingo, including the oversized ‘candy-like’ hazard light button.

Renault didn’t have to introduce all of this stuff but it did. The company wanted to cut costs where it could without ridding the vehicle of character and it's all the better for it.

What’s more, the Android Automotive-based infotainment system (a 7-inch driver display and 10-inch touchscreen) is lifted from the Renault 5 and offers a digital experience that simply isn’t found in the city car segment.

Renault is also the first to offer safety assistance packages and Vehicle-to-Load (V2L) capabilities at this sort of price.

A big kid at heart

Renault knows that simply packing a vehicle with funky design touches isn’t enough to win over buyers — today’s cars need to fit in with busy lifestyles and prove competent beyond short strolls to the supermarket.

In this respect, the Twingo offers a number of ingenious solutions to make up for its lack of stature. Inside, all of the seats easily slide and fold on individual rails, meaning stowage space can be freed up wherever it's required.

The boot or trunk has a false floor with a double opening, which frees up an additional 50 liters of stowage space for charging cables and more beneath it, while remaining accessible on one side when larger items are in place.

Inside, the cabin borrows the YouClip accessory system from sister company Dacia, with mounting points dotted around the interior for attaching bag hooks, LED lamps, smartphone cradles and cable organizers.

In essence, owners can customize their cabins using these little gizmos to suit their lifestyle, but there's plenty of handy stowage space for tossing a smartphone or stashing a bottle of water.

It might be small on the outside, but there's big car energy on the inside.

Renault also offers an extensive list of its own clever in-car accessories, which range from small storage boxes to fit between the driver and passenger to a cushioned arm rest that doubles-up as a zippered bag for stashing bottles of water and more.

Bizarrely, the rear of the cabin feels slightly less claustrophobic than the one found in the Renault 5 and rear passengers get a relatively generous amount of leg room when the rear seats are slid all the way rearwards. This does mean you have to compromise on trunk space, though.

And, unlike the original Twingo, this modern interpretation is a proper five-door affair, making it much more comfortable and practical for daily use.

The more mature personality is also reflected in the way the new Twingo drives and rides. Admittedly, the suspension, like that of the Renault 5 E-Tech, feels firm, and the larger 18-inch alloy wheels can crash over speed bumps and larger potholes.

But it’s impressively comfortable over longer distances and can even handle highway speeds without too much in the way of wind roar and road noise drowning out a Spotify soundtrack.

On that subject, the clever interior packaging of the dash and windscreen mean Renault engineers have been able to fit the little Twingo with an Arkamys auditorium audio system with its six speakers. Sound quality is impressive for a vehicle of this size.

Not too serious

Thanks to the fact that Renault has managed to keep weight down to the bare minimum (for an EV, that is), the company has been able to install what it deems as “the most appropriate” battery and motor configuration.

Power isn’t too much, while the battery packs provide enough range for most city-car use cases, as well as the ability to venture further when required. Granted, 50kW isn’t the fastest but Renault says it takes 30 minutes for a 15-80% charge.

On top of this, the aerodynamic and powertrain efficiencies are impressive, with the company claiming 12.2 kWh / 100 km, which is around 5.1 miles per kWh on the WLTP cycle.

During testing, I managed to return around 4.5kWh per mile on a mix of twisting mountain roads and some slower highway driving, according to the onboard efficiency data readouts. Not bad at all, considering the ultra-efficient Mercedes-Benz CLA returns similar figures.

But with all this sensible chat of refinement, charging speeds and range, it would be easy to think the Twingo E-Tech is a bit boring. Thankfully, it’s not.

The powertrain is fantastically well judged, to the point where you can spend an unfathomable amount of time with the right foot buried to the carpet.

Occasionally, the front wheels scramble for grip and the Twingo scampers around tight bends, but it’s joyous in a way that only lightweight, low-powered cars can be. This is the sort of model you'd happily receive when playing the holiday car rental lottery.

There’s an overarching sense of fun here, and if the Renault 5 and 4 E-Tech were modern, design-led takes on beloved French classics, the Twingo is an altogether more faithful representation of the original.

Super low-cost, fuss-free motoring for the electric generation, but one that doesn’t feel like its maker has cut every conceivable corner.

A sensational smaller sibling. The Trojan pony to the 5 E-Tech’s Trojan horse.

• An increase in energy prices could be felt on the public EV charging network
• Charging companies are warning of price rises
• Network charges have dramatically increased over the past three years

A number of public EV charging network providers have warned that soaring energy costs could be passed on to EV owners, as the price per kilowatt hour to charge on the public network could spike, as companies look to stem losses.

According to a report by Sky News, there are warnings that charging companies may have no choice but to pass on costs to drivers, with ChargeUK noting that companies are being faced with massive network charges that have increased by an average of 462% over the past three years.

Speaking to the news outlet, one Osprey Charging site in Wolverhampton said it had reported a 38,570% increase in its annual fixed charges since 2021, from £87 to £33,651 this year.

"Our ultra-rapid charging hubs require very large grid connections to build for the peak demand we will see in the future, but we're having to pay in full for those large grid connections today," Ian Johnston, chief executive of Osprey Charging told Sky News.

According to ChargeUK’s 2025 white paper, the public charging network has seen a sharp 38% average increase in prices since 2021.

The surge in costs is primarily attributed to energy expenses, which now account for two-thirds of chargepoint operator (CPO) costs, according to EV Infrastructure News.

In addition to this, the public network is made even more expensive by the UK government’s policy levies, which add around 6 pence per kWh in a bid to balance the declining income from fuel duty.

Public charging also currently attracts 20% VAT, while home charging is taxed at 5%.

Analysis: A Catch-22 situation

Many of the major public charging network operators have invested millions of pounds into infrastructure "at scale years ahead of demand”, according to Osprey’s Ian Johnston.

This means that most are reliant on the fact that the number of electric vehicles on the road will continue to increase at pace over the next decade, when a return on investment can start to happen.

But it appears many are already getting nervous, as the UK government continues to move the goalposts on EV sales quotas, pushing its 100% zero emission goal back to 2035. Just 5% of all cars currently on the road are EVs.

This, coupled with the fact that standing charges and energy prices are increasing, means costs are now, predictably, being passed on to the consumer.

Tom Hurst, UK country director of Fastned, which owns a site in Palace Grounds retail park in South Lanarkshire, said that the company now faces standing charges of £41,000 a year — nearly four times the rent of the site, according to Sky News.

"Even though the station is powered by 100% renewable energy, these fixed costs, combined with higher VAT on public charging and rising wholesale energy prices, ultimately feed through to drivers.

"We absorb as much of these costs as possible to keep prices down for drivers, but policy action is needed,” he explained to Sky News.

The entire situation is a painful Catch-22, with more EV owners required to allow these large companies to turn a profit and promote competition – and hopefully bring the cost of public charging down – yet potential buyers are put off by a lack of fast and affordable charging infrastructure.

After all, the eye-watering price of rapid public charging disproportionately affects the one-third of UK households without off-street parking.

Despite the domestic and local-level EV charging initiatives that the UK government has announced for April of this year, it has to get a handle on the public charging network, reducing VAT, addressing the policy levies and reducing standing charges, if it stands a chance of convincing more buyers to go electric.

• EV route planning on Android Auto is getting a smart upgrade
• It's rolling out across 350 EV makes and models in the US
• Changes to the way media autoplay works are also appearing

If you use Android Auto inside an electric vehicle, route planning just got significantly smarter and more personalized — while there are also signs that the Android dashboard is going to improve the way that audio autoplay is handled.

First up is the EV route planning, which is powered by AI and will give charging recommendations based on the make and model of your car and how much battery you've got left. Google says the upgrade applies to more than 350 electric vehicles with Android Auto available, across 16 brands.

While basic search for EV charging points was already available in Google Maps and Android Auto, now the software will be able to tap into what it knows about the EV you're in to suggest where you need to recharge and when, considering the length and destination of the journey you're about to embark on.

Android Auto will use its AI algorithms and calculations about your vehicle's weight and battery size to give you the best route and charging options. These details will be combined with the usual Google Maps data, including real-time information about traffic, road elevation, and weather conditions.

Autoplay prompts

To take advantage of the new EV route planning features, you first need to tell Google Maps about your car. From the app on your phone, tap your profile picture (top right), then Settings > Your vehicles to enter the details under Engine and Vehicle.

When you plot a route on the Android Auto dashboard, you'll then be able to set your starting battery level. Google says the feature is rolling out now to models from Audi, BMW, Chevrolet, FIAT, Genesis, Hyundai, Jaguar, Kia, Lexus, Lucid, Mercedes-Benz, Nissan, Porsche, Subaru, Toyota, and Volkswagen — though this is only in the US for now.

Our other Android Auto tidbit is something that's been spotted by Android Police. It seems that if you quickly stop media from autoplaying on the dashboard three successive times, you'll be asked if you want to turn autoplay off via a pop-up alert — so the next time Android Auto connects, nothing starts playing right away.

This behavior can already be controlled via Android Auto on your phone (on Pixel devices it's under Settings > Connected devices > Connection preferences > Android Auto), but it's a toggle switch that many users may have missed. The new prompt makes it a little easier to disable autoplay if you'd like to.

• YouTube has rolled out support for Android Auto with playback controls
• The catch is that it doesn't play videos, and you can only stream audio
• You also need YouTube Premium for it to work, as it's essentially background play

YouTube is finally rolling out support for Android Auto, the app that allows you to mirror your smartphone screen to your car’s dashboard — but before your excitement takes over, you should note that it comes with a slew of limitations.

The video platform has been quite silent with this launch however, and instead of formally announcing the integration, users online have come across it themselves like in this Reddit post. As it stands, Android Auto is pretty strict with what you can and can’t do while your car is in motion which, when it comes to eliminating visual distractions while driving, is a safety no-brainer. That said, YouTube on Android Auto is not the YouTube you know and love.

For starters, Android Auto removes one of YouTube’s key elements and that’s its video player, meaning you won’t be able to watch anything and can only listen to audio playback just like the best music streaming services. In theory, you can play any type of content you want, but you’ll only be able to listen to its audio — which won’t be a huge setback if you exclusively listen to podcast episodes or videos that are ideal for audio-only listening.

Though it takes away YouTube’s biggest functionality, it doesn’t come as a huge surprise and is arguably the most sensible thing to do to ensure safe driving. Not only that, it doesn’t offer full-screen viewing or the option to browse for content, and playback controls are also limited on top of that.

As reported by 9to5Google, you won’t be able to skip forward within a video, and the current skip button will take you straight to the next video in the queue. You can still pause and play audio from the player screen, but you won’t have access to YouTube’s complete slew of playback tools.

Until now, users have been relying on workarounds to get YouTube working on Android Auto, so I can see this integration being widely welcomed. But it wouldn’t be classic YouTube if there weren’t a YouTube Premium catch.

A secret YouTube Premium persuasion strategy

Did you think you could get away with streaming YouTube through Android Auto for free? I hate to break it to you, but you’re going to need a YouTube Premium subscription in order to do so.

In typical YouTube style, Android Auto integration is another functionality that’s being paywalled behind Premium and it’s all because of background play, which is required for streaming through Android Auto. As this is a tool only available to paying subscribers, only those with a membership will be able to stream YouTube on a car dashboard, and the way I look at it is this is yet another strategy YouTube is using to get more people signing up to Premium.

The cheapest way to do this is through YouTube Premium Lite which costs $7.99 / £7.99 / AU$8.99 a month, a relatively new tier that was launched last year. Background viewing and offline downloads were added just a few months back, but while it offers majority ad-supported viewing, this doesn’t apply to music and other music-related content. If you’re like me and use YouTube for all things music and live performances, the standard Premium plan is your best option.

• Elon Musk replied to X users pressing for a Tesla minivan
• Successor to the Model X could be on the cards
• But Tesla has been teasing an electric van or bus for decades

During a recent interaction with Tesla fans on X, Elon Musk set the rumor mill in motion by hinting that the company is working on “something way cooler than a minivan” when pressed on the issue of a more spacious, family-orientated electric vehicle from the brand.

Speaking on the subject of Cybertruck, in particular how it can fit three child seats abreast in the rear, an X user asked the company to "make a minivan". The Tesla CEO then hinted that something even better is on the horizon.

What form this vehicle would take is entirely up for speculation, although Tesla has only recently announced the discontinuation of its flagship Model S and large, unconventional Model X SUV.

Not a Tesla App believes that a CyberSUV, based on the same platform as Cybertruck, would solve issues of the cramped interior and poor packaging of the Model X, while the website points out that models of larger Cybertruck-inspired SUVs were spotted in the background of official Tesla videos in the past.

Chief designer Franz von Holzhausen told Tesla fans to “wait and see” when numerous eagle-eyed viewers pointed out the teasers. However, Tesla pessimists have stated that Elon Musk has been hinting at a van, large SUV or minivan for a decade now.

In the company’s Master Plan Part Deux it stated that heavy-duty trucks (now the Cybertruck) and high passenger-density transport were in need of electrification, but it has been quiet on the latter until now.

Analysis: Tesla is openly into automation

While the announcement has predictably whipped a large sector of the internet into a frenzy, it’s also perfectly possible that Musk was referring to the Robovan or a similar fully autonomous project that could transport multiple passengers.

After all, the company has scaled back its ambitions to produce new vehicle platforms in order to focus on ‘transportation as a service’, as well as AI and humanoid robots.

On top of this, the Cybertruck has proven a massive flop in terms of overall sales, while Tesla’s grip on the EV market is steadily slipping, as an increasing number of Chinese manufacturers have started chipping away at sales in Europe and beyond.

If the refreshed Roadster project is any example to go by, we could be waiting many more months to get answers.

• Many users are currently experiencing Android Auto issues
• Galaxy and Pixel phones are among those affected
• Samsung and Google haven't commented on the bugs yet

It seems there's a major bug (or perhaps multiple bugs) affecting Android Auto right now, with significant numbers of users reporting that they are having problems connecting their phone to their vehicle's dashboard.

Autoevolution has a report that highlights issues with the new Samsung Galaxy S26 phones specifically: apparently connections to Android Auto simply aren't working for these handsets for certain users, with no real clues as to why.

A comprehensive post over on Reddit rounds up some of the complaints, with users even considering returning their phones: "There's no way I'm keeping this phone if it doesn't work with Android Auto," writes one Redditor.

While we've had no official comment from Samsung, some users are reporting that they have been able to get their phones working after applying the latest software patches. Others have resorted to manually installing an older version of Android Auto.

Pixels too

It's not just the Galaxy S26 phones that are having problems with Android Auto at the moment. Another Autoevolution article reports that Google Pixel phone owners are having trouble too, particularly with wired connections to their dashboard.

In these cases the issues appear to have started after the recent software update Google pushed out to Pixel phones this month. One theory is that the Advanced Protection security feature on these devices is blocking the Android Auto connection.

There are posts on the Android Auto help forums explaining that Android Auto won't connect while a phone is locked — which it should do. Again, there's been no official response from Google as of yet.

While it's hard to gauge just how many users this is affecting, there are plenty of complaints. Let's hope Google and Samsung are investigating, and are able to issue fixes for these problems sooner rather than later.

The world sat up and took notice when Hyundai introduced its game-changing Ioniq 5 N.

Here was a big, heavy electric vehicle — bereft of snarling engine notes and an engaging manual gearbox — that somehow reintroduced the joy of driving to a genre that has been described as “soulless”, “utilitarian” and “devoid of any emotion” by those that love internal combustion engines.

Hyundai’s small team of dedicated engineers worked tirelessly for years to produce simulated engine noises, synthetic gear shifts and a stiffened platform that could handle the monumental amount of torque and horsepower produced by a race-tuned electric powertrain.

Using all of its experience in endurance racing and the World Rally Championship, Hyundai’s Ioniq 5 N delivered fun, thrills and smoky drifts by the bucketful, with the South Korean marque arguably beating far more established sports car manufacturers to the unofficial title of ‘their first genuinely fun EV’.

Not one to rest on its laurels, Hyundai has once again put its N Division to work, using its knowledge and experience to fine-tune the marque’s Ioniq 6 EV and inject a similar amount of grin-inducing juice into the slightly madcap sedan.

Arguably a more ‘mature’ option than the hot hatch Ioniq 5 N, the 6 N has to be able to handle those more mundane trips between business meetings and offer a level of comfort that executive types expect.

Dr Jekyll has to be able to suppress Mr Hyde to a great degree, if you will. No mean feat, considering Hyundai decided to imbue the 6 N with 650hp, 770Nm of torque and a top speed of almost 160mph.

Subtle changes

To get to the bottom of what makes the 6 N tick, you really have to start tearing it apart. There’s an all-new suspension system to kick off proceedings, complete with Stroke Sensing Electronically Controlled Suspension (ECS) dampers and a lower roll center to improve high-speed grip and handling.

Upgrades to axle stiffness also improve performance through faster corners, while the electronically adjustable suspension has a much wider bandwidth than the 5 N. It soaks up bumps at lower speeds and is generally less fidgety on highway surfaces.

Then there are all of the tweaks and changes to the technology that made the 5 N so fun in the first place. Engineers have added an additional gear to the N e-Shift system (a simulation of an eight-speed dual-clutch transmission), giving the driver even more to play with on track or on the road, while upgraded software and hardware in the sound system makes the N Active Sound+ even more realistic.

The Ioniq 6 N has its own bespoke engine note, which feels coarser and less digital than the one found in the 5 N, while the sound system handles the location of the synthesized pops, crackles and bangs with greater accuracy. It genuinely does sound like the vehicle is burbling and banging from its non-existent exhaust pipes.

Finally, the Hyundai N division has also worked on its Drift mode, handing choice over to the driver in the form of a fully customizable system that can now be used to tweak the amount of wheel-spin, torque distribution between the front and rear, and the aggressiveness of steering input required to initiate smoky rear tires.

Sensible fun

There’s no denying the Ioniq 6 N is the more sensible of the two high-performance EVs. It looks more grown-up from the outside, with only the huge ‘swan-neck’ rear spoiler and 20-inch forged alloy wheels giving the game away. Remove the rear spoiler and you have the ultimate ‘sleeper’ car.

It’s clearly slightly lower than the standard car, but not aggressively so, while the interior receives a healthy dose of sportiness without feeling over the top.

The bucket seats for front passengers do a great job of keeping torsos planted through faster corners but remain hugely comfortable over longer highway journeys. Similarly, the round N Pasubio steering wheel adds a few extra buttons to control modes without looking like it has been stolen from an F1 car.

On the subject of buttons, the Hyundai Ioniq 6 N is absolutely covered in them, with physical switches taking care of most key functionality. Despite most automotive journalists — and some sectors of the public — crying out for more physical switchgear, it’s a bit much here.

Regardless, it is a well-trimmed cabin and the rear is large and comfortable enough to seat two adults or three kids. Plus, there’s a cavernous trunk for stashing everyday accoutrements.

Despite packing the same sort of horsepower as a modern supercar, the Ioniq 6 N can also still return 291 miles on a single charge according to the European WLTP cycle. Thanks to an 800V electrical architecture and 350kW max charge speed, it can also blitz the 10–80% charge in 18 minutes.

Joon Park, the man in charge of Hyundai’s N Division, said that he and his team have always aimed for a 20:20 split, meaning keen drivers can enjoy 20 minutes on track, before charging for 20 minutes and then heading back out again.

In fact, Hyundai has installed ultra-fast charging outlets at some of the most popular public race circuits in South Korea and Europe, including the Nürburgring, where anyone with an electric N product can charge for free.

Everyday sportscar

Perhaps intentionally, Hyundai chose to run almost exactly the same launch program as that of the Hyundai Ioniq 5 N. The same sunny Spanish roads, the same Parcmotor Castellolí race circuit and even largely the same weather.

With the first task being navigating the chaotic streets of Barcelona, the Ioniq 6 N was able to highlight just how smooth and easy to drive it is. In Normal or Eco driving modes, the steering is light, the suspension pliant and there’s enough ground clearance to easily crest speed bumps and potholes.

Prod the accelerator and it’s clear there’s plenty of power lurking beneath, but it never feels unmanageable.

The steering wheel houses N1 and N2 drive mode buttons, which can be configured to tweak the steering, torque delivery and suspension firmness. You can set these various modes to include or exclude the N Active Sound+ synthesized engine note, the simulated gear shifting and various digital screen layouts.

There’s also a bright red button that is labeled GRB, which is short for N Grin Boost. Depress this button and the vehicle provides maximum motor output for up to 10 seconds… perfect for rapid overtaking.

Once out of the slower city traffic, we were quickly in the winding hills outside of Barcelona, where flicking the Ioniq 6 N into one of its racier profiles almost came naturally. Hyundai’s simulated engine note comes to life and taking over ‘manual’ gear changes is a joy.

With more cogs to play with, the driving experience is even more involving than before, while the artificial rev limiter and flashing lights on the dash make it very easy to forget that it doesn’t have an engine.

However, the 6 N settles back down into a mature-feeling sedan once the fun is over, proving quiet and comfortable on the highways. Get rid of the synthesized sound and the cabin is relaxing, while that revised suspension does a great job of floating over road surfaces.

Track monster

Once again we head to the race circuit and once again, it is difficult not to be impressed by what Hyundai’s N Division has achieved with its various software simulations.

The artificial dual-clutch gearbox can be used in any mode, meaning it is possible to cruise around a race circuit in Comfort, cycling up and down through the gears like you would in a conventional car.

What’s more, the programmed engine braking and power delivery are beyond realistic, to the point that selecting the wrong gear as you head up a long, climbing straight will result in limited torque as the ‘engine’ struggles to pile on the revs.

Naturally, the car’s raciest N modes are best suited to pummeling circuits and the full 650hp with N Launch Control activated gets the EV off the starting line and up to 62mph in a neck-snapping 3.2 seconds.

Speed only builds from here and it’s not long before the first corner arrives. Hard on the brakes, cycle down through the gears and the nose dives, revealing that the Ioniq 6 N still weighs in excess of 2,000kg, but the brakes are strong and the body control excellent.

It remains flat as it crests through the first corner, where it is time to start working your way back up through the gearbox again — a solid thump in the chest as it engages each artificial cog.

All the time, the drive is soundtracked by various pops, crackles and bangs from the sound system, with shift lights on the dashboard doing a great job of imitating those found in Ferraris, McLarens and M Performance BMWs.

For those that like to get a little loose, Hyundai’s N Drift Optimizer has been updated with adjustable initiation, angle and wheel-spin control. Alternatively, turn all of the traction assistance off and the 6 N can be coaxed into wild skids.

While not exactly a generational leap from the Ioniq 5 N, Hyundai’s latest performance EV is an altogether more refined vehicle. One that once again delivers on the racetrack, but a model that also transforms back into a more comfortable long-distance cruiser.

With prices starting at £65,800 in the UK for the 6 N (around $87,500 / AU$125,600), it’s no more expensive than the 5 N, which feels extremely generous considering the enhancements.

Where the Ioniq 5 N is arguably the more spacious and practical car, the 6 N ushers in changes that make it the more comfortable and capable machine. A more senior offering that just so happens to be a big kid at heart.

We've already waxed lyrical about the excellent efficiency of Mercedes’ recent CLA, with its clever gearing system tuned to eke the most out of its onboard battery packs during long bouts of high speed driving — a scenario that usually obliterates range.

This factor alone clearly had me distracted at the original launch event as, between hyper-miling on Danish roads and messing around with the German marque’s new voice assistant, I didn't have time to test out its other great feature — autonomous parking functionality.

Before getting into the meat of this feature, I’d like to admit two things. Firstly, I completely understand autonomous parking functionality exists in other automotive products (Tesla owners, put down your pitchforks) and yes, it has been around for some time. The issue is, I rarely bother to use them.

By the time I’ve rummaged around the various on-screen menus or pressed the appropriate series of switches, I could have parked the car myself, so often have.

But the thing that impressed me the most about the Mercedes-Benz CLA’s autonomous parking functionality during a recent loan was the ease at which the functionality was presented and then activated.

There’s video evidence below, should you want some visuals. But take it from me — the CLA simply knows when you are about to park and actively starts hunting for a space.

Once located, it relays its findings via jumbo, idiot-proof graphics on the central touchscreen, so you can make your preferred parking choice. It handles typical parking bay scenarios, as well as trickier parallel or reverse-parking situations.

What’s more, it doesn’t hang around once you have decided upon a space. The CLA flicks the indicators on and slips into that space in a manner that won’t have traffic behind raging with impatience.

Street smarts

Thanks to living in a busy terraced street, I’m used to street-parking my vehicles. But hey, I am human and mess up a parallel parking maneuvers every now and then, having to take a second stab at it because I’ve come in too hot, overcooked the angle or ended up too far away from the curb.

During my time with the Mercedes CLA, it autonomously aced that particular move. Every. Single. Time.

Biblical rain? No problems. Spookily dark street? Easy peasy. It was borderline irritatingly good at it, the steering wheel swirling with enviable confidence.

While the EV is doing its thing, the driver is encouraged to keep an eye on proceedings and cover the brakes (just in case), but the extensive suite of cameras and sensors are fantastically accurate when it comes to detecting parked cars and avoiding scraping expensive alloy wheels on raised curbs.

There were a couple of times where I had to manually shifted the car over in particularly cramped parking bays, as the CLA hadn’t left me a lot of room to get out, but it wasn’t often.

Having been deterred by other systems that have proven painfully slow, indecisive or wildly inaccurate, I had largely written off autonomous parking. Not now.

An ace all-rounder

The suite of technology that graces the interior of many modern Mercedes’ isn’t perfect, as there’s still far too much reliance on haptic buttons and touchscreens for me.

A pair of sliders on the CLA’s steering wheel that adjust volume and cruise control speed are too easily brushed when navigating tight corners and roundabouts, for example.

There were multiple times when the radio suddenly became aggressively loud or I accidentally activated a 15mph speed limiter.

Similarly, it took me far too long to locate the icon that activated the rear window de-mister. This stuff needs to be mapped to fixed buttons.

However, these really are minor grumbles, because the infotainment is largely quick to respond and accurate, with the “Hey Mercedes!” voice assistant doing a good job of adjusting vehicle setting and taking care of navigational duties.

I was demoed its skills with Google Maps during a pre-launch event and I’m pleased to report that the voice assistant can still help with queries in a natural manner.

You can ask it to recommend places to eat in the area, or even navigate to the fastest and most convenient chargers.

But above all else, it is the USP that impressed me the most at launch that continues to set the CLA apart from the EV competition today: efficiency.

The low, sleek saloon is one of the best electric passenger cars currently on sale for an accurate and reliable range read-out, even when journeys involve lots of high speed motorways or highways.

During a week of testing, I used the car everyday for local trips and chores, as well as a 200-mile round trip to the airport. This was in mixed weather with lots of rain and plenty of very cold mornings.

The car was delivered with around 90% charge and it still displayed a healthy 20% – or around 80-miles of remaining range – when I returned it seven days later.

In most other battery-powered vehicles I have tested recently, I would have been forced to plug in at least once during that typical week. The fact is made worse when said forced charging session is in the middle of the night on the way home from an airport.

So I stand by my original missive that efficiency can be exciting — and it’s even more attractive when your EV takes the pain out of parallel parking.

• Energy regulator grants Tesla Energy Ventures license to provide electricity
• Reports state that Tesla looks to replicate its energy supply business in Texas
• ‘Virtual Power Plant’ could allow solar owners to feed back into the grid

The British energy regulator Ofgem has granted Tesla Energy Ventures, a unit of Tesla, a license to supply electricity to both domestic and commercial customers across the UK.

According to Reuters, the move would allow Tesla to expand its business and use its experience with a similar setup in Texas, which uses its solar energy and battery storage business to directly compete with existing energy suppliers in the UK, such as Octopus Energy, British Gas and EDF.

Tesla doesn’t provide data on the number of Powerwall Home Battery Storage Systems it has sold to UK residents, but the company stated that it had installed one million worldwide at the end of last year.

The units, which see a large battery storage system harness energy from the grid when it is at its cheapest, are not only touted to help reduce energy bills but also protect in the event of a blackout.

When paired with solar panels, users can power homes or the workplace, charge EVs and even feed excess energy back into Tesla’s “Virtual Power Plant”, lowering the cost of energy and allowing some homeowners to generate income.

Currently, Tesla’s “virtual power plant” for Powerwall owners is offered through Octopus Energy, but this would change with Ofgem’s recent ruling.

Analysis: A keen move in a time of energy uncertainty

Tesla’s EV sales have been slipping globally, with a particularly poor performance in the UK and Europe recently. According to The Society of Motor Manufacturers and Traders, Tesla’s UK sales fell 37% from 3,852 to 2,422 in February compared with the same period last year.

That said, it still has a lot of Tesla owners, many of whom are generally more willing to embrace new technologies. Its push into the energy sector could convince an increasing number of owners to install Powerwall and solar to reduce reliance on the grid and charge their vehicles more cheaply.

However, not everyone is convinced that Tesla will have such an easy time.

Adam Bell, former head of energy at the Department for Business, Energy and Industrial Strategy and now director of policy at consultancy Stonehaven, told City AM that Tesla is entering a “heavily regulated market” in which margins have been “squeezed to the narrowest possible extent” and in which it faces competitors who have “already invested in novel tariff offers”.

While most British households are ‘protected’ from escalating energy costs by price caps and regulated tariffs, this is due to change in July, when the next adjustment is expected and the government may be forced to step in should the conflict in the Middle East continue to force prices up.

• One London borough is installing 500 curb-side EV chargers
• The solution is a godsend for owners that can’t still a domestic wall-box
• An increase of slower, cheaper charging makes EV ownership more appealing

The London Borough of Harrow announced this week that the region is targeting 500 curb-side EV chargers by October 2028. Of the 225 that are already online, the borough plans to more than double that number over the next two years.

The announcement will undoubtedly be music to the ears of inner-city EV owners, the majority of whom find it difficult to install domestic wall-box charging solutions thanks to many restrictions that include a lack of driveway, complicated shared car parks or a lack of off-street parking whatsoever.

While some councils have trialled solutions, including EV charger gulleys – which create a safe space to trail cumbersome EV chargers from a house, across a sidewalk and to a vehicle – this doesn’t work for a massive swathe of urban inhabitants.

According to research by Vauxhall, which contacted all 414 local authorities in the UK about their future plans for local charging solutions in 2023, it found that 40% of households in Britain don’t have driveways – rising to a massive 60% in urban areas.

This means a huge percentage of potential EV owners are missing out on low-cost vehicle charging that makes the technology so appealing.

Anyone that has to resort to the public fast-charging network (if it exists nearby) will often find that a modern electric vehicle is actually more expensive to run than an internal combustion engine counterpart, seeing as some fast-charging outlets are charging in excess of £1 /$1 / AU$3 per kW.

Brimming the large battery of a Porsche Taycan or a Kia EV9, for example, can cost upwards of £100 /$140 / AU$200 to cover a measly 300-350 miles. That’s thirsty V8 territory.

“Without targeted investment and innovative solutions such as community charging hubs, curb-side charging and affordable fast charging across the country, residents in rural and less affluent urban areas may find it challenging to transition to electric vehicles,” explains Professor Christian Brand, Emeritus Professor of Transport, Energy and Climate Change at Oxford university.

Convenient and cheap overnight charging

As someone who has owned an electric vehicle for several years, as well as ‘borrowed’ many of the latest models for journalistic purposes, I can attest to the difficulties faced when it is not possible to simply plug in at home.

Currently, my humble house doesn’t benefit from a driveway, nor is the on-street parking close enough to the house to trail a cable. We have a shared car park, but the committee that looks after it isn’t interested in installing EV chargers.

The only sensible solution is a curb-side charger like the ones Char.gy has been providing to the UK’s local government for years. In 2025, it hit a milestone by delivering its one millionth charging session.

However, the 4,900 charge points installed in the UK (admittedly, most are in London) are clever in so much that they are tethered to lampposts and other existing infrastructure, or come in the form of unobtrusive posts on the sidewalk.

Users provide their own charging cable, but can then take advantage of cheaper nighttime charging rates, with the midnight to 7am shift costing around 39p per kW (or around 79¢ / AU$1.13 per KW).

While that’s not as cheap as some domestic tariffs, which can be as low as 7p per kW (about 9¢ / AU13¢ per KW), it represents a huge saving over the public fast-charging network.

What’s the hold up?

Curb-side EV charging feels like the most sensible solution to me. The low-powered 7kWh or 22kWh outlets means the solutions are more subtle and can easily blend in with existing infrastructure, while the convenience and cost-savings of charging while the vehicle is parked overnight makes perfect sense.

Each morning, EV owners will arrive at their vehicles with a full battery, knowing they can return and plug in later that day. It reduces range anxiety no end.

But while some UK boroughs are ploughing ahead with the technology, Vauxhall’s Electric Streets of Britain research found that 69% of councils and local authorities hadn't installed any on-street charging points in 2024.

What’s more, 71.6% of councils confirmed that they had no plans to install residential on-street chargers at the time. However, a more recent update suggests the number of councils with a dedicated policy officer for EV charging has at least risen from 31% in 2023 to 51% in 2025, while 44% of councils say they had installed at least one on-street charger by August this year compared to 31% in 2023.

“The slowdown in kerbside charging is fundamentally about infrastructure. Most urban distribution networks were never designed for simultaneous overnight EV demand at scale,” explains Philip Clarke, Founder and CEO at TUAL, a business that overcomes grid and vehicle constraints with scalable, modular solutions that allow fleets to take control of charging operations.

“You can install chargers on lampposts, but if the local transformer is already near capacity, power must be limited or the network reinforced. Reinforcement takes time and capital, which is where projects stall," he noted.

“The constraint lies in grid headroom; the UK grid is resilient, but it was not designed to deliver high capacity at the very edge of the network. Kerbside charging is one visible example of that limitation,” he adds.

Slowly but surely

Local solutions, such as easily accessible curb-side charging, appear to be one of the simplest ways to speed up EV adoption in those areas that lack an affordable and robust public charging network.

Companies like Trojan Energy in the UK are bringing fresh ideas to the table, with a ‘flat and flush’ charging outlet that is embedded within the sidewalk. The community brings its own, admittedly bulky, charging adaptor that slots neatly into the outlet.

Once plugged in, users can enjoy up to 22kWh charging speeds, with billing and tariffs all handled automatically through the adaptor. It’s a slightly bulky solution, but it allows the Trojan community to charge at domestic rates at 1,200 public charge points.

What about the US?

It is a similar story in North America, where a third of US households are in multi-unit buildings with no simple way to install domestic chargers.

Beam Global hit the headlines with its solution that turns street lights into charging stations, complete with a 1kW solar panel and a 1kW wind turbine for truly green energy.

However, these are designed primarily for shopping and commercial districts, rather than residential areas, seeing as the charging solution is large and unsightly.

Gravity also began rolling out its “Charging Trees” in New York City in 2024, which see high-powered charging solutions mounted overhead on articulated arms. The Distributed Access Energy Points (DEAPs) negate the need to block sidewalks with bulky charging points.

Companies such as Voltpost and EVgo have also made some progress with both curb-side EV chargers and lamppost-based systems, but this hasn’t been at the rate seen in the UK and other European countries.

More recently, Ubitricity teamed up with oil giant Shell to rebrand its charging outlets Shell Recharge in the UK. These discreet charging outlets are tethered to lamppost, bollards and other pieces of unassuming road furniture.

Currently, there are 14,400 public on-street charging stations within the network but, seeing as it has the backing of a multinational like Shell, those numbers are only going to increase at pace.

• The iOS 26.4 beta opens up CarPlay to third-party AI bots
• Apps like ChatGPT, Claude, and Gemini could soon show up
• These apps will still need to be updated to work on CarPlay

Just a few days after the upgrade was rumored, it's arrived: the new iOS 26.4 public beta release enables third-party, voice-controlled AI chatbots on CarPlay, so you can chat to the likes of ChatGPT, Gemini, and Claude from inside your vehicle.

As spotted by MacRumors, the official CarPlay Developer Guide put together by Apple has been updated to reflect the change. A new voice control screen is being implemented that enables these conversational chatbots to provide visual feedback.

This doesn't mean you can start talking to ChatGPT right away, even if you've installed the beta software: apps such as ChatGPT will need to be updated to take advantage of the new feature, and that could take some time.

What's more, these apps won't displace Siri as the default voice assistant. They won't let you control any of the functions of your car or your iPhone with your voice, and you won't be able to assign a 'wake word' to them – you'll need to launch them with a tap.

AI friends

Apple hasn't said exactly why it's enabling this functionality now, but we know it has been playing nicely with third-party AI chatbots for some time. ChatGPT is currently integrated into Siri, and Google Gemini models will be powering Siri later this year.

In fact, the new and improved, Gemini-powered Siri was supposed to appear with iOS 26.4 too – though there's no sign of it yet. The latest word from those in the know is that it'll turn up with iOS 27, which is scheduled to roll out around September time.

iOS 26.4 should be out for everyone within a few weeks: by that time, Google, OpenAI, Claude, and others may have enabled CarPlay access. We're also getting a bunch of other upgrades with iOS 26.4, including Apple Music and Camera improvements.

Of course, opening up CarPlay like this doesn't do Apple any harm in terms of avoiding further regulatory scrutiny either – especially from the EU. It means alternative AIs will be available from CarPlay just like they are from your iPhone home screen.

Acer ebii 20: One-minute review

Every industry has its disrupters. Those designers and manufacturers who decide to make a product with the aim of redefining and disrupting everything people previously thought they knew. Apple did it with the iPhone, Nothing is attempting it with other electronic gadgets like the CMF Watch Pro and CMF Buds Pro 2, and Acer has attempted it here with the ebii e-bike.

When I first heard that Taiwanese electronics company Acer had released an e-bike, I couldn’t quite believe it. I actually did some Googling to check if there was another company who had decided to use the same company name. There wasn’t.

The carbon belt drive is long-lasting and low-maintenance. An advertised life of 19,000 miles for the belt means it'll take a long time to require replacement. Not having any grease to deal with not only makes maintenance a breeze but also removes the risk of getting it on your clothes.

The 36V, 10Ah lithium-ion battery with LG cells has a maximum range of 100 km / 62 miles. This is far from the longest the best electric bikes have to offer, but it is more than adequate for any commute. A four-hour recharge can be easily achieved while either at work or overnight before riding it again in the morning.

The CGO600 Pro is perfectly positioned as a city commuter. The medium-to-thin tires eat up the miles, and handling around traffic is light and easy. The price is comparable with most of its competitors for this e-bike type, and, given its fantastic performance, it's one of the best commuter bikes on the market at the moment.

Acer ebii 20 review: Specs

Acer ebii 20 review: Price and availability

• $4,999.99 USD / £3,999 UK / around AU$7,650
• Expensive for what it is
• Not available in Australia

I decided not to look at the price until after I had carried out most of my testing, because I didn’t want to be unduly influenced by it either way. Now that I know the price, all I can say is that I didn’t expect it to cost anything like what Acer is charging for it. On performance alone I would have put it around the $1,250 / £1,250 / AU$1,800 mark. With that in mind, I’d much rather spend my money on something like the ENGWE MapFour N1 Air.

• Value score: 3/5

Acer ebii 20 review: Design

• Unbalanced weight distribution
• Aesthetic isn’t to my taste
• Bold design decisions

The Acer ebii is one of the most polarizing e-bike designs I have ever seen. That’s saying something, as I’ve reviewed a number of ‘interestingly’ designed e-bikes, including the Engwe L20. It’s not that I don’t like it per se, but like the 1962 Peel P50 car, it just takes a little time to know exactly what you’re looking at.

As well as that solid white block that spans the two wheels, one of the most notable deviations from a standard e-bike design is the inclusion of a single-armed front fork. Despite it being more than sturdy enough, it just felt mentally wrong not having my weight distributed across two forks.

When I first saw the e-bike, I thought it would be foldable. I spent time looking for a catch that would allow me to fold it up, but let me save you the hard work; this is not a foldable e-bike, despite the design suggesting it should be.

It’s a shame, because this is one bike that could have really benefited from the folding mechanism. This is a long, heavy bike that is cumbersome to move around. When I compare it to the lightweight Brompton G-Line or even the Engwe P20, I think Acer has missed a trick.

If we consider the sweet spot for this type of design, it would have to be a city-based urban dweller who still has the space to store a fully assembled bike. Unless you could fit it in your elevator, you'll also want to make sure you can store it at ground level because it weighs a hefty 23.5Kg.

The weight in and of itself is not necessarily a huge problem, but what is is the way it is distributed across the bike. With most of it located towards the front, I found it a little awkward and at times unsafe to handle.

More positively, I love its airless tires, which are thick enough to make easy work of any uneven roads or paths. There’s also a super bright front light, which is integrated into the main frame. I would like to have seen an integrated rear light as well, but Acer decided against this.

• Design Score: 3.5/5

Acer ebii 20 review: Performance

• Fast-acting brakes
• A useful set of security features
• Lack of overall power

The ebii's performance is a bit of a mixed bag. The e-bike is driven by a quality carbon belt which is both smooth and reliable. Even though it might be slightly less high-performing than a chain, there’s always the benefit of having very little to worry about in terms of maintenance.

Brake performance is also a win for the ebii thanks to hydraulic disc brakes (160mm rotors), which provide efficient stopping power. Due to the time of year, I wasn't able to test it in the wettest of conditions, but I had no problems stopping when I needed to, even when performing an emergency stop.

From a security point of view, the ebii excels as a result of an auto-lock system that utilizes Bluetooth to lock the bike when you leave and unlock it when you're nearby. I found this feature incredibly useful, although, much like a keyless car, it's slightly unnerving walking away, not knowing whether it's truly disabled.

Moving onto where the ebii didn’t perform so well, and unfortunately it’s in the area which matters most for e-bikes. It was rather disappointing to find that the 250W front hub motor found it difficult to pull the weight of the bike efficiently enough, even when cycling along flat roads. Don’t ever get me started on the lack of assistance up medium inclines. Much of these could have been addressed with a higher-performing motor, and if it was positioned at the rear, then that could have also helped.

One of the other frustrating things about the ebii was that there was a constant white noise emitted from the handlebar unit. That might have been bearable, but unfortunately it was also paired with a repetitive ticking sound. From my research, it appears that this was because I didn't have a SIM card inserted. I've read of others having the same problem.

• Performance score: 3.5/5

Acer ebii 20 review: Battery life

• Limited range, especially when using boost mode
• Detachable battery
• Helpful battery integration with the app.

Battery life is one of the most important considerations when it comes to purchasing an e-bike. If the battery doesn’t have enough capacity to take you between your location and your destination, then it’s a pointless piece of kit, especially considering the motor resistance on the ebii is so strong that you can’t ride it without electrical assistance.

Managing battery life is where Acer’s technology comes into its own. Thanks to the ebiiGo app, users can track the amount of remaining battery life and thereby make sure they have enough juice left in the tank to make their desired journey. It’s also possible to select boost mode, smart mode, or eco mode to help manage what you do have left.

Additionally, there’s an ebii Assist mode that tailors the riding experience thanks to some handy AI learning techniques. For example, after learning your riding style, the e-bike is able to tweak the “motor output to provide effortless riding based on” your pedaling power and current road conditions. This tailored experience also extends to managing battery consumption based on your chosen destination. Personally, I preferred to be in total control of my ride, but if you’re happy with the computer taking the reins, then this will work well for you.

I was a little disappointed with the battery life, if I’m honest. It barely managed 15 miles with boost mode selected, which, compared to the likes of the Tenways CGO600 Pro or the Brompton C-Line, is pretty limited. I would like to add that I wasn’t the first person to ride the test unit and so couldn’t guarantee how many miles it had already been subjected to.

I loved being able to remove the battery and charge it indoors. That way I could keep an eye on it rather than leaving it charging elsewhere. I recently tested a Quella e-bike with an integrated battery, which made it impossible to charge anywhere else but where the bike was locked up.

As a quick side note, it’s also possible to USB-C charge laptops, phones, or other devices by connecting them to the battery. Very clever!

• Battery life score: 3.5/5

Acer ebii 20: Scorecard

Should I buy the Acer ebii 20?

Buy it if...

Don't buy it if...

Also consider

How I tested the Acer ebii 20

I spent over a month with the ebii 20 e-bike. During this time I traveled through city streets, along busy roads, and traversed up and down hills. I refrained from taking it on any trails, as I thought that might be taking it too far away from its intended use! I also downloaded the app and tested out all the associated features.

First reviewed: November 2025

Miofive Mirror 1: two-minute review

While I’ve tried plenty of the best dash cams on the market, I’ve spent less time using one of the alternatives – a mirror dash cam, such as the Miofive Mirror 1 Dash Cam. It's a chunky hunk of kit, being designed to fit over a standard issue rear view mirror, using one of three different mounting options. It can be strapped, stuck or screwed on, but no matter which option is employed, the result is the same – this is a large gadget.

The Miofive Mirror 1 Dash Cam differs from traditional offerings in the design department, but it’s actually a refreshing variation on the theme. This gadget delivers the same functionality found on a traditional dash cam but everything is presented slightly differently.

Adding to the appeal is the way it can be an electronic rear-view mirror as well as offering a view out of the front too, or indeed, a split combination of the two. Both views also get recorded in a continuous loop process, much like a typical dash cam.

The Miofive Mirror 1 comes with an impressive specification, and sizable price tag. There are twin Sony sensors for the cameras; a 4K (3840 × 2160 30fps) IMX415 Starvis 2 for the front and a 2K (2560 × 1440 30fps) IMX675 for the rear unit, capable of capturing crips footage for regular day time driving as well as after dark scenarios – these sensors have proven performance characteristics. What they see is also presented on the mirror screen, which is an expansive 11.26-inch modestly curved display that features anti-glare capabilities.

As a premium device, the Miofive Mirror 1 also boasts excellent connectivity features, including 5GHz Wi-Fi and Bluetooth 4.2, which means moving those high-resolution files is quick and easy – Miofive says up to 7MB per second, while data itself can be managed by an accompanying no frills Miofive app.

The Miofive Mirror 1 dash cam also packs sophisticated and in vogue AI-driven driver assistance features and functions, which are all easily accessed via the touchscreen. These include warnings for abrupt acceleration or braking, lane departure and ‘Stop and Go’ traffic movement.

Along with those bang-up-to-date features, the Miofive Mirror 1 comes with everything needed to keep it running. There’s a super capacitor-based power supply plus the unit can be powered off a 12V socket or, if preferred, hardwired to exploit its functionality more comprehensively. Hardwire features include the 24-hour parking monitor aspect.

Miofive also packs a 128GB microSD card into the mirror’s media slot so, aside from some wiring chores initially, the unit is pretty much ready to go.

Miofive Mirror 1: price and availability

The Miofive Mirror 1 Dash Camera currently costs $299.99 on Amazon in the US. Meanwhile, the Miofive Mirror 1 Dash Camera is also available to buy from Amazon UK for £259.99, at the time of writing. Normally, the regular UK list price is £299.99, which is comparable to other likeminded mirror dash cam models with similar specs. Cheaper mirror dash cam alternatives can be found too, but I think the quality of construction makes the Miofive Mirror 1 Dash Cam seem like decent value.

Miofive Mirror 1: specs

Miofive Mirror 1: Design

While the ample screen real estate offered by the Miofive Mirror 1 Dash Cam, which has overall dimensions of 2.2 x 2.76 x 0.79 inches / 31 x 7 x 2 cm, is impressive, its size should be kept in mind by anyone with a smaller windscreen. In a compact or small sports car, the 11.26-inch IPS touchscreen might feel a little bit too obtrusive. Even in a larger vehicle, such as an SUV, the mirror construction is bulky. However, it looks and feels nicely designed and reasonably durable.

The same can be said for all of the various accessories and ancillary components needed to get the Miofive Mirror 1 Dash Cam installed and operating. Miofive offers three different ways to mount the mirror unit, which is essentially stuck in place over an existing rear-view mirror. I chose the rubberised strap method which worked well, didn’t vibrate or move on the go and was temporary enough to let the unit be removed from my test vehicle.

A more permanent option is using the supplied screws to fasten it in place, while bonding is another long-term method. I suggest using the rubberised strap method initially, just in case the Miofive Mirror 1 Dash Cam isn’t quite the right fit for your needs. The box contains all the other wiring and connectors needed to hook up to the power, including a 12V plug for that port and colour coded harnessing for connecting peripherals.

The peripherals include a small rear-view camera, which can be stuck in place using a sticky pad on the camera's base and subsequently angled for optimal capture. The other accessory that requires connection to the crop of wires is the GPS unit. Everything is basically finished in grey or black plastic, while most of the cabling is black too. This can be fed behind trim using the usual method just like any other dash cam. There’s just a little more to hide away.

Miofive Mirror 1: Performance

Once I had all of the wiring plumbed in, the Miofive Mirror 1 Dash Cam was actually very simple and straightforward to set up. The media card was already in the slot, and I followed best practice and formatted the card following initial power up. From there, the mirrored screen area displayed an array of small icons, plus a split view. To the left was a view of the read ahead and to the right, a view to the rear of the car. I left it in this default mode for testing purposes although views can be tweaked to suit individual preferences.

The picture quality looks less good in my photos but, in reality, the quality of the lenses was easy to see with clear and sharp images from each angle even in decidedly gloomy conditions. Miofive has done a decent job of including a solid level of control options, via screen icons when the cameras are on. This meant it was easy to tap and change anything, such as brightness, before setting off.

Dipping into the other features and functions – which include Connect Your Phone, Recording Settings, Parking Guard, AI, System Settings, About and Speed Cam Alert –required more thought, but the large color icons worked well. The AI menu option brings up five different functions that can be enabled and set for intensity, like Reverse Assist Line, for example, which is set as Medium by default. These are okay, although I didn’t feel a desperate urge to use them. In fact, Driver Assistance, as one option, is better off disabled as far as I’m concerned.

Overall, the footage recorded by the Miofive Mirror 1 Dash Cam is largely excellent. It's crisp and clear, capturing details nicely enough, and didn’t leave me wanting anything better. The detail presented along the bottom of the footage, including date, time and speed is also perfectly acceptable. Used as a pure front and rear dash cam setup, this is a very good product. And, should you require them, there are plenty of neat tools to enhance the functionality.

One important thing to note is anyone wanting to enjoy the parking monitoring will need to do so by enlisting the services of an optional hardwire kit. This does increase the potential of the bundle, especially for anyone wanting the extra parking features that get unlocked by going down the hardwire route.

Should you buy the Miofive Mirror 1?

Buy it if...

Don't buy it if...

How I tested the Miofive Mirror 1

• I installed the dash cam in a car for an initial period of three to four weeks
• I used it for various day and night journeys in all types of weather
• I connected it to my phone, downloading recordings to check on quality

I tested the Miofive Mirror 1 dash cam across a period of several weeks. This involved using it in a test vehicle and during a variety of weather conditions. This allowed me to try all of the features and functions, aside from the hardwire options due to it being powered via a 12V power port in a vehicle that was on temporary loan.

On top of that, I downloaded the latest Miofive app, which was installed on an iPhone 17 and used during the installation process and also for file management duties. I also tested the Wi-Fi connectivity between the main camera unit and the app, which based on the size of the 4K video files was a big part of the overall testing procedure and everything worked as anticipated.

• First reviewed February 2026

• Google has made a small but useful tweak to Android Auto
• Driving status can now be ascertained via Bluetooth
• This reduces the chances of mistakenly muting notifications

If you're a regular Android Auto user, you may have noticed that there are a rather complicated set of rules around notifications being automatically blocked while you're driving – but it seems Google has now sorted out one of the most frustrating issues.

As spotted by Android Authority, the option to have Do Not Disturb automatically enabled in Android Auto when motion is detected seems to have been tweaked. This setting was known for accidentally muting alerts on the phones of passengers as well as drivers.

Now, the old option to have Do Not Disturb turn itself on when the phone is connected to a car dashboard via Bluetooth has been added back. That's a much more reliable indicator of whether someone is driving and whether this mode should be enabled.

It makes sense that you don't necessarily want a flurry of alerts distracting you while you're at the wheel, but it's also important to give users control over this – and not have Do Not Disturb enabling itself without any manual interactions.

Check for updates

Google hasn't actually said anything officially about this, so we don't have the full story, but as per Android Authority the update is starting to roll out across various Android devices. Version 26.05.32 of Google Play Services is the update to look out for.

On a Pixel phone, you can check if you've been given the refresh by opening up Settings, then tapping Modes and Driving. If you select While driving, you'll see the Bluetooth option is back, if your Google Play Services version is right up to date.

Samsung phones actually do this best, because they also make the phone check that it's connected to an Android Auto dashboard – not just a Bluetooth device. Let's hope Google adds a little more granular control here in the future.

The next notable Android update is Android 17, and it should be arriving later this year with multiple upgrades included. So far, however, there haven't been any indications that Android Auto will get any significant upgrades.

To many Porsche purists, the GTS badge represents the pinnacle of performance. It’s never reserved for the most banzai cars (Turbo or GT does that) but it fine-tunes the experience to make it the most focussed and, dare we say it, ‘Porsche-like’ of the range.

Early Carrera GTS models were a testament to this, including the 911, 924 and 928, while more recent iterations of the Boxster and 911 GTS were standalone cars in their own right, with unique engine set-ups designed to give them a character like no other.

This brings us neatly onto the latest Macan GTS, which I recently took for a test-drive. While it possible to argue until sunrise about the legitimacy of electrified SUVs sporting Turbo and GTS badges in the first place, it is the most "dynamic" and “emotional” Macan model in the range, according to its maker.

Essentially a slightly pared-back Turbo, the GTS uses the same dual motor set-up as its madder sibling, albeit one that makes 571hp (when launch control is engaged), as opposed to the slightly bonkers 639hp of the more expensive range-topper.

There’s also the same 95kWh battery pack that is good for 362 miles of range, while drivers get the same 800V electrical architecture that’s found on the upcoming Cayenne and Taycan – one that is capable of brimming batteries from 10 to 80 per cent in as little as 21 minutes

So why spend £97,500 (around $133,000 / AU$187,000) on the Turbo when the £89,000 (around $133,000 / AU$170,000) GTS will do much of the same thing and then some This was exactly the question I was left mulling after driving the new car in France recently.

Specs appeal

While the Macan GTS doesn’t exactly get a completely bespoke list of additional niceties, it does get arguably the best selection of specifications that Porsche offers.

There’s the option of the unmistakable Carmine Red paints for a start, flared wheel arches, bespoke side skirts, 22-inch RS Spyder wheels and tinted LED taillights. The interior packs blacked-out Race-Tex elements, while all cars receive Porsche Torque Vectoring Plus (PTV Plus), air suspension and the marque's excellent suspension management. There’s also rear-wheel steering.

Granted, many of these options can be ticked when specifying lesser Macans, such as the 4S model, but Porsche has done all of the hard work for you here and tuned it with these systems in mind.

The result is a 2,395kg electric SUV that handles and behaves like a much lighter sports car. Acceleration is understandably brisk, but not offensively so, while the steering is direct and offers plenty of feedback.

Hurling this monster through some of the tight mountain roads outside Nice was made all the easier by rear-wheel steering, which magically disguises the size, and the enormous brakes effortlessly scrub off speed. It’s possible to cover ground very quickly in this car.

Cleverly, Porsche has also designed some signature synthesized engine notes for the GTS, which changes its tone depending on the mode. In Normal, it’s switched off for a more relaxed feel, but Sport introduces some thrum, while Sport Plus brings in a bassy burble that gets louder as the revs pile on.

Although not quite the Jekyll & Hyde difference that’s experienced when cycling through the various modes in the Hyundai Ioniq 5 N, it does a magnificent job of completely altering the Macan’s characteristics.

A parking pro

Porsche is introducing a number of technological firsts in this GTS model, including the ability to now pair Bluetooth accessories to the various digital displays inside the car.

This is particularly important for those that specify the optional 10.9-inch passenger display, which can now be combined with a PlayStation or Xbox controller to make the most of blockbuster games, such as Asphalt 9.

There is also a plethora of new parking technology, which will hunt out an appropriate space and then parks up automatically. It can also be 'trained' to execute tricky maneuvers. Once programmed, the vehicle will recognize the surroundings and offer to take over driving duties next time.

Similarly, there’s also a new reversing assistant that logs the last 50m of any trip and will then autonomously reverse that route. It is a similar system to that first debuted by BMW, but it makes navigating tight European roads a doddle. All you have to do is cover the brakes.

While these factors are likely at the bottom of a wishlist when purchasing a performance Porsche, it is further proof of the Macan’s immense bandwidth. This is a car that can be abused around a race track, taken off-road and then remote-parked in the parking lot later that day.

A sweet spot

The Porsche Macan GTS doesn’t exactly represent a fantastic saving over its Turbo counterpart (£8,500 /$11,500 / AU$16,000, if you’d like to know), but those numbers feel considerable when you realize the additional horsepower offered by the range-topper isn’t really missed here.

Instead, Porsche engineers have managed to create a sort of Goldilocks model from the seemingly endless trim and specification options that the brand offers, one that rides beautifully, delivers plenty of dynamism on the right roads, consistently performs on the race circuit and then settles back into a quiet and comfortable cruiser at the weekends.

This Macan likely won’t go down in Porsche history as one of the most iconic GTS models ever made, but it applies the brand’s race-derived knowhow to its electric range with tangible results.

Immensely fun on any road but still able to do the EV stuff with ease, this feels like the Macan to have if driving dynamics are still important to you.

Back in 2019, Jaguar Land Rover won a landmark court case in Beijing that prevented the Evoque-mimicking Landwind X7 from being sold. The almost-laughable copycat behavior was mocked mercilessly – but times have changed, and China is now the very epicenter of EV technology.

It has the most advanced battery systems, with the likes of CATL and BYD tipped to be the first to mass-produce game-changing solid-state packs, while its lead in both rapid-charging and autonomous driving systems is undeniable.

With that in mind, it seems strange to me that many of those Chinese brands making waves in Europe and beyond continue to base their models on established and instantly-recognizable designs.

The Jaecoo 7, for example, was quickly labelled the 'Temu Range Rover' by the social media sect, given that it essentially mashes design cues from the Range Rover Evoque and Velar into a package that costs half of Jaguar Land Rover’s vehicles.

A more recent unveiling form Xpeng proved that Jaecoo’s decision to be influenced by one of the leading names in luxury SUVs wasn’t a fluke accident, as the upcoming Xpeng GX (see the image at the top of this article) looks so much like a Range Rover that the majority of the general public would find it difficult to tell them apart.

Although not available outside of China just yet, the Geely Galaxy Cruiser, which is slated to reach the UK in 2028, borrows certain design elements from the Land Rover Defender wholesale, including the side gear carriers, the rear-mounted spare wheel cover and, well, almost every exterior panel for that matter.

BYD’s premium arm YangWang is also partial to copying some of Land Rover’s homework, as the massive U8 borrows a number of body panel designs from both JLR and Rolls-Royce to create a sort of Chinese take on luxury SUVs – one that’s both eerily similar and uniquely gauche at the same time.

The imitation game

But it isn’t just British luxury SUV-makers that fall victim to the imitation game. Xpeng’s G6 also ruffled a few feathers upon launch, seeing as it’s almost impossible to tell it apart from the updated Tesla Model Y. Even the interior feels like a carefully-studied copy.

While Jaguar Land Rover and car-making goliath Chery Automobile have an ongoing joint venture in China, I still feel that is lazy to simply base designs on what they see.

The Xiaomi YU7, which comes from one of the most cutting-edge tech companies outside of California, proved the company could nail electric performance, but then it looks like an amalgamation of a Porsche and a Ferrari. Why not develop a design that’s truly unique?

While this might seem like an issue for a bit of a car nerd like myself, it doesn’t seem to bother the paying public.

A transition period?

The Jaecoo 7 became an almost instant hit when it was launched in the UK last year, with over 26,048 units registered in 2025, making up the bulk of the company’s sales. It even outsold the once all-conquering Nissan Qashqai.

Owners don't seem to mind that passers-by are often left scratching their heads. All they really care about is the fact that it starts at just £30,115 (around $41,000 / AU$58,000), which is far less than any Range Rover offering, and that it offers a hefty amount of high-tech kit as standard. Jaecoo’s hybrid systems are also more sophisticated and more efficient.

Some insiders believe that the Chinese automotive industry is going through a transition period right now, where it moves from an imitator to an innovator, with brands like Zeekr, Lynk & Co and NIO already starting to carve out their own design language.

Javier Garcia-Gallardo, head of Zeekr’s Shanghai design studio, told Car Design News that he thinks that car culture is building in the country and that in 10-20 years' time, we will see more brand differentiation and “future icons" emerging from China.

But until that point, we will have to witness Jaguar Land Rover’s entire back catalogue performed by your local pub’s cover band.

The MG S5 isn’t the most exciting car that the Chinese automaker has brought to Western markets in recent months, but it is probably the brand’s most important. Built to be electric from the ground up, the new SUV adds a bunch of quality-of-life improvements atop the MG4’s foundations and feels like a worthwhile attempt at shooting for mass-market appeal – or at least moreso than with the company’s massively successful hatchback, the gorgeous Cyberster roadster.

The S5 is also important for another couple of reasons – this is a car that replaces MG’s first electric model, the ZS EV, while being powered by the very same technology underpinning one of my favourite EVs, the MG4. That makes this otherwise innocuous electric SUV quite interesting, particularly to see if MG has managed to inject the S5 with the same shot of excitement that made the MG4 such a blockbuster.

The reality of the S5 is, sadly, a bit more quaint. It isn’t destined to be the practical pocket rocket that the MG4 was, which is particularly obvious when you notice that (unlike the latter) there’s no dual-motor version of the S5, nor a long-range-battery option that puts it on par with the exceptional range of the highest-end MG4. Instead MG has kept the S5 to a three model line-up (or four model line-up, including extended range options in some markets), omitting one of the things that made the MG4 so competitive with its five model range.

Being a physically bigger car with the exact same battery and motor arrangement, it’s perhaps no surprise that the S5 has less range than the MG4. It also offers a fairly beaten-down acceleration that gives it some lag before moving at top speed – something I was particularly sad about, as I loved the sportiness of the 4.

But this is all cart before the horse; there is at least a logical reason MG has done it this way. The MG S5 is designed to be a more practical day-to-day car than the MG4, more befitting somebody after a comfortable family car than a small electric hot hatch. It’s priced extremely well in both the UK and Australia, and despite having a lower battery range than the 4, it’s still particularly efficient.

Underlining all of this is MG’s redesigned interior. The MG4 has easily one of the worst interiors of any electric car on the market, with a tiny touchscreen and sparse detail, along with a fairly uninspiring instrument cluster. The MG S5 admirably upends all of this, with a much more attractive setup that’s headlined by a larger touchscreen and integrated apps like Spotify and YouTube. I personally love the fact that Android Auto and Apple CarPlay now come wireless with the car (both were wired with the MG4), as it tops off the convenience factor without the need for cables.

MG S5 specs

This one’s not for hoons

For the most part, the MG S5 does feel like a more polished version of the MG4 applied to an SUV frame. The operating system and user interface both feel leaps and bounds ahead of the MG4’s, which is particularly welcome given how spare these felt in that car. It’s a welcome innovation from the once-British, now-Chinese carmaker, which has long struggled in comparison to BYD when it comes to delivering a more premium-feeling experience – though to its credit, MG has rarely been undercut on performance.

The cabin also feels a lot better put together, lacking the cheap, undetailed look of the 4 and replacing it with a fairly standard-looking EV cockpit, fit with a larger central display and a sensible approach to physical air conditioning controls.

It’s on this front that the S5 makes its best impression. MG has put all of its energy into improving the achilles heel of the MG4, while not really touching performance at all. That’s not a bad thing – and it’s not a bad car.

Let’s start with the simple – the premium Essence/Trophy model, as seen in this article, comes with a glorious cabin-spanning glass roof that can be covered by a roller shade. This is terrific and was one of the things curiously absent from the original MG4 – so I’m happy to see it debut with the S5.

The seats are more comfortable in the S5 than in the 4, which isn’t surprising given the added space of an SUV over a hatchback, but is still worth mentioning if you’re on the fence between the models. The instrument cluster is also a lot nicer-looking, and is now housed on an indented screen inside the dashboard, rather than a hovering display, adding to the premium internal aesthetic.

The biggest accolades go to the software. While the operating system still has a small bit of lag here and there when switching between pages – and its buttons are often a bit difficult to tap with the screen’s borders so large – MG has made meaningful improvements to the user experience. The larger screen is nicer to interact with, the inbuilt third party apps are fast and seamless, and on the whole it just feels more thoughtful.

Unfortunately, it doesn’t appear that the S5 has added over-the-air updates, where software updates can be delivered directly at any time rather than needing to be taken to a dealer, and this remains a major drawback compared to other EV makers.

Adaptive cruise control remains fairly standard in the S5 – it works as expected and is neither bad or praiseworthy – and energy consumption is generally quite efficient. Mixed highway driving between Sydney and Newcastle 200km to the North saw the car report 16kWh/100km, which is perfectly in line with other cars at this price point.

Recharging speed was never a problem, though I’d obviously recommend opting for one of the two Long Range models if you’re going to be doing lots of highway driving. If you’re after a city tripper, you’d probably be fine with the other trims.

On the whole, it’s good that MG hasn’t messed with the sauce that made the 4 so good when reimagining it as an SUV. The comfortable RWD drivetrain at this pricepoint is particularly welcome, as is the 150kW recharging capacity with the Trophy/Essence models. So what’s holding the MG S5 back?

So what’s not so good about the MG S5?

When I re-reviewed the MG4 in early 2025, I refreshed my opinion on the car. It wasn’t simply my favourite EV in the entry-level Australian segment (or lower mid-range segment in the UK) because of its brilliant driving dynamics, nor necessarily its fairly good price for the battery range on offer. Rather it was because of the broadly satisfying line-up of trims. On offer were five variants (including an exceptionally fast performance model) with distinct specs, extras and battery sizes. This empowered the buyer in truly shopping for what they wanted, picking the trim that best suited their lifestyle while still getting a solid car overall.

The MG S5 shrinks the appeal of the MG4 into, essentially, two models – each of which comes in either a standard fitout, or a luxury trim with a Long Range battery. (Note that prospective UK buyers only have three options, with the standard Essence/Trophy model unavailable.) The base-model Excite with all the essentials, and then the Trophy (or Essence) that adds a bunch of great extras, like a 360 camera, power-lifted trunk door and an electric driver’s seat. Just like with the MG4, there’s still no electric front passenger seat – even with the luxury option – which I just find confusing at this point.

It’s not a bad arrangement MG has here, but I do miss the higher-end 77kWh battery option that’s available with the MG4. That would have gone a long way in relieving range anxiety from some customers, but ultimately MG has elected to axe it (and the carmaker has told us it’s not even long for this world with the MG4 either).

However, what’s undeniable is that the S5 is leaps and bounds ahead of the model it replaces, the MG ZS EV. The latter is getting quite long in the tooth, with unimpressive charging speeds and battery capacities, a fairly boring interior and (by all accounts) fairly underwhelming performance. That being said, I think it's a real shame that the S5 loses most of the MG4's sportiness, meaning it's just not as fun to drive.

While there’s honestly no need for an SUV at this price point to be a track toy, when merging onto highways I would have absolutely appreciated the extra grunt that I know the MG4 can deliver. However, I’m pretty comfortable calling this a fairly well-rounded car across all trims and it certain brings the fight to similarly priced EVs, such as the BYD Atto 3.

Should you buy the MG S5?

Despite its drawbacks, the MG S5 is my top pick among cheap electric SUVs in Australia, however, I think it’s a more difficult proposition in the UK. It’s price-competitive with the massively popular BYD Atto 3 (AU$39,990) in Australia, along with the Chery Omoda E5 (AU$42,990) making it one of the best value electric SUVs Down Under. In the UK, the entry-level trim is competitive at £28,745, while the long range variants, starting at £31,245, are in tight competition with the Kia EV3 (£33,000) and Volvo EX30 (£32,850).

If you need a family SUV and want it to be electric, but also wouldn’t mind some interesting driving dynamics while also getting a fairly neutral but nice interior, then I’d recommend taking the MG S5 for a test drive. If you’re not shopping for those exact criteria, however, I’d recommend checking out the aforementioned alternatives.

We've gotten our first glimpse of the Jonny Ive, Marc Newson-designed Ferrari Luce electric supercar cockpit, and aside from the stunning aesthetic, it's perhaps most notable for what it doesn't include: a touchscreen.

I still remember the first time I sat in the passenger seat of a Tesla Model S and was confronted with its 17-inch portrait-mode display. A novelty at the time, the huge flat panel was placed squarely between the driver and me. While there was a much smaller dashboard display for the driver, a lot of the information about our drive, including critical information like the nearest charging station, was all on that touch display.

Since then, I've sat in countless other modern cars, many of them featuring big touchscreens (though rarely that big – other Teslas, aside from the Cybertruck, feature somewhat smaller touch screens) placed dead center on the dash. Tesla started a trend – and it's one that former Apple Chief Designer Ive would apparently like to stop in its tracks.

Speaking this week at a roundtable event, Ive told The Drive, "Yeah, I think a large touchscreen practically, functionally, doesn’t work. That’s incontrovertible."

That's right, the man perhaps most responsible for bringing multi-touch devices into our lives via the iPod, iPhone, and iPad, thinks they have no place in the car experience.

“It served a purpose when we developed it, but we were very clear about why we developed it for the products we did,” Ive added.

That comment, which focuses on design matching purpose, echoes those made over the years by Ive's former boss, the late Apple cofounder and CEO Steve Jobs, who insisted that MacBooks did not need and should never offer touchscreens. He said the design would be unergonomic and would lead to arm fatigue. Plus, there were all those finger smudges to contend with, which might degrade the experience.

Touchscreens everywhere?

Over time, those assertions have held less water as Apple has moved the iPad closer and closer to the MacBook. The latest iPadOS supports a multi-window experience that would be at home on any laptop, and there are also more than a few rumors claiming we may still see a touchscreen MacBook.

The analogy for cars, though, only goes so far. There's arguably a bigger and more important reason for not using touchscreens in cars: safety.

I own an aging Mazda 6 that does include a center-mounted infotainment screen. When the car is in motion, the touchscreen capabilities cease functioning, and I have to use a multi-control knob on the center console mounted between our seats. Of course, that display doesn't have mission-critical information on it. I might also contend that tapping it while driving isn't that distracting.

However, in explaining why he so dislikes touchscreens on cars, Ive mentioned functions being buried layers deep, and the driver looking at the screen when they shouldn't be.

The Ferrari Luce does have a large-ish, center-mounted, rotating console, but it's not a touchscreen. Instead, each feature appears to be controlled by distinct and beautifully-designed buttons. This interior manages to be modern yet classic, a distinctive Ive touch if there ever was one.

The case for and against in-car touchscreens

During that first drive in a Model S, I recall that I, as a passenger, spent a lot of time staring at that big screen while my driver kept his eyes firmly glued to the road. As we started to run low on charge, he finally started tapping the display to find the next available charging station. He did it casually and with only passing glances at the screen. I didn't think he was distracted, but then he knew the car, and knew how to navigate the Tesla platform.

Ive may be right that sometimes we take an innovation too far, and to places it doesn't belong, but I'm not convinced that touchscreens don't belong in a car. I see the benefit of getting valuable information at a tap (though perhaps voice control might be better), and I think Tesla and other auto manufacturers know well enough not to bury any critical information too deeply in the system. These touchscreen systems are designed to support the drive, and are not bolted on tablets with intricate, many-levels-deep operating systems.

In-cockpit touchscreens make sense when they focus on images and large, obvious controls, and I would not draw a through-line from looking and touching these screens to texting while driving – as someone who's driven alongside such lunatics, I can see how long it takes them to read and type while they swerve all over the road.

That said, poorly-designed in-car touchscreens that put too much of a car's functionality into the display might pose a safety risk. In fact, the US National Highway Traffic and Safety Administration sets guidelines for locking out non-driving functions while driving (though these rules are now 26 years old), and there's a broader consensus that long periods of time spent using these screens can pose a safety risk.

While I don't agree with Ive, I do see a need for moderation. The car I want will have a mix of big touchscreens and physical buttons. I worry that in an effort to remove touch, car manufacturers might simply remove big displays, and then I lose, for instance, that large, turn-by-turn navigation I love.

Ive's Ferrari Luce design makes a statement about in-car touchscreens, but it's unlikely to be as influential as Ive's work on multi-touch consumer devices. After all, when the electric supercar does finally arrive in 2028 it might cost $500,000, ensuring that it only appeals to the ultra-rich.

If Ive is serious about wiping the scourge of touchscreens from all car cockpits, he might consider partnering up with Ford or Toyota to design a cabin for a truly affordable EV.

• We've got our first proper look at the electric Ferrari Luce
• The cockpit was designed by Jony Ive and Marc Newson
• Ive says he's not a fan of touchscreens inside cars

Jony Ive never did get to make a car while he was the design chief at Apple, but he's now partnered with Ferrari to design the cockpit of the upcoming Luce electric car – while taking a swipe at the interior look of Tesla vehicles.

Teslas are well known for their large touchscreen dashboards, and a lack of physical dials and buttons. That wasn't the way Ive wanted to go with his own creation, made with his design partner Marc Newson, according to roundtable quotes given to The Drive and Autocar.

"I think a large touchscreen practically, functionally, doesn't work," says Ive. "That's incontrovertible. You have to look [at it], which you shouldn't be. You've designed [something that's] layers and layers deep."

Ive clearly isn't a fan of Tesla interiors. "This idea that because the power source is electric the interface should be digital is nonsense. That makes no sense to me at all," he added.

That might be surprising, given Ive is largely responsible for the aesthetics of the iPad and iPhone. But the touchscreen on those products "served a purpose" Ive says, while pointing out that the inside of a car is "such a challenging and different environment".

Inside the Luce

On to the Ferrari Luce then, and so far we only have a teaser of the cabin for the electric vehicle. A full reveal is expected in May, but we now have an official look at the steering wheel, gauge cluster, dash, and center console.

There is a central touchscreen that can be moved around to suit the driver, but there are also plenty of dials, buttons, and levers to play around with. That physicality and tactility seems to have been an important consideration for Ive and Newson.

“One of the things that we felt very strongly about was we wanted to explore an interface that was physical and that was engaging, and that was to take the most powerful parts of analogue displays and combine them with digital displays,” Ive said at the unveiling.

Ferrari's first fully electric car has been a long time coming, and was originally slated to show up in 2025. The name Luce was chosen as it means a light source in Italian, and it's also a colloquial term for electricity.

There's extensive use of anodized aluminum and strengthened Corning glass here, which is another callback to the iPhone and the iPad. We'll keep you posted on this hugely anticipated EV as we get closer to the full reveal from Ferrari.

This year’s Consumer Electronics Show in Las Vegas was awash with humanoid robots. Brands used little dancing droids to attract crowds to stands, while amateur teams of engineers conducted impromptu robot-offs in the car park.

As a result, it was easy to view these often diminutive bits of technology as a novelty – until, that is, Hyundai’s 90kg Atlas humanoid robot stomped onto stage a day before the show floor opened to the public.

Measuring around 5ft tall, with the ability to reach up to heights of around 7.5ft when fully extended, Atlas is the brainchild of Boston Dynamics, the world-renowned robotics company that already has its Spot robotic dogs busy working on everything from security details to quality control shifts.

But Atlas, which is fully capable of walking (with some swagger), waving and performing the odd backflip, is an entirely different proposition and one that Hyundai Motor Group, the company that now owns an 80% stake in Boston Dynamics, hopes could prove a rich future revenue stream for the business.

Due to begin production imminently, the humanoids will then be trained at the firm’s new Robot Metaplant Application Center (RMAC), where robots learn human collaboration by mapping movements such as lifts, turns, and recoveries into precision training for repetitive and complex tasks.

Following that, Atlas will begin deployment across Hyundai’s various smart factories, with a view to manufacture some 30,000 units by the year 2028.

“Over the past several decades, most manufacturers have automated everything that they can automate,” explains Boston Dynamics CEO Robert Playter.

“The work that is left is difficult to automate in a cost-effective way. And that's because the tasks have huge variation. Whether it’s the parts varying from car-to-car or because the tasks involve assembly and close-knit tolerance and things that you can't do with the traditional robots,” he adds.

Consistency is key

During various demonstrations on the Hyundai booth at the Las Vegas Convention Center, which was easily one of the most popular this year, Atlas could be seen moving car parts from one storage area to another — its 56-degrees of movement allowing it swivel its entire body to move between storage bins, rather than having to walk.

Similarly, its dexterous fingers could grasp an array of objects, even down to the small and delicate stuff, and move it accurately. Weather-proofing ensures it can work outside and when its batteries run dry, it simply walks over to a charing dock and replaces them itself.

While the speed at which Atlas could perform these tasks wasn’t exactly mind-blowing, chief strategy officer at Boston Dynamics, Marc Theerman, explained to me that this wasn’t really the point.

“Humans might be super efficient at 9am in the morning, but our studies suggest that this efficiency drops off throughout the day. With this sort of automation, you need consistency, and the robot never gets tired, and the robot runs at a consistent speed with little interventions,” he explains.

In this respect, Atlas has been designed to be put to work on the sort of shifts and tasks that would have unions calling for strike action. Downtime? No way. The company ensured that most of Atlas’ parts are easily interchangeable if the worst happens.

“If an arm, a leg of even a hand is broken, these parts can be swapped by anyone with even the slightest bit of training in a matter of minutes,” Theerman says. “This was something we learnt from our Spot robot, our customers don’t want any downtime to fix robots,” he adds.

Believe the hype

While humanoid robots are currently at the very epicenter of the hype cycle, there is a valid reason for choosing this form. Theerman says that he predicts many Atlas units will be put to work in facilities that were never designed for robots in the first place.

“The average plant in Europe or the United States is probably 35 years old. And so if you want to automate a plant like that, without fixed automation, you need something that looks like a human, because that's what the plant was designed for,” he says.

A quick scan of the Boston Dynamics back catalogue reveals plenty of other robots, such as its Stretch logistics bot that is solely used for warehouse operations, that can be implemented for very specific tasks.

But what sets Atlas apart is the fact it can perform numerous jobs and, thanks to advances in AI and, in particular, Large Behavioral Models (something Google’s DeepMind is helping with), the humanoid will be able to be trained in a matter of days to perform complex actions.

“So far, we’ve focussed on the physical side of AI, so Atlas can dance, run and jump. But behavioral is the next frontier. We hope that in the future, customers will be able to swap the humanoid’s hands for specific tools, so it can be taught to weld, construct and much more,” Theerman adds.

At this point, it is worth noting that Hyundai’s humanoid endeavor isn’t the first of its kind, nor is it the only technology in existence. In fact, there’s a veritable arms race to launch useful robots.

Tesla’s Optimus is designed for general purpose tasks, but early demonstrations have revealed that it still has some way to go before being genuinely useful. Similarly, companies such as Figure AI, Agility Robotics and Apptronik are all making waves in the emerging industry.

In fact, Chinese heavy equipment manufacturer Zoomlion already has a team of humanoid robots busy at work in its network of plants, churning out hundreds of products a day.

But Boston Dynamic’s CEO still thinks his company has the edge, not least because it has the financial and manufacturing backing of the Hyundai Motor Group.

“We've already got a pathway that we're cutting with our existing products to commercialize. We've built our organization around supporting products in the field, integration, service, repair, logistics, so all of the components around that. Something that thankfully nobody else is doing yet,” he says.

Oh, the humanity

The question of replacing humans is neatly brushed off by those in the business of robotics, seeing as the technology has the potential to replace vast swathes of manual labour. Thankfully, Atlas, much like its Spot counterpart, is expensive right now and many plants find it cheaper and more convenient to use a human workforce.

But Boston Dynamics’ chief strategy officer feels that, while it could be a potential issue, he has found companies with a higher robotic adoption are more productive, therefore are growing faster, are more profitable, and are hiring more employees.

“Yes, there’s going to be shift of workers, but we think that at the moment, these robots will always require human monitoring. So we call this job 'robot wrangler' or 'robot operator'. And that job is growing quite fast, and it's fascinating,” says Theerman.

And what about your robot butler? Well, the Boston Dynamics CEO thinks that is some way off. In fact, he feels robots in the home is the wrong strategy, citing the fact that the consumer market is very “cost sensitive”. He also admits that safety is paramount and that the home is a “complex environment”.

“We think it's going to be 2028 or 2030 when we have robots deployed in factories and probably five years after that before they’re really affordable in the home,” Playter states.

Mark your diaries. The year 2035 could be when we finally witness the rise of the robots, or find out if it’s just another hype cycle that will gradually fade into the CES archives.

• The number of candidates caught cheating in driving tests has risen sharply in the UK
• Examples include some caught using Bluetooth headsets connected to hidden phones
• It comes as learners face a huge driving test backlog that results in long waiting times

The number of learner drivers caught cheating in their driving tests has skyrocketed in the UK, rising by almost 50% last year with many relying on the use of hidden phones and Bluetooth headsets.

The data comes from a freedom of information request by PA Media (via the BBC) and reveals that 2,844 attempts to cheat were discovered during driving tests in the year to September 2025. This is a substantial 47% increase compared to the previous twelves months, with over a third of cases using some form of technology.

This included candidates that were busted with a Bluetooth earpiece connected to hidden phones during the multiple-choice theory test, while there were also more than 1,000 attempts of impersonators trying to sit the theory test in someone's place.

Thankfully cheating in the practical test (which actually has you behind the wheel rather than sitting at a computer screen) seems less common, though there were still more than 640 instances where impersonators were caught trying to take a test on a candidate's behalf.

Desperate times

The government warns that it is illegal to cheat at either a theory or practical driving test by using an impersonator or impersonating a candidate yourself. Those caught risk being sent to prison, banned from driving, ordered to carry out unpaid work, or made to pay court costs.

Those who suspect that someone has used an impersonator can file a report via the gov.uk website.

Why are candidates turning to underhanded criminal methods given the potential consequences are so severe? Experts blame the ongoing driving test backlog, with the government itself estimating that candidates have to wait nearly 21 weeks to secure a test in England compared to 15 weeks in Scotland and 13 weeks in Wales.

"It almost seems inevitable in an era of lots of demand, but very little consistent supply, that you are going to get people engaging in risky behaviours, like using a cheat service to try and pass," Driving Instructors Association chief Carly Brookfield told the BBC.

My personal experience

Although I would of course never resort to crime, I do understand the frustration learner drivers face as someone who only passed a few months ago myself. Those backlog estimates seem quite low compared to my experience in a busy area of London, where it took almost half a year of waiting (with thousands of pounds spent on refresher lessons) to secure a test slot.

The rise of automated bots snapping up places and issues with the government driving test booking website make it an incredibly frustrating experience that forces you to race against hundreds of other learners to secure a small handful of slots as they release on a weekly basis.

I purchased a third-party booking app out of sheer desperation, which alerted me to short-notice test slots freed up by cancellations and finally managed to get a test booked in.

The UK government has set out measures aimed at tackling the shortage, including drafting in military driving examiners to conduct tests and preventing learners from snapping up empty slots in far away test centres, but the National Audit Office suggests that things are unlikely to be resolved before November 2027.

• New Jersey just introduced tighter e-bike rules
• Other states are considering similar restrictions, too
• Many e-bike advocates are frustrated by the new law

New Jersey is imposing new e-bike legislation that will seriously impact riders in the state – and could be a sign of tighter restrictions rolling out more widely in the US and beyond, which could have serious ramifications for the adoption of e-bikes and similar technologies like e-scooters.

Under the new law, all classifications of e-bike ridden in New Jersey will require the rider to get a license, get insurance, and register their vehicle – a lot like you would for a car or motorbike. You must also be aged at least 15 and have a motorized bicycle license or be at least 17 years old with a valid driver’s license to own and operate an e-bike.

The state has also banned conversion kits that would allow riders to convert their lower-powered e-bikes to higher-powered ones, and for the next year, it has banned the sale of electric motorized bikes online (the fastest tier of bikes, which can go at speeds over 28mph).

Lawmakers who proposed the bill, and supporters, have heralded this as a major win for e-bike safety, with bill sponsor Senate President Nick Scutari declaring, “We are in a new era of e-bike use” – showcasing the local government’s action to help prevent e-bike-related injury and deaths following some high-profile incidents late last year.

E-bike enthusiasts are a lot less positive about New Jersey’s actions, however. You’ll find various articles and social media posts like this one from Chris Crossed, calling this “the dumbest ebike law ever,” as they point out issues like the lack of insurance options in the current market, as well as the conflict the law has with efforts to cut carbon emissions and reduce traffic congestion.

Though these voices are not entirely opposed to all of the actions being taken. Instead, they’re concerned that the broad, rather than targeted, measures could harm interest in e-bikes, which offer a solid alternative travel method for many. Especially as they fear New Jersey won’t be the last to impose restrictions – case in point, New York State has a similar senate bill in the works.

As e-bike fans would themselves be quick to point out, e-bikes are not a well-defined category. The term can be used to refer to pedal bikes that offer minimal assistance (topping out at speeds below 20mph) as well as effective e-motorbikes that can go at speeds over 28mph and aren’t really intended to be pedalled.

Clearly, there’s a major difference between these kinds of vehicles, but the very generalized category name combined with low understanding of the specific differences between subcategories means it’s easy for folks to buy e-bikes with a lot more oomph than they realize (leading to accidents) and lawmakers being overly broad with their rules.

Unfortunately, there’s also clearly a need for tighter rules to be brought in, because e-bike injuries are on the rise (via Velo and the BBC). Part of this comes from increased ridership, but that alone doesn’t account for the increase – factors including increased power and weight for e-bikes are also seemingly playing a part.

Is there a happy middle ground?

I’ve written about being a major fan of e-scooters, and e-bikes to some extent too, as they offer commuters a great alternative to driving that’s more environmentally friendly, fairly convenient, and not as physically taxing as riding a non-e-bike. So I’m not keen on overly restricting access.

Instead, I’d follow the example set by various countries’ drone rules. E-bike manufacturers would start by getting their bikes approved for use on public roads, and they would be assigned a category based on their top engine speed and weight.

The lightest, slowest speed e-bikes would be accessible to younger riders given they’re comparable to a pedal bike with just a little assistance; medium-weight and speed bikes would be restricted to older riders and require some kind of online test that checks their understanding of road and rider safety; and then those heaviest and fastest ‘e-motorbikes,’ as they’re called, would require some kind of license akin to a driver’s license.

All bike types, however, would need to be registered by an adult and be tagged with their registration number. Registration could be done online, and would be similar to how UK drones need to have your Operator ID on them.

This is just one idea, and I’m keen to hear your alternative suggestions in the comments, but I feel it strikes a better balance between improved safety and keeping e-bikes relatively accessible than do the New Jersey rules.

We’ll have to wait and see how other jurisdictions tackle e-bike rules, but as I sit here hoping for looser e-scooter laws in the UK, I have a suspicion we might, in fact, see tighter restrictions in various places. Hopefully, my hunch is wrong.