Not so long ago, resto-mods were almost exclusively reserved for big dollar classics and vintage supercars. But exclusivity no more, just in the last couple of years we’ve seen the JDM space sprout a few of its own resto-mods; the Built By Legends GTR’s and TOM’s Supra just to name a few. That’s where the Prodrive P25 […]
The post Modernising a WRC Legend – The Prodrive P25 appeared first on Speedhunters.
And rightly so, there’s so much to see, visit, do and of course eat, oh and if you happen to be a car guy or gal, then you’re in luck as there’s never been a better time to actually see the car culture in all its glory. With famed parking areas like Daikoku and Umihotaru […]
The post 8 Cars In 1 Day: A Day With Drivers Lounge appeared first on Speedhunters.
That might sound like a lot, but it manages some 82 million vehicles in some of the world’s most densely populated cities daily. As a country, it should be at a perpetual standstill. Yet, ever since the 1950s, the Japanese have held a tiny little ace up their sleeves… Kei-jidõsha, or ‘kei car’ as it’s […]
The post Kei & Mighty: Exploring Japan’s WAZUKA Microcar Museum appeared first on Speedhunters.
But finally, after the stars recently aligned, I managed to get the cool guys at Car Shop Glow (CSG) to bring their time attacking Mazda to a quiet location away from the hustle and bustle of Tokyo’s daily chaos. I can remember the first time I laid eyes on this RX-7 – it was probably […]
The post 10-Year Throwback: For The Love Of Rotary appeared first on Speedhunters.
Corner balancing a car has been one of those things that seemed off-limits to the average automotive DIY enthusiast. You can find a wide range of electronic scales from a speed shop like Summit Racing; however, a ‘decent’ set will set you back at least $1,000, and a higher-quality set will cost double that. You […]
The post Project Rough: DIY Corner Balance Take 2 – With Physics! appeared first on Speedhunters.
Car meets are a rare occurrence in Scandinavia’s cold months, but with the arrival of spring and the clearing of salted roads, enthusiasts begin bringing out their cars. After a long, dark, and freezing winter, not one clear, warm day is wasted. While there are a few well-known spots for gatherings, on Thursday evenings over […]
The post Nifsta Classic Cars: Stockholm’s Summer Delight appeared first on Speedhunters.
I could name a few, but one that stands out is a 21-second clip of a bright yellow MkIV Toyota Supra built by JUN, power-sliding at Tsukuba Circuit. I’m not sure where I first saw it online, but in 2001 – four years before YouTube was a thing – you can bet I risked the prospect […]
The post Who Remembers The JUN Akira Supra? appeared first on Speedhunters.
‘Give a man a body kit, and he’ll look cool for a day. Give him a sheet of raw carbon fibre, and he’ll look cool for a lifetime.’ Masato Nitta lives by this philosophy, and he’s built a one-piece carbon front cowl for his EK9 Honda Civic Type R to prove it. Of course, while this […]
The post From The Garage To The Loop: A Kanjo-Spec Civic Type R appeared first on Speedhunters.
Late last year, I took a whirlwind 36-hour trip from Vancouver, Canada to Los Angeles, USA with my friend Paul, driven by a single mission: to bring our friend Sid’s RWB Porsche 997 on a journey through some of LA’s most iconic roads and spots. It was one of those rare, fast-paced adventures that somehow […]
The post RWB Dreams: A 36-Hour Adventure In LA appeared first on Speedhunters.
None of us are born with these preferences; rather, they are developed and nurtured by our friends, family and social groups. If all your friends love Nissans and drifting, chances are that you’re going to follow a similar path. As your love and passion for one marque flourishes, your dissent for the ‘other side’ grows. Of […]
The post Throwback: A Ford Escort Built To Divide & Conquer appeared first on Speedhunters.
MINI is set to delight its drivers with a playful and expressive new feature: “Emoji Mode,” coming soon to all current MINI models equipped with dynamic taillights. Available via a simple over-the-air update starting April...
First published by https://www.bmwblog.com
BMW of North America has announced its U.S. sales results for the first quarter of 2025, showcasing a positive trajectory for both BMW and MINI brands. The BMW brand experienced a 3.7% increase in sales,...
First published by https://www.bmwblog.com
Over the years, BMW’s had a few tricks up its sleeve. With April Fools jokes running for longer longer than some of our readers (and writers!) have been alive, the Bavarian automaker is certainly no...
First published by https://www.bmwblog.com
Just when you thought BMW M had run out of ways to surprise us, they drop a bombshell—a lifted BMW M2 built for the desert. Or at least, that’s what they want us to believe....
First published by https://www.bmwblog.com
In a bold move that blurred the line between fantasy and reality, BMW M Motorsport sent enthusiasts into a frenzy today with the surprise reveal of the BMW M3 Touring GT3 EVO – a machine...
First published by https://www.bmwblog.com
It’s been a busy month for BMW at the Nürburgring. The challenging German track nicknamed by Jackie Stewart as “The Green Hell” served as the venue for prototype testing of several models. We’ve talked about...
First published by https://www.bmwblog.com
Chris Harris has officially declared war on rear tires—with BMW’s blessing this time. After nearly four months of living with the new BMW M5 (G90) as a daily driver, Harris was finally unleashed at Thruxton...
First published by https://www.bmwblog.com
The 2025 MotoGP round at the Circuit of the Americas was already shaping up to be a spectacle before a single lap was completed. But few could’ve predicted that the first headline-grabbing moment of the...
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Ferdinand Piëch, the relentless and brilliant patriarch of the Volkswagen Group, is known for putting out some legendary cars and engines. Under his rule, nothing was too ambitious, too complex, or too strange. That era gave...
First published by https://www.bmwblog.com
While most of BMW’s SUVs call Spartanburg, South Carolina home, that’s not the case for any of the electric vehicles. All of BMW’s electric vehicles are assembled in Germany before being imported to the US,...
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Years after launching the luxobarges, BMW still finds ways to spruce up its largest SUVs. The X5, X6, and X7 are now getting an Individual Edition in select European markets. Buyers get to pick from...
First published by https://www.bmwblog.com
BMW will get the ball rolling on Neue Klasse production near the end of the year with the second-generation iX3. The first EV will be assembled at the company’s new factory in Debrecen, Hungary. The...
First published by https://www.bmwblog.com
Fast charging is one of the biggest perks of driving an electric vehicle. But to truly unlock its potential, especially on road trips or during busy days, you need to do more than just plug...
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If it weren’t for the blue roof light, you might mistake this for a regular BMW X5 M60i. However, this unassuming SUV is a completely different beast, serving as an armored version designed to offer...
First published by https://www.bmwblog.com
The BMW iX does a lot of things really well. It’s luxurious, pretty quick, and offers the latest and greatest tech features. Perhaps the most important part of it, however, is its electric powertrain, which...
First published by https://www.bmwblog.com
On this week's My Week In Cars podcast Matt Prior arrives on the scene with an engine in the boot of his car. Steve Cropley talks the 'spirit of MG' artwork, why you can feel elements of carmakers in someone else's cars, and more besides, including your correspondence.
Make sure you never miss an Autocar podcast. Subscribe to our podcasts via Apple Podcasts, Spotify, Amazon Podcasts or via your preferred podcast platform. And if you subscribe, rate and review the pod, we'd really appreciate that too.
Prices for the updated Long Range Corsa start at £28,900Revised battery chemistry and motor improve Long Range version to 266 miles between charges
The Long Range version of the Vauxhall Corsa Electric has received an update that increases its range by 14 miles.
Vauxhall attributed the gain to improved cell chemistry in the nickel-manganese-cobalt (NMC) battery and revisions to the electric car’s motor reducing energy consumption.
This means the Long Range variant is officially capable of driving 266 miles between charges, compared with 252 miles previously.
For reference, the rival Renault 5 gets 252 miles from a larger 52kWh battery, while the new Hyundai Inster’s 49kWh pack yields 229 miles.
The updated Corsa Electric is also distinguished by the inclusion of vehicle-to-load (V2L) capabilities, meaning the car’s battery can power external devices at up to 3.6kW and 16A.
This is enabled by using the car’s charging cable with a bespoke V2L 'gun' that will be sold by Vauxhall dealers.
Given the Corsa Electric is closely related to the Peugeot e-208, that car is expected to receive the same set of upgrades in the coming months.
Prices for the updated Corsa Electric Long Range will start at £28,900 – £1395 more than the unchanged regular version (134bhp, 221-mile range).
Deliveries will begin in May.
At the same time as introducing the revised Corsa Electric, Vauxhall has increased prices across the rest of the model range.
The regular Corsa Electric in Yes trim has gone up by £675 to £27,505. The regular Design and GS models have increased by £500. And the Long Range GS and both Ultimate models are £725 more than previously.
We’ve gathered all the information you need to know to make sense of VEDOur guide answers all your questions about vehicle excise duty, also known as car tax or road tax
One of the most important taxes you must be aware of if you want to drive a car in the UK is vehicle excise duty (VED).
VED is an annual tax paid by all drivers who drive or park their vehicles on public roads. So if you own a car, chances are you’re required to pay it.
While VED has remained relatively unchanged in principle since its inception in 2001, some big changes have come into effect in 2025 to bring it more up to date. This includes significant changes to electric cars, buying and selling cars and rate increases.
But what exactly is VED? We’ve gathered all the information you need to know to make sense of it all right here. Read on to find out what VED is, which vehicles it covers and how you’re supposed to pay it.
What is VED and how is it calculated?VED is a tax paid annually by drivers of cars, motorcycles, light goods vehicles and heavy goods vehicles that are driven or parked on public roads.
The tax covers the whole of the UK (that’s England, Wales, Scotland and Northern Ireland).
VED was introduced in its current form in 2001 as part of what the government claimed was a push to reduce the amount of pollutants released into the atmosphere.
Despite often being referred to as ‘road tax’, VED isn't directly used for funding road projects. True road tax was abolished in the 1930s.
According to the House of Commons library, VED brought in £7.4 billion in 2022/23. This figure is predicted to rise to £9.4bn by 2027/28.
Further changes came in 2020 to increase the appeal of EV ownership. VED was uprated in line with the retail prices index (RPI) for cars, vans, motorcycles and motorcycle trade licences and switched from using the old NEDC emissions testing regime to the current WLTP one.
Changes to VED from April 2025The VED system received some significant changes in April 2025, with the biggest adjustments applied to EVs.
EVs were exempt from VED, but no longer. New EVs are now required to pay a first-year rate of £10 and then the standard rate of £195 from the second tax payment onwards.
Zero-emissions or low-emissions cars registered between 1 April 2017 and 31 March 2025 are also priced at the standard rate of £195 to match all other cars on the road.
New EVs registered on or after 1 April 2025 with a list price of over £40,000 are also required to pay the Expensive Car Supplement (ECS) on top of the £195 standard VED rate. This applies every year for the first five years of ownership.
There are some changes to hybrids, too. The first-year rate of cars that officially emit 1-50g/km of CO2 – mostly plug-in hybrids – has risen from £10 to £110. The rate for cars that emit 51-75g/km of CO2 has risen from £30 to £135.
How is vehicle excise duty calculated?Cars registered from 1 March 2001 to 31 March 2017 are taxed based on their CO2 emissions.
All cars registered on or after 1 April 2017 incur the same flat rate from the second year and beyond.
Cars with a list price of more than £40,000 also incur the Expensive Car Supplement.
For cars registered before 1 March 2001, the engine size in cubic centimetres (cc) is what’s important. Cars with engines equal to or smaller in capacity than 1549cc (roughly equivalent to 1.5 litres) cost £170 a year, assuming you pay up front for 12 months. Meanwhile, cars with engines larger than 1549cc cost £280 a year.
Tax bands for cars registered from April 2017In April 2017, the government introduced a new method of taxing certain vehicles, replacing the traditional system, based on CO2, with three new tax bands. These bands are zero, standard and premium.
Vehicles registered from April 2017 are still required to pay the first-year figure based on their tax emissions (see table below). From the second year onwards, you will pay a standard rate of £195 per year.
New cars with a value (list price) of more than £40,000 land in the premium car tax band from years two to six of registration. You will need to pay £425 per year on top of the £195 standard rate for five years, starting from the second year the car is registered.
See the table below for full figures for cars registered from April 2017 onwards.
CO2 Emissions (g/km) first year rate Standard rate 0 £10 £195 1-50 £110 £195 51-75 £130 £195 76-90 £270 £195 91-100 £350 £195 101-110 £390 £195 111-130 £440 £195 131-150 £540 £195 151-170 £1360 £195 171-190 £2190 £195 191-225 £3300 £195 226-255 £4680 £195 Over 255 £5490 £195 Tax bands for cars registered from March 2001 and before April 2017There are 13 bands for cars registered after March 2001 and before April 2017. These are labelled A to M and are based on the emissions output of the vehicle.
Low-emission cars - those that produce less than 100g/km - will now be charged £20 a year for VED, whereas they were previously exempt.
Read the table below to see how much tax you’ll pay for cars registered from March 2001 to April 2017.
VEd band CO2 Emissions Annual rate A >100g/km £20 B 101-110g/km £20 C 111-120g/km £35 D 121-130g/km £165 E 131-140g/km £195 F 141-150g/km £215 G 151-165g/km £265 H 166-175g/km £315 I 176-185g/km £345 J 186-200g/km £395 K 201-225g/km £430 L 226-255g/km £735 M Over 255g/km £760 Is my car exempt from VED?Some cars are exempt from VED.
Historic vehicles - that’s cars made before 1 January 1983 - are also not required to pay VED, so luckily your Ferrari 250 GTO is safe to drive on the road without further pennies. d
Disabled passenger vehicles also don't have to pay VED. You can also claim a disability exemption if you’re disabled and you drive your car, but this can only be used on one vehicle at a time.
VED also doesn't apply to mobility vehicles and powered wheelchairs, so long as they have a maximum speed of 8mph on the road and are limited to 4mph on pavements.
Outside of standard cars, vehicles that are used for agriculture, horticulture and forestry are also exempt. This includes tractors, light agricultural vehicles and ‘limited-use vehicles'.
Steam vehicles are also exempt – great news for the Doble Model E Owners' Club.
If you own a car but don’t drive it on public roads, you’re also exempt, although you will have to declare it to the DVLA with a Statutory Off Road Notification (SORN).
Be aware that if you don’t let the DVLA know that you want the car registered as off the roads, you will be liable for road tax even if the car doesn’t move.
Conversely, if you want to take the vehicle back onto public roads, you will need to pay the appropriate amount of VED before you do.
How do I pay for VED?You can pay your VED in a variety of ways.
To pay online, click here to access the official UK government website. You will need either a credit or debit card, plus one or more of the following documents to hand:
If you don’t want to pay online, you can pay over the phone by calling 0300 123 4321. Be warned, though, that this line isn't free. You can read about the charges here.
You can also pay at any post office that can process vehicle tax. You will need to bring one of the following:
You may also need your MOT test certificate, valid for the start of the new tax period, and a valid Reduced Pollution Certificate if the vehicle has been modified to cut its emissions.
In Northern Ireland, you will need to bring your insurance certificate or cover note.
It’s important to note that the exact amount due can vary slightly, depending on whether you pay for six months or 12 months and whether you pay all at once or in instalments.
You can see a full breakdown of the charges by going to the DVLA website.
Do I need to display a tax disk?You no longer need to wait for a tax disc to be sent for display in your vehicle’s window, as the tax disc system was abolished in 2014.
However, it’s important to note that VED no longer transfers to a new owner when you sell or buy a car. The new owner will need to tax the car afresh before they drive the car.
This year is shaping up to be crucial for the car industry, as major manufacturers battle through what is perhaps the most challenging period they have ever faced.
They will have to grapple with the need to slash their carbon outputs amid slower-than-expected growth in electric car sales without compromising their business through heavy discounts.
Indeed, that slowdown, coupled with an assault of new and cheaper cars from China, has left some of the world's most established makers in the firing line for government-imposed fines for falling short on EV sales.
But despite the turmoil, green shoots look to be sprouting for car lovers.
The future of the driver's car looks to be in safe hands, with the arrival of properly fun EVs like the Alpine A290 hot hatch, as well as various poster-worthy sports and supercars.
And design classics are returning as futuristic EVs: Fiat has reprised the Giugiaro styling of the original Panda of 1980 for the new Grande Panda crossover and Renault has revived both the 4 and the 5.
Meanwhile, many established brands are diversifying into uncharted territory. Dacia is set to launch a Volkswagen Golf-rivalling family hatchback, Kia is vying for a slice of the lucrative van market and the Range Rover is going electric for the first time.
Read on for our A-Z (well, A-Y...) guide to all the new cars set to arrive in 2025.
AC Ace ElectricQuick, quaint and really quite expensive, this reborn ’60s roadster packs 300bhp into a 1134kg shell – and costs more than a Porsche 911 GT3 RS. A four-pot Ace will also be available.
Everything you need to know about the AC Ace Electric
AC Cobra GTReborn with aluminium chassis, carbonfibre body and 654bhp V8.
Read our AC Cobra GT Roadster review
Alfa Romeo Junior IbridaAlfa’s small crossover gets a 134bhp 1.2-litre hybrid powertrain and a more ornate grille.
Read our Alfa Romeo Junior review
Alfa Romeo StelvioOne of the best-handling SUVs around is about to swap from Alfa’s acclaimed Giorgio platform to a new Stellantis structure called STLA Large, which will enable it to offer electric power for the first time while retaining a combustion option. Full details remain under wraps, but the new Dodge Charger, based on the same platform, uses a 3.0-litre straight six encouragingly known as the Hurricane.
Everything we know about the next Alfa Romeo Stelvio
Alfa Romeo Tonale updateSUV gains a revised interior with new centre console, rotary drive selector and reworked display screens.
Everything we know about the Alfa Romeo Tonale update
Alpine A110 UltimeThe sun is setting on the car that proved once and for all that Renault has what it takes to fight Europe’s best. The Ultime is one last crack at the likes of Porsche: a super-light, track-focused special honed by Alpine’s Formula 1 team. Its aero package produces an extra 160kg of downforce compared with the A110 R on which it’s based, and the additional 49bhp required the fitment of a new gearbox. A fitting end for a hero.
Everything we know about the Alpine A110 Ultime
Alpine A290“The saviour of the hot hatch”, “a modern-day Clio RS 182”, “a proper electric driver’s car – at last!”: everything you’ve read online is true: the hot version of the new Renault 5 is just as quick, engaging and fun as we had hoped, which proves one of our favourite types of car can survive into the EV era.
Alpine A390Meet the “A110 for five”. Previewed by a concept at the 2024 Paris motor show, the A390 is Alpine's first SUV – and, it hopes, a cash cow to fund its next-generation sports cars. But the French firm claims not to have compromised on driving dynamics, having benchmarked the A390 against the sports car and developed a trick torque-vectoring system for its tri-motor powertrain. A rival for the Porsche Macan Electric, it’s expected to arrive priced north of £60,000.
Everything we know about the Alpine A390
Ariel Nomad 2Nutter’s choice of off-roaders returns with Ford Focus ST power and 715kg kerb weight. Mind-boggling fun.
Aston Martin ValhallaWith its front-engined sports cars freshened up and fighting fit, Aston is now turning its attention to launching a mid-engined hypercar to rival the Ferrari SF90 XX and Lamborghini Revuelto. Equipped with an electrified version of Mercedes-AMG’s flat-plane-crank V8, it puts out 1064bhp and should sound pretty biblical – but has a relatively plush cabin and enough EV range for silent running through town. A Valkyrie you can take to the shops, then.
Everything we know about the Aston Martin Valhalla
Aston Martin Vanquish VolanteDrop-top, V12-powered super GT gets soft top but doesn't lose much in the way of pace: it will still hit 60mph from a standstill in 3.3sec and go on to 214mph. It's the stuff of dreams.
Read our Aston Martin Vanquish review
Aston Martin Vantage RoadsterRowdy sports car drops its top so you can hear its 656bhp V8 with even greater clarity. It's understood to cost around £10k more than the £165k coupé.
Everything we know about the Aston Martin Vantage Roadster
Audi A5 plug-in hybridJunior executive saloon gets the PHEV treatment, using a 2.0-litre petrol engine, a single electric motor and a 20.7kWh battery. The set-up puts out a combined 295bhp and allows for 67 miles of electric-only driving. Prices start at £48,950.
Read our Audi A5 and S5 review or find out everything we know about the A5 PHEV
Audi A6Bigger brother to the A5 was originally meant to be called the A7, but a reversal of that naming policy means it remains an A6. It will be one of the last diesel-powered Audis.
Everything we know about the Audi A6
Audi Q3Popular mid-sized SUV is set for powertain and styling tweaks, borrowing interior design cues from the larger Q5.
Audi Q6 Sportback E-tronCoupé roofline beats the range of the regular Q6 E-tron SUV by 15 miles but trades away 15 litres of boot space.
Everything we know about the Audi Q6 Sportback E-tron
Audi RS Q6 E-tronWith nearly 500bhp, the SQ6 E-tron is hardly lethargic, so Audi Sport’s 600bhp-plus RS version of the Porsche Macan Electric twin should be pretty rapid.
Everything we know about the Audi RS Q6 E-tron
Audi RS6 E-tron and RS6 AvantAudi’s hot RS6 will be back this year, but not as you remember it. Planned to be badged RS6 E-tron, the high-performance model will be offered as an estate or a saloon, the latter bodystyle returning for the first time since 2010. In turn, the combustion-engined RS6 will be renamed the RS7, in keeping with Audi's new naming structure. Expect well above 600bhp and 700lb ft...
Bentley Flying Spur PHEVNew 771bhp plug-in hybrid set-up replaces the W12 and offers 47 miles of electric-only driving.
Read our Bentley Flying Spur Speed review
BMW iXMid-life update for this large electric SUV brings a huge range increase, plus new design elements. That grille will remain, though.
Read our BMW iX facelift prototype review
BMW iX3 Neue KlassePreviewed by the Vision Neue Klasse X, the successor to today’s iX3 will set the tone for BMW’s future electric line-up. Much of that concept’s design will be carried over to the new SUV, such as its fresh kidney grille, new LED headlights and flatter, more imposing silhouette. BMW’s sixth-generation eDrive system is claimed to give an efficiency boost of up to 25% over the brand’s existing EVs, with range bolstered by around 30%.
Everything we know about the next BMW iX3
BMW M2 CSWeight savings, rear spoiler and aggressive suspension set-up will prime this sports car for track use.
BMW M3 Touring CSEven hotter estate gets 542bhp and carbonfibre goodies, cutting its kerb weight from 1865kg to 1850kg.
Everything we know about the BMW M3 Touring CS
BMW M5 TouringHallowed super-estate returns with raunchier styling and a 717bhp plug-in hybrid powertrain.
BMW SkytopJust 50 examples of BMW’s gorgeous convertible concept will be made, possibly carrying the Z8 name.
Everything we know about the BMW Skytop
BYD Atto 2Competitor for the Vauxhall Frontera Electric and Renault 4 gets a 174bhp motor up front and a 50kWh battery for a range of more than 200 miles. Prices will start at around £27,000.
BYD Dolphin SurfDacia Spring rival, known in China as the Seagull, is poised to swoop in on the UK’s affordable EV market with a 200-mile range.
Everything we know about the BYD Dolphin Surf
BYD Seal 06 GTVital Seal hatchback is set to make a splash against the venerable Cupra Born and Volkswagen ID 3.
Everything we know about the BYD Seal 06 GT
BYD Seal updateCritical tech updates and battery changes look to keep this Tesla Model 3 rival feeling fresh.
Everything we know about the BYD Seal update
BYD Sealion 7Soft-riding family SUV undercuts the Tesla Model Y at £44,990.
Citroën Ami facelitUK’s cheapest electric ‘car’ gets a distinctive new look inspired by the 2CV, with round headlights and vent-aping grooves on its flanks. It keeps the same 28mph top speed as before, though.
Everything we know about the Citroën Ami facelift
Citroën C3 Aircross and ë-C3 AircrossNext-generation C3 Aircross is one of the smallest seven-seaters on sale, measuring just 4.39m long. Taking aim at the Dacia Jogger, it arrives with petrol, mild-hybrid and electric power.
Read our Citroën C3 Aircross or ë-C3 Aircross review
Citroën C4 and C4 XNew look inspired by the Oli concept and a dashboard overhaul for this hatchback, which is now auto-only.
Read our Citroën C4 or C4 X review
Citroën ë-C3 vanNew two-seat version of the French brand's entry-level EV is intended to capture the market left behind when the Ford Fiesta van was taken off sale. Prices will start at just £15,035 (excluding VAT).
Everything we know about the Citroën ë-C3 van
Cupra RavalForget the World Cup qualifiers: the fiercest international showdown of 2025 could well be when Spain’s Cupra Raval squares up to France’s Renault 5. The Cupra certainly has the readies to take the win: a circa-£25,000 price, a sumptuous interior and a whole array of digital tricks.
Everything we know about the Cupra Raval
Dacia BigsterStretched Duster does a pretty good impression of a Land Rover Defender for just £24,995 – undercutting all its rivals apart from the MG HS. Entry-level Expression trim isn't short on kit, either, with a 10.1in infotainment touchscreen, dual-zone air conditioning and 17in alloys, plus more to boot. You can't have a Bigster with seven seats, though.
Dacia Duster hybrid 4x4If you want the hardy Duster with four-wheel drive, your only choice at present is to have it with a manual gearbox. That won't remain the case for long, however, because Dacia is looking to introduce another 4x4 variant with an automatic ’box and an electric motor on its rear axle. It's expected to sit above the current mild-hybrid 4x4, which is priced from £23,550.
Everything we know about the new hybrid 4x4 Dacia Duster
Dacia family hatchbackWe don’t have a lot to go on here, but Dacia boss Denis Le Vot has confirmed that the Bigster follow-up will wear a totally new bodystyle and have a new name. A Golf-sized hatchback with characteristically chunky styling and an outdoorsy focus seems a safe bet, we reckon.
Everything we know about Dacia's VW Golf rival
Dacia Jogger faceliftFresh styling for the UK’s cheapest seven-seater, which is also in line for a more potent hybrid engine.
Everything we know about the Dacia Jogger facelift
Denza Bao 5Toyota Land Cruiser rival gets a 677bhp range-extender powertrain. It's badged as a Fangchengbao (‘formula leopard’) in China but is strongly tipped for a rebranding when it comes to Europe.
Everything we know about Fangchengbao
Denza Z9 GTUpmarket sub-brand of BYD was originally a joint venture with Mercedes, but the Chinese firm now has full control over its destiny. The first Europe-bound Denza is a 952bhp electric GT.
Everything we know about the Denza Z9 GT
DS No4DS's plush, high-riding hatchback is due a mid-life update, bringing a new name and electric power.
Everything we know about the DS No4
DS No7Family SUV has been around since 2017, so a styling and technology refresh beckons.
DS No8New flagship is based on the same underpinnings as the Peugeot e-3008 and Vauxhall Grandland but fettled to minimise its aerodynamic drag (and therefore maximise electric range). It's tipped to be priced below £50k in the UK.
Everything we know about the DS No8
Ferrari 12CilindriTwelve booming cylinders, a big old snout and a tremendous 819bhp on tap: the Ferrari 12Cilindri is everything a proper GT should be. The centrepiece, of course, is its 6.5-litre V12. Unlike that in the rival Aston Martin Vanquish, it’s naturally aspirated and revs to a screeching 9500rpm. “An engine to die for,” in the words of our Matt Prior.
Read our Ferrari 12Cilindri review
Ferrari F80F40, F50, Enzo, LaFerrari and now this: a 1184bhp hyper-hybrid with a proper Formula 1-derived V6 and three electric motors. Enjoy, Lewis.
Everything we know about the Ferrari F80
Fiat 500 IbridaThe petrol-powered 500 lives on! A long-term future was secured for Turin’s big-selling city car with the recent confirmation of this new Ibrida version, due to enter production in November. It's effectively the electric 500e retrofitted with a petrol engine – most likely Stellantis’s ubiquitous 134bhp 1.2-litre mild-hybrid unit. It comes as Fiat struggles to sell the EV, idling its factory.
Everything we know about the Fiat 500 Ibrida
Fiat 500e updateA more capacious battery is part of a mid-life update for the pint-sized Piedmontese. But will it boost sales?
Fiat Grande PandaCute new crossover stays true to the Giorgetto Giugiaro-designed original in both styling and spirit, using the same underpinnings as the Citroën C3 to hit a starting price below £22,000.
Read our Fiat Grande Panda Electric review
Fiat TopolinoMeet the 'Ami Superleggera': cubic microcar gets a 1950s design treatment and ditches its doors.
Everything we know about the Fiat Topolino
Firefly hatchbackThe first model from Chinese EV giant Nio's new entry-level brand is a Renault 5 rival that's priced from the equivalent of £16k in China. It will almost certainly cost more when it lands here but should still undercut the French EV.
Everything we know about the Firefly hatchback
Ford E-Tourneo CourierCitroën ë-Berlingo-baiter gets a 134bhp motor and a 43kWh battery for a 179-mile range.
Read our Ford Tourneo Courier review
Ford Mustang GTDBefore you ask, no, it’s not a diesel. That ‘D’ actually stands for 'Daytona', hinting at the track-focused billing of what is the most extreme Pony Car to date. Its 5.2-litre V8 is borrowed from Shelby’s GT500 but has a smaller supercharger pulley plus a modified intake and exhaust to boost it north of 800bhp. It’s also got a dry sump to ensure it isn’t starved of oil on track. There’s just one catch: applications to buy one closed long ago.
Everything we know about the Ford Mustang GTD
Ford Puma Gen-EThe UK’s favourite car plugs in to take on the Peugeot e-2008. As close as we will get to a Fiesta EV – for now, anyway.
Everything we know about the Ford Puma Gen-E
Genesis GV60 faceliftGenesis's sporty electric crossover gets a more aggressive look with new headlights, plus a lightly fettled interior.
Everything we know about the Genesis GV60 facelift
Genesis GV60 MagmaMagma performance arm’s first UK model is set to be a more luxurious take on the riotous (and closely related) Hyundai Ioniq 5 N.
Everything we know about the Genesis GV60 Magma
GWM Ora 07Quirky-looking saloon will follow the Ora 03 (née Funky Cat) into UK showrooms. It will have 402bhp and an expected £35k starting price.
Read our GWM Ora 07 prototype review
Hyundai Ioniq 6The mid-life update for Hyundai’s drag-busting, Tesla Model 3-rivalling electric saloon will include a refreshed design inspired by the petrol Sonata, plus a bigger battery – and therefore a longer range than the current 338 miles.
Read our Hyundai Ioniq 6 review
Hyundai Ioniq 6 NSecond albums are always difficult, but sometimes they’re absolutely game-changing. Hyundai will certainly be hoping for a Led Zeppelin II moment with the launch of its second electric sports car. The Ioniq 5 N has completely overturned the misconception that EVs can’t be fun, with its realistic ‘manual gearbox’, genuinely enjoyable ‘engine note’ and scintillating dynamics, so the pressure is on the hot Ioniq 6 to take things one step further. Expect a ludicrous power figure and a rapid 0-62mph time, of course, but no doubt there will be a hefty dose of chassis tweaking and electrickery deployed to ensure this is more than merely a quick car.
Everything we know about the Hyundai Ioniq 6 N
Hyundai Ioniq 9Previously, we had the Ferrari LaFerrari, McLaren P1 and Porsche 918 Spyder. Now Hyundai’s Ioniq 9 is the final piece of what could be considered the new ‘holy trinity’, this time made up of electric MPVs. Joining the Kia EV9 and Volvo EX90, the Ioniq 9 is a development of the Seven concept shown three years ago. It offers upwards of 350 miles of range and 378bhp. Pricing? From around £90k.
Read our Hyundai Ioniq 9 review
Hyundai NexoHydrogen isn't dead, says Hyundai. A new hydrogen-fuel-cell Nexo EV is on the way, having been previewed by the efficient Initium concept. That brings a range of 404 miles between fill-ups and a little more power too.
Everything we know about the next Hyundai Nexo
Jaecoo 5Toothy SUV is China’s answer to the Honda HR-V and Hyundai Kona, coming with petrol and electric options.
Jeep CompassJeep’s assault on the lucrative compact SUV market will sit above the Avenger and use Stellantis’s STLA Medium platform, which makes it a close relation to the Peugeot 3008 and Vauxhall Grandland. Rivalling the Volvo EC40 and Volkswagen Tiguan, the Compass will be the only car on its platform to be offered with a pure-combustion engine. It is also likely to come with the option of a 134bhp mild-hybrid petrol and a 207bhp electric motor with a 73kWh battery.
Everything we know about the Jeep Compass
Jeep ReconJeep’s European push will include this potent off-roader, intended as an electric equivalent to the Wrangler.
Everything we know about the Jeep Recon
Jeep Wagoneer SThis flagship electric SUV will also join Jeep’s UK range, with 592bhp, a 300-mile range and 0-62mph in 3.2sec.
Everything we know about the Jeep Wagoneer S
KGM ActyonNew SUV is a more rakish take on the existing Torres, bringing petrol power and a lower price than many alternatives.
KGM MussoBrutish EV will be one of the first four-wheel-drive electric pick-up trucks to go on sale in the UK.
Everything we know about the next KGM Musso
KGM Torres HybridThis small electrified SUV will be a left-field alternative to cars such as the MG HS and Dacia Duster.
Kia EV4Tesla beware! Kia’s coming for the Model 3 with its new EV4, offered in both hatchback and saloon guises. Both get a single front-mounted motor putting out 201bhp, as well as a choice of 58.3kWh and 81.4kWh batteries. The longest-legged Long Range saloon can manage 397 miles between charges.
Everything we know about the Kia EV4
Kia EV5Electric equivalent of the Sportage majors on design flair and practicality. Front- and four-wheel-drive models will be available and the rangiest versions will be comfortably capable of more than 300 miles per charge. Prices are expected to start from around £40k.
Everything we know about the Kia EV5
Kia EV6 GTKia’s 577bhp Porsche Taycan chaser has been zhuzhed up with the 641bhp powertrain and simulated gearchanges from the Hyundai Ioniq 5 N. Drift mode stays.
Everything we know about the new Kia EV6 GT
Kia EV9 GTGot a big family and a lead right foot? You’ll want the EV9 GT, a seven-seat, 2.5-tonne electric SUV that packs a whopping 501bhp. Supercar pace, in other words.
Everything we know about the Kia EV9 GT
Kia K4A new petrol hatchback in 2025? You betcha. The K4 is tipped to arrive as a replacement for the Ceed, packing a turbocharged 1.6-litre four and putting out 190bhp.
Everything we know about the Kia K4
Kia PV5Kia has its sights set on the evergreen Ford Transit Custom with the new PV5, its first-ever van. It’s targeting a punchy starting price of just €35k (£29k), undercutting most other electric vans, and there's a seven-seat people-mover too. Could it change the van game for good?
Everything we know about the Kia PV5
Kia SportageOne of the UK’s best-sellers gets EV9-inspired looks as part of its fifth-generation mid-life facelift to keep it high in the charts. The hybrid powertrain introduces a new ‘Infant’ mode with a smoother power delivery.
Everything we know about the new Kia Sportage
Lamborghini TemerarioHuracán’s replacement gets a 4.0-litre V8 that, combined with three electric motors, puts out a huge 907bhp. But only a small fraction of that is thanks to the motors, which are used to fill the gap in torque delivery left by the fitment of two whopping great turbochargers. The set-up’s good for 0-62mph in 2.7sec and allows for new tricks, such as a drift handling mode inspired by the Huracán Sterrato.
Everything we know about the Lamborghini Temerario
Land Rover Defender OctaThe most powerful and capable Defender yet? A 626bhp V8 suggests so.
Read our Land Rover Defender Octa review
Leapmotor B10This Renault 5-sized electric hatchback from China made its debut in Paris late last year and a UK launch is on the horizon.
Everything we know about the Leapmotor B10
LEVC L380Eight-seat MPV, anyone? The L380 is a four-row luxury electric transporter inspired by the world of airline travel, made by the firm behind London's black cab.
Everything we know about the LEVC L380
Lexus LBX Morizo RRLexus’s small SUV gets fire in its belly courtesy of the Toyota GR Yaris’s turbocharged 1.6-litre three-cylinder petrol engine.
Read our Lexus LBX Morizo RR review
Lexus RZ updateLexus's electric flagship will introduce steer-by-wire technology later this year, allowing buyers to swap a traditional steering wheel for a yoke with adaptive ratios. It will also introduce Hyundai Ioniq 5 N-style simulation of a combustion engine with 'gears' operated by paddles behind that yoke.
Everything we know about the Lexus RZ update
Maserati MC20 GT2 StradaleTrack-ready rocket is 60kg lighter than standard – and Maserati’s dearest car yet, at £338k.
Read our Maserati MC20 GT2 Stradale review
Mercedes-AMG GT 4-Door CoupéHas the Porsche Taycan had it too good for too long? Mercedes is working on its own lightning-fast four-door, which should outpunch today’s V8-engined AMG GT 4-Door Coupé in just about every respect – except, perhaps, noise. The first full-fat AMG EV will ride on a bespoke platform for electric sports cars and is tipped to pack as much as 1000bhp and 1000lb ft. We’re off to buy shares in Michelin.
Everything we know about the Mercedes-AMG GT 4dr EV
Mercedes-AMG GT ProPerformance connoisseur’s super-sports GT gets four-wheel drive, four seats and an 805bhp range-topping PHEV powertrain.
Read our Mercedes-AMG GT review
Mercedes-AMG CLE 63No plug-in hybrid here: instead, this even punchier CLE will get AMG’s traditional 4.0-litre twin-turbocharged V8, along with a host of styling adjustments.
Read our Mercedes-AMG CLE 53 review
Mercedes-Benz CLAThe CLA is the first mainstream Mercedes offered with both combustion and electric power. While the saloon has been dubbed ‘electric first’, it will be available with a new 249bhp electrified engine. The EQ-badged EV, meanwhile, will be the rangiest in the UK, offering a claimed 492 miles of driving between charges. There will also be an AMG version with an active rear spoiler and more than 500bhp.
Everything we know about the Mercedes-Benz CLA and the Mercedes-AMG CLA 45
Mercedes-Maybach SL“Sportiest” Maybach model yet is a big roadster with a 577bhp V8 and all the bling a dictator could want.
Everything we know about the Mercedes-Maybach SL
MG 4 EV updatePopular hatch is due an interior and tech update to keep it on the pace with rivals such as the Kia EV3.
MG Cyberster 2+2Everyone’s getting in on the retro revival act, but we will admit that the MGB GT wasn’t on our 2025 bingo card. Admittedly, the hard-top Cyberster doesn’t look much like its ancestor, but as it’s due to arrive on the B GT’s 60th birthday, you can’t really avoid the comparison.
Everything we know about the MG Cyberster 2+2
MG S5 EVBased on the 4 EV’s platform, the ES5 replaces the ZS EV. It improves on its lower-riding sibling in several key areas, thoe most notable of which is interior quality.
Mini ConvertibleDrop-top versions of the definitive small car get 161bhp and 201bhp petrol engines. Priced from £27k.
Read our Mini Convertible review
Mini John Cooper Works EVsMini’s go-faster arm goes electric as hot Aceman and Cooper get 254bhp.
Everything we know about the Mini John Cooper Works EVs
Mini John Cooper Works petrolMini's hottest petrol hatches are automatic-only, with racy styling and more muscle.
Everything we know about the petrol Mini John Cooper Works
Mobilize DuoSpiritual successor to the Renault Twizy goes posh (it has airbags!) to take on the Citroën Ami. There's also a cargo version named the Bento.
Morgan MidsummerThis finely detailed £200,000 barchetta is a Plus Six that has been reinvigorated by Pininfarina.
Everything we know about the Morgan Midsummer
Morgan Plus Six PinnacleVenerable flagship bows out with limited-run, £97k special and 3.0-litre straight six.
Read our Morgan Plus Six review
Morgan SupersportPlus Six replacement retains the fantastic BMW-sourced straight six and edgier styling, aimed at a younger audience. Prices start at £102k and Morgan expects to build some 200 examples annually.
Everything we know about the Morgan Supersport
Nissan LeafIt’s a Leaf but not as we know it: the Sunderland-built EV has morphed into a saloon-like crossover for its third generation. It will be revealed in full later this year and offer a range of more than 372 miles.
Everything we know about the next Nissan Leaf
Nissan MicraSquint a bit and you can see the Renault 5 links in the new Micra. But while it shares a platform and will be built in France, much of its design and engineering work has been done by Nissan – and in the UK, to boot. We’ve been promised a “sporty urban” car.
Everything we know about the next Nissan Micra
Omoda 7Essentially a more rugged and boxy reworking of the Omoda 5, the 7 will be sold in the UK with petrol and PHEV powertrains.
Omoda 9Have there really been nine Omodas already? Of course not: the number just signifies that it’s a big SUV.
Onvo L60The first model from another Nio-owned EV brand, this time aimed at the likes of Tesla and Polestar. It's claimed to be the most aerodynamically efficient SUV on the market.
Everything we know about the Onvo L60
Peugeot 308 updateVolkswagen Golf rival will receive a styling refresh and doubtless some revived powertrains.
Peugeot e-408Unusual high-riding saloon will gain an electric powetrain packing 207bhp and 281 miles of range. Looks identical to the petrol 408, though.
Everything we know about the Peugeot e-408
Polestar 3 single-motorPolestar’s biggest car drops a motor to gain extra range for a lower price.
Polestar 5British-engineered electric super-saloon has up to 974bhp and radical new fast-charging tech, so it will be rapid off the mark and at the plug.
Everything we know about the Polestar 5
Porsche 718 Boxster and 718 CaymanOne of the year’s most hotly anticipated arrivals. The next 718 Boxster and Cayman will be electric-only and based on a new platform, with their batteries stacked behind the cabin. Dual motors derived from Formula E are intended to deliver a clever blend of performance and efficiency.
Everything we know about the Porsche 718 twins
Porsche 911 Carrera SSitting between the Carrera T and the new GTS T-Hybrid, the latest Carrera S brings 473bhp and a more aggressive look inspired by the wide-hipped Turbo. It's priced from £120k.
Everything we know about the Porsche 911 Carrera S
Porsche 911 TurboThe second electrified 911 variant will keep its flat six but gain a small electric motor for even more dazzling off-the-line performance.
Range Rover ElectricAfter years of teasers, spy shots and claims of a stacked order book, it’s finally time for Land Rover to make its first foray into the world of electric cars. This is in some ways a subtle debut, because the new EV has the same looks and underpinnings as its combustion-engined counterparts – but with whisper-quiet propulsion. It’s not just refinement that benefits from going EV, though. JLR claims the Range Rover’s motors allow snappier reactions to any slippage at each wheel, reducing the reaction time of its traction control from 100 milliseconds to a single millisecond. Could this be the most capable Range Rover to date, as well as the most luxurious? We’d count on it.
Everything we know about the Range Rover Electric
Renault 4It must have been Opposite Day when Renault’s product planners conceived the new 4 and 5, as it's due to arrive in showrooms months after the 5. It's very similar underneath but should offer much more room inside.
Everything we know about the Renault 4
Renault AustralRange-topping family SUV is in line for a host of updates as part of a facelift in a bid to keep up with rivals.
Read our Renault Austral review
Rolls-Royce GhostLikely one of the final Rolls to draw its power from a V12, the Series II Ghost limousine will take some design cues from the Spectre EV.
Everything we know about the new Rolls-Royce Ghost
Rolls-Royce's second EVThe follow-up to the Spectre has been confirmed for this year but little else is known at present. A new Phantom limousine is one possibility.
Everything we know about the new Rolls-Royce EV
Seat Arona faceliftSpanish brand's small crossover will be updated with hybrid power and sharpened looks some eight years after it launched.
Everything we know about the Seat Arona facelift
Seat Ibiza faceliftThe popular supermini lives on, receiving the same suit of changes as its Arona sibling.
Everything we know about the Seat Ibiza facelift
Skoda Elroq vRSSkoda's second sporty electric car will take the fight to the Abarth 600e and Alpine A290, potentially packing as much as 322bhp. It's due to be revealed imminently.
Everything we know about the new Skoda Elroq vRS
Skoda Enyaq faceliftSkoda's best-selling EV gets a redesign insipired by the Elroq, bringing a small boost in range and an upgraded infotainment screen.
Everything we know about the Skoda Enyaq facelift
Skywell QA new name to the UK, this Volkswagen ID 3-rivalling electric hatchback will offer up to 300 miles of range. It follows the BE11 electric crossover.
Everything we know about the Skywell Q
Skywell SkyhomeTech-heavy, 617bhp electric limo will take on the BMW i7 as the Chinese brand’s third model in the UK.
Everything we know about the Skywell Skyhome
Smart #5Brand’s largest and most potent car yet will be launched with 366 miles of range and an off-road-inspired special edition with nifty stepladders mounted along its right flank.
Everything we know about the Smart #5
Suzuki eVitaraSuzuki staged the European launch of its first EV on an ice rink, mystifyingly, but the car is self-explanatory: a decent-sized SUV with up to 172bhp, a 250-mile range and a mid-£30k starting price.
Everything we know about the Suzuki eVitara
Tesla 'Model 2'Long-mooted affordable electric car is still up in the air, but the business case remains. Watch this space (again).
Everything we know about the Tesla 'Model 2'
Tesla Model 3 entry-levelTesla CEO Elon Musk has repeatedly hinted at a vastly more affordable car. Model 3 with plastic bumpers and steelies, anyone?
Toyota bZ4X faceliftThree years after Toyota's debut EV first hit these shores, it's getting a few tweaks. Those include more efficient motors, boosting its range to 356 miles between charges, as well as a sharper look up front.
Everything we know about the updated Toyota bZ4X
Toyota C-HR+Electric counterpart to Toyota's style-focused crossover is also one of the most powerful cars it's ever built, with 338bhp. And, thanks to a 77.0kWh battery pack, it will do 373 miles between charges.
Everything we know about the Toyota C-HR+
Toyota GR CorollaVolkswagen Golf R rival packs 300bhp and four-wheel drive and could fill a gap in the Toyota line-up when the GR86 sports car retires.
Everything we know about the Toyota GR Corolla
Toyota Urban CruiserHaving manufactured the Swace (née Corolla) and Across (RAV4) for Suzuki, it’s Toyota’s turn to receive a gift: its Urban Cruiser is basically a reworked eVitara and will be built by Suzuki in India.
Everything we know about the Toyota Urban Cruiser
Vauxhall FronteraFancy your compact budget seven-seater with a British badge? Thankfully, Stellantis's Smart Car platform also underpins a revived Vauxhall Frontera. Prices start at £23,495 for both the petrol and (five-seat-only) electric versions.
Read our Vauxhall Frontera review
Volkswagen Golf GTI Edition 50Volkswagen will reveal a new version of the Golf GTI at this year's Nürburgring 24-hour race, celebrating 50 years of the hot hatch. Following previous convention, it's set to be based on the range-topping GTI Clubsport and will most likely bring a small power uplift plus a few heritage-inspired styling tweaks inside and out.
Everything we know about the 50th anniversary Golf GTI
Volkswagen TayronReplacement for the Tiguan Allspace is a seven-seat safe bet. The plug-in hybrid version is limited to five seats, however.
Everything we know about the Volkswagen Tayron
Volvo ES90For a moment, it seemed as if Volvo might abandon saloons for good, but the ES90 comes as welcome reassurance that it's sticking with the traditional three-box shape. Based on the same underpinnings as the EX90, it will be one of the most computationally advanced cars on the market, capable of handling 500 trillion mathematical operations per second. That should enable advanced infotainment and driver-assistance technologies, according to Volvo.
Everything we know about the Volvo ES90
Volvo XC60Volvo's best-seller gets a number of tweaks to keep it on pace with rivals: a larger 11.2in infotainment touchscreen, softer dampers (for cars riding on coil springs) and more sumptuous materials inside.
Everything we know about the Volvo XC60 update
Volvo XC90Electric EX90 inspires a design and tech overhaul for the school-run king as Volvo steps back from its plan to ditch all ICE cars.
Xpeng G6Positioned to take on the Tesla Model Y, the G6 is the first EV from upmarket Chinese brand Xpeng to go on sale in the UK.
Yangwang U8Tank-turning Chinese SUV brings silly stats and gimmicks galore with 1180bhp, a near-3500kg kerb weight and an equally silly-sounding name.
Insteroid name is a portmanteau of 'Inster' and 'steroid'Korean brand's city car gets a makeover with rally-style bodywork and stripped-out interior
Hyundai has reimagined its new Inster small electric car as a futuristic hot hatch with aggressive styling and a stripped-out interior, taking inspiration from video gaming.
Named a portmanteau of 'Inster' and ‘steroid’, the Insteroid follows last year’s RN24 Concept, which was described as a ‘rolling lab’ for future hot Hyundai EVs.
It wears a wide-hipped, box-arched bodykit, a roof scoop and a huge rear wing, mimicking the look of Hyundai’s World Rally Championship machines.
Inside, the Insteroid is stripped out and fitted with deep-set bucket seats, a roll cage and a hydraulic-style handbrake, hinting at the car’s performance intent.
It isn’t strictly business, however: it’s fitted with a bulky ‘Beat House’ sound system, complete with a tube-style amplifier, and there are a number of Space Invader-style aliens placed in view of key touchpoints.
Hyundai has yet to publish technical details for the Insteroid, but the RN24 uses a 641bhp dual-motor set-up borrowed from the Ioniq 5 N. That allows the 1880kg drift car to dispatch the 0-62mph sprint in 3.4sec, while its 84kWh battery yields 278 miles of range.
“The Insteroid represents a modern take on the idea of a dream car,” said Eduardo Ramírez, chief designer for Hyundai Europe. “It is designed to inspire and create enthusiasm.”
Although Hyundai officially states the Insteroid is conceptual, its existence (like that of the RN24) suggests there's an appetite within the company to produce a hot version of its smallest EV.
Indeed, Hyundai acknowledges that the “Insteroid is another step in the hot-selling production model’s journey”, following the beefed-up Inster Cross that’s due to arrive in dealers shortly.
Hyundai product planning boss Paolo Gnerro last year told Autocar that further variants of the Inster would be considered “in the life cycle” of the model – but also that any such models would need to be demanded by customers.
Gnerro said: “To be honest, I am a car enthusiast. Whatever comes which is adding a bit more spice, not only in terms of sportiness but in abilities, I like it. [But I am] not the market: the market is king and we need to see what is going to happen."
Damage can cause lithium ion batteries to catch fireWe look at why EV fires are so hard to extinguish, how fire services are handling it and how to minimise risks
As the prominence of electric cars on UK roads rapidly grows, more attention is turning to any potential safety concerns that such new technology presents.
One of the major concerns presented by the introduction of electric cars is the risk of fire - or, rather, the perceived risk of fires involving electric cars.
Petrol and diesel cars still catch fire (remember the spate of Vauxhall Zafira fires not so long ago?), but given how recently electric vehicles were introduced, they make the news far more often, and sometimes unfairly.
As the world gets used to this kind of technology and protocols are put in place to safeguard against disasters (for example, ship owners are increasingly being told to protect their vessels against car fires), it's worth getting to grips with the statistics, why these fires command so much attention, how fire crews deal with them and what it means for you.
Are electric car fires common?EV fires aren't a common occurrence. In fact, data gathered over the last few years suggests EV fires are a lot more rare than internal combustion fires.
According to the Authority for Social Protection and Preparedness in Sweden, of the average 3400 vehicle fires that occur each year in the country, just 0.4% of them are electric cars, and 1.5% are hybrid cars.
Per the London Assembly and the Greater London Authority, 2023 saw 493 petrol cars catch fire, compared to 138 diesel cars and just 7 battery electric cars.
According to Honeywell Safety and Productivity Solutions, 239 fires recorded in the UK from July 2022 to June 2023 were linked to EVs. While this is an 83% increase year on year, it’s important to note the number has increased along with the increasing presence of EVs on our roads.
Meanwhile, according to Bedfordshire Fire and Rescue Service, some 1898 fires in the county in 2019 were from petrol and diesel vehicles. Just 54 were from EVs.
Another study by the Swedish Civil Contingencies Agency found that EVs are 20 times less likely to catch fire than ICE cars.
An additional study by that agency and an American insurer found that just 25 out of 100,000 EVs suffer fire damage.
By comparison, 1530 per 100,000 ICE cars experience fire, and hybrid vehicles suffer a much higher risk of 3475 per 100,000.
Why do electric car fires command so much attention?Electric car fires draw increased attention for many reasons. Firstly, the technology is new and newsworthy.
That said, the real problem with electric car fires is they're remarkably difficult to extinguish due to their complex chemistry, which utilises a large lithium-ion battery.
Thermal runaway occurs when an EV battery catches fire, where a battery cell short circuits and warms up to dangerous levels. This can lead to a sort of domino effect, meaning other cells in the battery pack undergo the same process.
According to Bedfordshire Fire and Rescue Service, over 100 organic chemicals are generated in an electric vehicle fire. Some of the gases are seriously toxic, specifically hydrogen cyanide and carbon monoxide.
They also burn extremely hot and are difficult to cool. Australia-based EV Firesafe suggests it can take upwards of 10,000 litres of water to extinguish an EV fire.
Electric car fires are tough to extinguish because it's often difficult to access the battery and get cool water onto the problem cell. You think it’s out, and then it erupts again hours, days or even weeks later.
All this considered, it’s no wonder people are becoming concerned about electric car fires, not least those who have to put them out.
How fire crews deal with EV firesFire services are developing new strategies to deal with electric car fires.
Bedfordshire Fire and Rescue Service, for example, has announced that in the aftermath of any incident, road-traffic collision or fire involving an EV, “one of our attending fire engines will follow the recovery vehicle back to the unloading point at their yard to assist with any fires”.
It also said it has developed a system that enables fire crews to identify what model of EV is involved in an incident and where its battery and isolation switches are.
Experts are divided on how best to tackle an EV fire but, generally, immense quantities of water to cool the battery pack (although this won’t prevent fire erupting again), a fire blanket to suppress the flames and breathing equipment for the firefighters to protect them from the toxic vapour cloud is the standard approach. Either that or simply let the blaze burn itself out.
Attempting to suffocate the fire with inert gases is ineffective because, being a chemical blaze, it doesn't require oxygen. Meanwhile, the surrounding area must be checked for discarded battery cells that could have been propelled from the battery pack by an explosion and might spontaneously ignite later.
Following containment, the burnt-out EV must be removed and deposited in a compound away from buildings and other vehicles. (Some 25% of scrapyard fires are caused by spent lithium ion batteries.)
More radical steps include immersing the car in water, although not sea water, because chlorine gas could be released.
Does the fire risk mean electric cars are unsafe?It all sounds quite alarming and a good reason not to buy an electric car, but Paul Christensen, professor of pure and applied electrochemistry at Newcastle University and senior advisor to the National Fire Chiefs Council, is keen to quell fears about EV fire safety, especially given the benefits the technology offers.
“As someone who assisted Nissan during the creation of its battery plant, I would, if I could afford one, have a Nissan Leaf tomorrow,” he says. “We don’t need to be worried about the small incidence of fires involving electric vehicles but we do need to be aware.
"A lithium ion battery stores a huge amount of energy in a very small space. Since 2008, the adoption of such batteries has outstripped our appreciation of their risks. We’re running to catch up, but we will do.”
As part of his campaign to improve EV fire risk awareness among first responders, Christensen has so far presented to 30 of the UK’s 50 fire services, as well as to fire services in Europe, Australia and New Zealand.
He begins each talk by describing the structure of a lithium ion battery cell. A sliver of aluminium, called the cathode, is coated with a mixed-metal oxide ink.
It’s partnered by a slice of copper coated with graphite called the anode. In between them is a fragile, perforated plastic separator soaked in an organic solvent that contains a small quantity of additives whose identity is, troublingly, known only to the cell manufacturer.
Depending on whether the battery is being charged or discharged, the lithium ions move either from or to the cathode and anode.
Then the professor gives his audience of firefighters their first shock. Full, a cell contains 4.2V of charge, but even when empty, it still holds 2.5V. A Nissan Leaf has from around 192 cells in 24 modules and a Tesla Model S more than 7000 in 16 modules. That’s a lot of energy when the car’s power indicator says it has none.
Full or ‘empty’, the risk of this energy escaping in an uncontrolled fashion is what some scientists believe leads to ‘thermal runaway’, when heat and gases fuel even higher temperatures and still more gases, including hydrogen and oxygen, in a self-fulfilling loop until the cells begin to burn and burst.
A toxic vapour cloud develops, bringing with it the risk of deflagration. Once thermal runaway has started, no battery management system or circuit breaker can stop it.
“A battery fire can be controlled but it cannot be extinguished,” says Christensen.
He has demonstrated in tests how perforating or otherwise damaging a battery pack, as in a crash, can cause it to catch fire. "If an EV’s battery case is dented, you have to assume it’s dangerous,” he says.
Battery packs have been known to catch fire through overheating and while being charged. More worrying, a battery fire can erupt spontaneously, contamination of even just a single cell during its manufacture being one possible explanation.
“Even the most experienced and careful manufacturers have defective electric cells passing through their very careful quality control systems,” says Christensen.
A battery flame is like a blowtorch that will quickly ignite anything in its path, which is why Christensen wants councils and other organisations to consider EV safety risks in underground car parks, as well as bus depots where vehicles are parked side by side.
“In Germany, three bus depots have gone up in flames in the past six or so months,” he says. “Tunnels, ferries, car parks, cargo ships transporting EVs – all the places you find electric vehicles should be considered a safety risk and the appropriate steps taken.”
He’s worried about classic cars being converted to run on used lithium ion batteries, too. “Nobody really knows how safe used lithium ion batteries are and no standard test has yet been devised to tell us,” he says.
“Some batteries re-enter the market having been removed in illegal chop shops. How safe are they? There’s a lot of research into lithium ion battery safety, but everyone needs to link up, because right now we’re at the bottom of a very steep learning curve.”
When all else fails…For electric cars that are on fire or at risk of being so, the fire service in Copenhagen, Denmark, has developed a truck-mounted vehicle containment solution, pictured above.
The smouldering EV is lowered into the container, which, like a skip, is then hoisted onto a flatbed truck. Nozzles in the floor and sides of the container allow water to be pumped into it. Once full, the container and car are taken to a safe storage area and left, possibly for weeks, until the vehicle is no longer a hazard. All being well, the water is then filtered and treated for safe disposal.
Vauxhall Grandland Electric in Ultimate trim previously cost £40,495 – putting it over the ECS thresholdAverage new EV exceeds the threshold triggering an extra £2125 in VED over first six years of its life
Vauxhall has cut the price of the range-topping Ultimate versions of its Astra Sports Tourer and Grandland electric cars to below £40,000.
The move means all of the brand's EVs, bar the van-based Vivaro Life Electric, swerve changes to vehicle excise duty (VED) that would have cost a driver an extra £2125 over the first six years of their car's life.
From 1 April 2025, EV owners will be charged Vehicle Excise Duty (VED, or 'road tax') for the first time, costing the same flat rate of £195 that combustion-engined cars built after 1 April 2025 are charged.
This also means owners of EVs with a list price of more than £40,000 – including the cost of optional extras such as paint – will be hit by the Expensive Car Supplement (ECS).
This is an annual charge of £425 per year for five years after the second year the car is registered, on top of the regular VED charge.
This brings a significant increase in cost over the first six years of an expensive car’s life: the owner of a car under £40,000 will pay £1170 in VED over that period, whereas the owner of one over that limit will pay £3295.
Therefore owners of cars costing more than £40,000 face paying an extra £2125 in tax over the first six years.
According to data from analyst Jato Dynamics, the £40,000 threshold – which was set in 2017 – is £8559 lower than the current average price of an EV.
Industry critics of the ECS argue that because the policy was designed so long ago and before the popularisation of EVs, it no longer reflects what is an ‘expensive car’ in the real world.
“The threshold for the ECS – dubbed the ‘luxury car tax’ when launched – has remained unchanged at £40,000 since it was set eight years ago, when the overall market was 30% larger than today and BEVs barely featured,” said Mike Hawes, chief of the Society of Motor Manufacturers and Traders.
Eurig Druce, acting managing director of Vauxhall, said: “The threshold for the Expensive Car Supplement has remained at £40,000 since inception in 2017, despite subsequent high levels of inflation. If it were to have risen with inflation, it would now be around £52,000.
“With the average price of an EV in the UK at around £48,000, this new tax means that customers buying some of the more attainable electric cars on the market are now being penalised whilst at the same time we're trying to move as many British motorists to electric as quickly as possible.”
Druce added that “we’d urge the government to reconsider this new measure” to incentivise sales of EVs.
GKN's last UK automotive parts plant closed in 2021Headwinds including electrification and China are forcing a number of prominent suppliers to restructure
The once-in-a-generation upheaval currently sending shockwaves through Europe’s suppliers has multiple consequences, one of which has been to close the book on a key part of British automotive history.
Back in January, Dowlais, the parent company of driveshaft specialist GKN Automotive, was sold to American Axle. “This whole sector has been really challenged over the last 18-24 months,” Dowlais CEO Liam Butterworth told Autocar, and selling up will allow the company to “to navigate this structural shift in the industry".
GKN can trace its history back to 1759, when the Dowlais Ironworks Co was established in South Wales. What became Guest, Keen & Nettlefolds and then GKN has reinvented itself multiple times over the centuries, but this last move takes ownership out of British hands for the first time.
“The overall macro in the industry is changing,” Butterworth said on the company’s earnings call on 5 March. “There's a structural change taking place around tariffs, geopolitics, regionalisation, the different requirements from our customers and thus creating a strong headwind for a number of automotive suppliers.”
Last year, European automotive suppliers announced 54,000 job cuts – more than in the Covid years of 2020 and 2021 put together, according to data from the European Association of Automotive Suppliers (Clepa).
Among those numbers are 5550 at Germany’s Bosch, the largest automotive supplier, according to Automotive News's 2024 top 100 parts suppliers list.
Number two on that list, ZF Friedrichshafen, announced it would axe 12,000 jobs in Germany. Meanwhile, Continental is looking to lose 7150 jobs through global restructuring, while Schaeffler has said it wants to cut 4700 across Europe, 2800 of those in Germany.
Germany’s role as the region’s car-building heartland has meant many of the world’s global tier-one super-suppliers growing to vast sizes within its borders, so the country is being disproportionally affected as the pressures of electrification, China and a shrinking car market force restructuring.
Almost 19,000 automotive jobs (including at car companies) were lost last year within Germany, according to research from consultantcy EY. “The German automotive industry is in a massive and comprehensive crisis," EY automotive expert Constantin Gall said. “There has been a massive tightening of the cost screw".
In the UK, the sale of GKN is the biggest evidence of that upheaval to hit the supply industry, but there are job losses too. GKN’s last UK automotive parts plant shut in 2021 and Butterworth said in March that the company would also shut its electric powertrain research centre, established in 2017.
Meanwhile, new GKN owner American Axle shut its Albion Automotive facility in Glasgow in October and Schaeffler announced in November that it would shut its clutch factory in near Sheffield, citing a reduced demand for clutches globally.
The multi-billion pound parts industry was always going to vulnerable to an industry-wide forensic focus on costs, given their outsize contribution to the average cost of building a car.
“The total cost of an automobile is 85% parts, 10% the plant and 5% logistics,” former Stellantis CEO and rigorous bill-slasher Carlos Tavares said last year. “The double digits in sourcing reduction [costs] are going to come from the 85%. The guy that reaches that first will be the winner.”
Tesla CEO Elon Musk has in the past derided the legacy car business as “catalogue engineering” for its reliance on supplier giants like Bosch, Continental and others.
The shift to electrification has prompted car companies to promise root-and-branch changes to the way they engineer and build cars, to the detriment of the size of the pie given to suppliers.
For example, Renault under Luca de Meo has promised to slash the number of parts in future models like the Twingo EV from around 2500 per vehicle to 1100.
Car makers are keen to soften some of their own job-reduction requirements by bringing in-house parts that previously might have been outsourced to suppliers.
Electric drive units containing the motor, invertor and transmission are a good example – for example Ford in Halewood and JLR in Wolverhampton.
That cuts the available pool of customers for suppliers. “We've had a number of cases where we've walked away from some contracts because it just doesn't make commercial sense,” GKN’s Butterworth said. “If somebody else wants to pick up a contract that's loss-making, then good luck to them.”
When they do land a decent contract, suppliers are at risk from erroneous volume predictions, especially those made during the optimism of EV growth three or four years ago.
GKN said its 2024 revenue on the e-drive front was hit by volume decline in four specific model programmes, of which Butterworth singled out the Fiat 500e. “Basically the volumes fell off a cliff in Q1 last year when all of the incentives were stopped, specifically in Germany and Italy, and that dried up demand for that vehicle,” he said.
The sizeable bill to moving to electric is painful but has to be paid, given the gulf in production costs between Europe and China and the danger posed by competition from that direction. “The pressure is probably higher than it's been than I've seen it for quite some time,” Butterworth said.
Much of that burden is being passed onto suppliers, forcing them to make difficult decisions. “That can't come from just reducing prices; it needs to come from taking costs out of the system," said Butterworth. "From smarter material purchasing, lower cost manufacturing footprint and more VAVE [value analysis, value engineering] and looking at smarter cleverer ways of engineering and designing things."
Moving manufacturing to lower-cost eastern Europe or further afield is a favourite cost-cutting method. GKN, for example, moved its Birmingham driveshaft production to Poland. Schaeffler said passenger car clutches made in Sheffield would go to Hungary, while those for tractors will move to India.
Many suppliers are restructuring. For example, Continental will spin off its automotive division in September. “We are fully convinced that companies being focused and fast have a clear advantage in this tough industry environment,” CEO Nikolai Setzer said on a special call to investors in March. “The last years, and in particular right now, are as dynamic as they have ever been.”
Clepa is hoping the European Union will help by slowing down the timeline to move to electric and allow car makers to carry on building technologies with a higher part count. “The EU must embrace a diverse portfolio of sustainable technologies, including plug-in hybrids, range-extenders, hydrogen and renewable fuels,” the lobby group said in a statement that otherwise broadly welcomed the EU's recently proposed automotive Action Plan.
In a recent survey of Clepa members, 42% of respondents said they expected a loss or close to zero profit this year. As Peter Bryntesson, CEO of the Scandinavian automotive parts association FKG, told the Dagens Industri newspaper: "Spring 2025 looks pitch black."
Vehicle testing organisation Thatcham Research's new Vehicle Risk Rating represents the biggest change to the car insurance industry in decades.
This new rating system, which scores cars from 1-99 across five assessment bands, has been designed to deliver more accurate insurance premiums. It replaces the current Group Ratings that have been in place for more than 25 years, and takes into account performance, damageability, repairability, safety and security.
Ben Townsend, head of automotive at Thatcham Research, Victor Zhang, UK country director at Omoda and Jaecoo, Scott McCammon, head of motor repair at Admiral and Felix Page, deputy editor at Autocar will discuss what this change means for UK car insurance and the car industry as a whole.
Join our webinar ‘How a fresh approach to gauging risk will make modern cars insurable’ on 8 May at 11:00 to find out more about this industry-changing shift, how the new rating system works, how the vehicles are assessed, and how Thatcham Research can assist manufacturers with the process.
There are few cars as iconic as the original Mini. Its compact boxy proportions, beady round headlights, fantastically flared wheelarches and mightily minimalist interior made it a style superstar from the get go. And even today, more than 60 years on, it remains a cornerstone of British culture and an ode to simplicity.
But it wasn’t just its cheeky looks that made it such a smash hit. It was also raucously fun to drive, deceivingly practical, incredibly easy to live with and, above all else, a true expression of individuality in a time when the public mood around self expression was in the midst of a seismic shift.
Now, we already know that the new all-electric MINI Cooper does a superb job of channeling the essence of the original thanks to its zippy electric performance, go-kart handling, paired-back cockpit and modern-retro looks. But what about MINI’s latest creation, the new all-electric MINI Aceman? Can this spacious, angular, tech-packed family SUV really stake a claim to the MINI name? We certainly think so. Here are six reasons why:
Book your all-electric MINI Aceman test drive
#1 It’s mighty fun to driveMINI’s go-kart-like handling is so legendary that it borders on cliché. That fun factor, the ability to put a smile on your face, whether in the city or on a B-road, is something people have come to expect from MINI. So given the Aceman’s crossover proportions, you might be feeling a little concerned. But, fear not.
“The Aceman has SUV styling but drives more like a five-door version of the MINI hatchback. I found that it doesn’t feel like a big car at all,” says What Car?’s new cars editor, Lawrence Cheung.
Indeed, it feels wonderfully light and agile when compared with its fellow electric rivals. Aided by the low centre of gravity – courtesy of the battery pack – the carefully configured suspension and dampers do a fantastic job of minimising body roll – inspiring confidence through the bends. Flick the wheel, and the nose turns in keenly. It’s the direct, nimble, sharp response that you’d expect from a MINI, and it’s guaranteed to leave you grinning from ear to ear.
While the original Mini was nippy in its own way, the Aceman is operating on another level. With the 215bhp Aceman SE surging from 0-62mph in just 7.1sec, there’s plenty of straightline performance to complement that precise handling. But it’s the way that power is delivered that impresses. The instant torque from the electric motor means acceleration is remarkably responsive, and the car pulls strongly at any speed. Making it easy to nip out at a junction, and effortless to get up to motorway speed on a slip road.
#2 It’s perfect for parkingThe classic Mini was a doddle to park. How could it not be with its diminutive footprint? And while no modern car comes close to its dinky dimensions, the Aceman has a few tricks up its sleeve to make multi-storeys a breeze.
The Aceman has very short overhangs at the front and rear, which help keep its proportions typically MINI. Add to that a city-friendly, tight turning circle and you have a car that’s very easy to manoeuvre into – and out of – tight spots.
Better still, the MINI Aceman comes with front and rear parking sensors and a rear camera as standard, along with the very useful Parking Assistant. Parking not your bag? At the touch of a button, the Aceman can neatly slot itself into a space for you. And if you opt for the optional Parking Assistant Plus via the MINI Connected Store, you can even park the car using your smartphone. So next time someone parks uncomfortably close, rather than posting yourself through an impossible small door opening, you can simply drive the car out of the space using your phone, then get seated comfortably. Perfect.
#3 It’s engineered for spaceThe classic Mini’s innovative transverse engine and front-wheel-drive layout endowed it with a remarkable amount of passenger space for such a small car. The Aceman – which slots neatly between Cooper and Countryman in terms of size – uses a similarly clever approach to packaging. Its dedicated, low-slung electric platform allowed designers to create a spacious, airy interior, while keeping its dimensions usefully compact.
Up front, there’s plenty of head and leg room – even for drivers and passengers that are six-feet tall. In the rear, there’s space for three adults. The 300-litre boot can be increased to 1005 litres when you fold the real seats, giving you some helpful load carrying flexibility. While the low centre console gives you plenty of handy storage space.
#4 Its clean, minimalist interiorStep inside the Aceman and the first thing you’ll notice is the striking showpiece circular OLED display. A nod to the original Mini’s centrally mounted speedometer, the 9.4in display’s unusual form-factor makes it a world first.
That cutting-edge screen acts as your instrument cluster and houses your infotainment. It also lets you control the majority of Aceman’s features. And in a pleasing dose of MINI nostalgia, there are also some good old tactile switches and buttons.
Underneath the touchscreen you’ll find the MINI toggle bar – home to important and useful controls such as the audio volume, parking brake, start/stop switch, the gear selector, and the MINI Experience Mode toggle. Having those features neatly housed in one place frees up the console to give a clean, uncluttered look and feel to the interior – much like the classic Mini.
The ambience is lifted by MINI’s interesting choice of materials. Innovative two-tone knitted textiles – made from recycled materials – give a soft, premium finish to large parts of the dashboard and doors.
The seats – and retro-cool two-spoke steering wheel – are clad with vescin. That’s MINI’s premium, synthetic vegan leather. It’s soft, supple and looks the part. MINI has used the shift to responsible, sustainable materials as an opportunity to elevate, and individualise, its interior design. And it shows. But it still retains that wonderful air of minimalist simplicity.
#5 Its stand-out exterior design‘Less complexity, more individuality.’ So says MINI’s head of design, Oliver Heilmer. You can see immediately that the new all-electric Aceman is unmistakably MINI in its design. While it retains the beautiful simplicity of its predecessors, it updates the look with contemporary touches.
Up front, there’s the attention-grabbing octagonal grille framed by the new angular LED headlights. Move around to the side and you’ll immediately notice the geometric wheel arches and the muscular silhouette of its crossover shape. And at the rear, the extended spoiler adds some sporting flair. You’ll spot some more functional design influences too, such as modern flush door handles and aerodynamically sculpted surfaces.
These design flourishes combine to give the Aceman its own distinct character, while still retaining those hallmark MINI design cues.
#6 It’s an expression of individualityThe classic Mini was in itself a statement. A fun-loving, spirited car that oozed individuality. With so many variations available, and many owners customising their car to impart their own style, the classic Mini was its own form of expression.
In much the same way, freedom of expression is also a key pillar of the MINI Aceman. Firstly, there are three styles to choose from – Classic, Exclusive and Sport. Each offers its own distinct styling and personality, with interior design tweaks to the seat upholstery, dashboard and steering wheel among other things. There are exterior styling options too, with a host of colour choices, alloy wheel options, and fun details such as the multitone roof and mirror caps, and even racing stripes.
Then there are the MINI Experience Modes. With a flick of the toggle switch, you can match your MINI to your mood with eight options such as Green, Timeless and Go-Kart. Each mode has its own colour scheme, lighting, style and different sounds.
There’s even a Personal Mode, where you can upload an image from your smartphone and set it as the display background. Rather cleverly, the Aceman then identifies the dominant colours in the pic, and projects them onto the dashboard and adjusts the ambient lighting to match. It’s a whole new level of personalisation.
So there you have it. That’s why we think the new all-electric MINI Aceman is very much a proper MINI. So why not go and experience it for yourself?
As prices rise and belts are tightened, our search for the best value used cars intensifies.
Of course, value is largely a subjective thing and we were reminded of that recently when a reader called with news of their new Tesla Model 3.
It cost £39,000, a figure that included 15,000 miles of free charging via the company’s Supercharger network, a benefit worth around £2000.
Although the reader understood the market is choked with used Model 3s and, as a result, his new car will depreciate heavily, he loved the prospect of being its first owner.
However, those numbers got us thinking about how you can get a year-old Model 3 with 5000 miles for £29,000 and how the £10,000 the reader would have saved could at, for example, 45p per kWh (about midway between domestic and rapid-charger prices) be sufficient to pay for 122,000 miles of power.
For balance, we accept this calculation ignores the fact that the reader’s Model 3 is the latest, more efficient and better-equipped version.
The two arguments represent different perspectives on value for money but, for this guide, we will go with ours. As we hope to show, used cars represent real value for money when bought well.
It’s our choice but we are willing to accept that the car you own – the one you chose to buy with your own money after long research and weighing up its pros and cons – offers the most value for money or else why buy it?
We think that the Ford Puma is one of the best value used cars thanks to its strong efficiency and rewarding drive across all specifications.
But are there any other enthusiast cars out there that are worthy of investment? Read on as we share the best value used cars you can buy today.
Nissan has confirmed that it will introduce a new small electric city car based on the Renault Twingo in 2026 – bolstering hopes that the two EVs will be produced in right-hand drive for the UK market.
The deal for the new model comes as part of a wider reorganisation of some of the key aspects of the Renault-Nissan-Mitsubishi Alliance.
The Twingo is due to arrive in LHD markets next year, priced from less than €20,000 (£17,000).
It's based on Renault’s Ampr Small EV platform (referred to by Nissan as CMF-BEV), which is also used by the larger Renault 5.
Under the Alliance agreement, Renault is already set to produce a new electric Nissan Micra, based on the 5 and due in 2026, for the Japanese firm.
Nissan's Twingo sibling will sit underneath the Micra and larger Leaf and Juke EVs, both of which will be built at Sunderland, in the brand's future European electric line-up.
No further details of the city car have been released, although Nissan said that it would design the car and that it fitted its “roadmap for reducing development costs and time”.
Reducing the time taken to bring new vehicles to market is a key part of Nissan's revival plan, following its recent financial woes and failed merger with Honda.
Renault boss Luca de Meo has previously said that the prospects of the Twingo being converted for RHD markets could be dependent on a deal with Nissan to produce a sibling model, boosting the economies of scale.
Under the existing Alliance agreement, Renault has taken the lead on developing the Ampr Small/CMF-BEV platform while Nissan has headed development of the Ampr Medium/CMF-EV platform for larger models.
More broadly, the Renault Group and Nissan have agreed to a new Alliance Agreement, in which the "lock-up undertaking" of the cross-shareholding has been reduced from 15% to 10%.
Meanwhile, Nissan has been released from its commitment to invest in Ampere, the Renault Group’s EV development firm.
Furthermore, the Renault Group is set to acquire the 51% of the pair's Indian joint venture, Renault Nissan Automotive India Private Ltd, that's currently held by Nissan.
That move is part of Renault’s international growth plan to invest in expanding its operations in India and will help Nissan to cut costs as it looks to implement its revival plan.
A new agreement would ensure that ongoing projects between Renault and Nissan in India would continue and the two firms would continue to jointly own their technology and business centre in the country.
Go back a decade and hydrogen cars were deemed by many to be the next big thing. However, little progress has been made in bringing them to the mainstream market.
But there is still hope for the hydrogen car. Toyota, BMW and Hyundai are still investing heavily, meaning we could still see a resurgence in the future.
But what actually is a hydrogen car and how do they stack up to petrol, diesel and electric cars?
We have all you need to know right here, including the pros and cons of hydrogen cars, plus what the future looks like for the technology.
What is a hydrogen fuel cell vehicle?Hydrogen cars, or hydrogen fuel cell electric vehicles (often shortened to FCEV), are vehicles powered by liquid hydrogen.
This is stored in a tank at a pressure of 700 bar and then used to generate high-voltage electricity for a small buffer battery, which in turn provides transient power for acceleration.
While many people tout hydrogen as the fuel of the future, the truth is that hydrogen cars have been around for decades. In 1998, Mercedes-Benz produced the first road-legal FCEV with the A-Class-based Necar.
How do hydrogen fuel cell vehicles work?Hydrogen cars draw their power from a fuel cell stack, where oxygen and hydrogen react to generate electricity, sending energy to an electric motor. This means they drive just like an electric car.
Likewise they produce zero harmful emissions at the tailpipe, making them a much cleaner proposition petrol or diesel cars, at least from the driver’s point of view.
How do you fill up a hydrogen car?Hydrogen cars can be refuelled from hydrogen pumps at select filling stations. These look much like regular petrol and diesel pumps.
Refuelling a hydrogen car is a simple task: just open up the fuel filler cap and insert the pump. Typically, refuelling takes about five minutes.
The hardest part of refuelling a hydrogen car in the UK is finding a filling station. According to UK H2 Mobility, there are now just three available for public motorists in the UK.
They're based at Hatton Cross in London, Tullos in Aberdeen and the Advanced Manufacturing Park near Sheffield.
Many have been shut down in recent years and plans for new ones haven't come to fruition.
What's the latest on hydrogen cars?Progress in the world of hydrogen cars has slowed over the past few years. For an in-depth view of the current state of the hydrogen car industry, read more here.
Some countries are closing hydrogen fuel stations in rapid numbers: H2 Mobility has shut 22 fuel stations in Germany and Shell has reportedly shut 10 of its 11 hydrogen fuel stations in the US, despite originally having planned to open a further 48.
That hasn't stopped some car brands from investing hefty sums into the technology, though.
BMW will launch the first of a future hydrogen car line-up in 2028, with the first model based on the BMW X5. The car uses a powertrain co-developed with Toyota.
Hyundai recently revealed the Initium concept, which previews the next-generation Nexo hydrogen car with a modern design.
It takes a single electric motor with 201bhp – 40bhp more than the existing Nexo – and Hyundai is aiming for a range of 404 miles between top-ups.
The Initium previews a production model that’s due to be unveiled by next summer, but it's unclear if it will ever come to the UK, considering that just 50 Nexos have been sold since the model was launched five years ago.
Toyota is also continuing its investment into a new-generation Mirai saloon, despite not having sold a single new example in the UK in 2024.
Hydrogen cars available in the UKTwo hydrogen cars were until relatively recently available as new cars in the UK today and some car makers have hydrogen in their plans for production in the future.
Toyota MiraiThe Toyota Mirai first appeared in 2015 and achieved 10,000 global sales before entering its second generation in 2021.
The latest Mirai is equipped with a fuel stack capable of storing 5.6kg of hydrogen and has a WLTP range of up to 400 miles.
Despite being heavier and larger than the first-generation car, it takes just 8.7sec to travel from 0-62mph and 25.5sec to hit 100mph. That’s thanks to a powertrain that produces 180bhp and 221lb ft of torque.
However, the Mirai wasn’t cheap when it was launched in 2021. It commanded a price of £64,995 and you can’t currently order one from Toyota.
Read our Toyota Mirai review
Hyundai NexoHyundai has been developing fuel cell technology since the 1990s, and the Nexo is the firm’s first production hydrogen car.
Priced similarly to the Mirai at £65,995, the Nexo’s powertrain produces 161bhp and 291lb ft. Meanwhile, 0-62mph is completed in 9.6sec.
The Nexo can store up to 6.33kg of hydrogen, which supplies power to a 1.56kWh battery. It offers a range of around 380 miles, and we were impressed by its solid driving dynamics and rolling refinement.
There are fewer than 30 Nexos on UK roads today and, like the Mirai, it’s no longer available to order.
Read our Hyundai Nexo review
BMW iX5 HydrogenBMW formed a partnership with Toyota based around hydrogen technology and it plans to bring the iX5 Hydrogen to market in some form by 2030.
With a 396bhp powertrain and 524lb ft of torque, it packs significantly more punch than the Toyota or Hyundai, backed up by its sub-6.0sec sprint from 0-62mph.
Range stands at around 313 miles and our drive of the car revealed it to be comfortable, capable and almost ready for the road. It certainly paves the way for BMW's entry into the world of hydrogen.
Read our BMW iX5 Hydrogen review
Pros of hydrogen carsOne of the biggest benefits of driving a hydrogen car is that it produces zero harmful emissions from the tailpipe, just small amounts of water.
That means it's a lot more environmentally friendly to drive than a petrol or diesel car and would be welcome in the ever-increasing number of clean air zones popping up around the UK.
Hydrogen cars are also significantly faster to fill up than electric cars.
Hydrogen is the most abundant element on the planet, too.
Some consider hydrogen cars to be more efficient than other powertrains, as hydrogen power uses between 40-60% of its fuel’s energy with a 50% reduction in fuel consumption. It’s not uncommon to see around 400 miles of travel on a single tank when using hydrogen.
And unlike with an EV, the range of a hydrogen car isn't impacted by outside temperatures.
Cons of hydrogen carsWhile hydrogen cars can be more efficient and environmentally friendly for the driver, there are some drawbacks.
Emissions from the tailpipe may be zero, but there are significant environmental challenges with producing hydrogen on an industrial scale.
Producing hydrogen at this level uses a significant amount of fossil fuel. According to tyre giant Pirelli, as much as 10kg of CO2 is produced for every kilogram of hydrogen.
There are methods of producing hydrogen that use renewable energies, but these are currently far more expensive. For example, Denmark produces hydrogen from wind while Iceland uses geothermal energy to produce it.
Hydrogen cars are also quite expensive to buy due to their complexity, and the small number of refuelling stations is a significant black mark against this technology.
The future of hydrogen vehiclesCurrently, hydrogen cars aren’t quite viable for the broader public. There are simply too few filling stations and the hydrogen itself isn’t yet commercially or environmentally viable to produce en masse.
But with investment from the UK government aiming to accelerate the implementation of hydrogen vehicles, we could see more car makers turn their efforts to this technology in the coming years.
One such company hoping to drive the production of hydrogen vehicles is engineering firm WAE, which revealed a platform for them in 2023.
It says the platform features a “cutting-edge" H2 fuel cell system and a liquid-cooled battery pack with up to 576bhp available.
Elsewhere, Alpine has hinted that its radical hydrogen supercar concept, the Alpenglow, could make production. This injects hydrogen into the cylinders of a V6 combustion engine to reduce emissions.
For the general public, though, it looks like the future of cars in the UK will remain electric unless and until hydrogen refuelling infrastructure and production methods become more viable.
Volvo boss Jim Rowan has stepped down from the firm with immediate effect, following three years at the helm of the Swedish car firm.
During his time with Volvo, the former Dyson executive oversaw the launch of the EX30, EX90 and ES90, and has been a key proponent in the company's push towards software-defined vehicles.
He will be replaced by his predecessor, Håkan Samuelsson, who previously led Volvo from 2012 until 2022.
In this interview with Autocar – his final before exiting the firm – he says car makers face a "Darwinian event", and lays out his plan for Volvo to come out on top.
“It’s not win-win. Somebody’s gonna lose”“If you’re looking for mental stimulation and sleepless nights, then come and join the industry,” says Volvo Cars CEO Jim Rowan, who did just that three years ago this month when he moved to the automotive world from the tech sector.
Compared with other car company CEOs, he speaks in a way that makes him still seem like an outsider – or perhaps an outlier – because the way Volvo talks so openly and extensively about software stacks, computer chips and processing power remains unique among legacy car manufacturers.
Yet Rowan believes this is where the game is now at for the automotive industry and he cannot comprehend how far behind rivals seem to be in the way they present themselves and talk about electric cars as if they’re a new thing, especially when their companies’ very survival is at stake.
“I’m not an automotive guy. I come from the tech sector and I’m absolutely flabbergasted by the amount of people that still talk about electrification, as if that’s the big thing,” he says. “We know about batteries. We know about embedding the modules. We know about even silicon carbide, which was a big story all of a sudden, but that’s not a new technology. We know about power electronics and so on.”
Instead, says Rowan, the four key things for the automotive industry now are “software, silicon, connectivity and data” – and Volvo is advanced in its development of all of them. But far from this being an attempt by Volvo to reposition itself as a tech company, this tech push is at its core about doubling down on safety and ensuring its cars continue to get ever safer and more lives are saved.
“When I say software, I mean full-stack software,” he says. “You need to be able to write from layer one of the silicon all the way up to the application layer of the car in order to control it properly. There are three companies in the world that have managed to do that: Tesla, Rivian and Volvo. There’s a lot of good car companies but none of them have figured it out. It’s a big deal – and freaking hard to get this done. But we’ve stuck at it.”
This ‘Superset’ tech stack is on the Volvo EX90 and ES90 and it will be adopted by all future Volvos. Moving all of the car’s major hardware and software control functions onto a central system rather than individual ECUs (the archetypal software-defined vehicles we’re increasingly hearing more about) enables more meaningful, consistent and stable over-the-air updates, particularly in the context of active safety technology and how vehicle data from accidents or near misses can be used to help cars avoid these situations in the future.
To handle the data, Volvo has been developing its own cloud architecture, which “most people are not”, says Rowan. This approach allows Volvo to retain control of all its data and make its cars safer remotely. “That’s the big story,” says Rowan, and it’s in contrast to buying an off-the-shelf cloud, “when you get nothing”. Volvo now has the second-biggest data centre in Sweden.
He says: “We run our algorithms inside the cloud architecture and then we push that back into the vehicle so that it makes the vehicle better and stronger and strengthens the algorithms.”
So why is Volvo pushing the tech story so hard? Do customers respond, or need to know?
Rowan says part of it is to drive the value of the company due to this level of advanced, proprietary technology and control of Volvo’s own destiny, but he notes “the stock is not showing that valuation” yet.
For customers, Volvo having remote control “of every node in the car” will enable more features to be added to the car. “People are still figuring out all the different use cases that we can get from that,” says Rowan, but he gives the examples of a dashcam being created out of the sensors and cameras, or an app that lets you check your car and where it’s parked remotely, as code that could be “written in an afternoon”.
“But the biggest thing is going to be around the safety aspects,” he says. “Because we get all that data, we’ll be able to look at the algorithms of all crashes. We’ll really see the crash. We’ll get the tape recording from the car that happened in Wiltshire on a wet Sunday afternoon and see what exactly happened. We’ll interrogate that and say: if we had deployed the airbag in a condition where the light is low and it’s a little bit slippery or whatever three nanoseconds earlier, that saves lives. That becomes meaningful to us as a safety brand. We need to be able to bring all of that alive to customers.”
Originally a mechanical engineering apprentice at Tate & Lyle in his native Scotland, Rowan soon switched into tech and held chief operating officer roles at both BlackBerry and Dyson and was CEO of Dyson from 2017 to 2020.
He succeeded the retiring Håkan Samuelsson, who in his decade in charge successfully lifted Volvo out of the mainstream and into the premium arena, where it could compete with the likes of Audi and Mercedes-Benz. That positioning is unchanged, and Rowan says that while he will continue to burnish Volvo’s traditional mechanical credentials, the job is now one of pushing Volvo’s tech prowess.
“That’s where the industry is going,” he says. “Quite frankly, if you don’t understand that and are not investing in that technology right now, you’re going to be left behind. The Chinese understand this really well.
“That’s why I’m flabbergasted sometimes by a lot of our competitors who still want to push for internal combustion engines. That’s great. They make a lot of money out of it, but they’re missing the point.
“I come from the smartphone industry. I was a BlackBerry guy. There were Nokia guys, Ericsson guys. There were Siemens guys. Philips used to build phones, Alcatel. None of them exist any more because we all thought it was about the RF circuit: how good is your connection?
“It was actually about software. It was about building an ecosystem that made the phone much more than a phone – and they missed it. The two guys who figured that out, Apple and Google, are trillion-dollar companies and the rest of them don’t exist.”
Investing in software is not at the expense of hardware, insists Rowan. “If we can enable that more with software and augment that, we can give a better experience. Look at Apple: I love the hardware. I love the brightness of the screen.
I love the way [an iPhone] works, the way it feels, how they build it. I love the software but, more importantly, I love the whole way the thing comes together. If we can emulate that within the vehicle itself, I think that’s the winning combination.”
Rowan says that the strength of brands means something quite different in the premium market compared with the mainstream, where the decision will nearly always come down to price. Yet “the premiumness of cars in the electric age is still being defined” and old brand values for premium car makers won’t necessarily carry over from the combustion era.
“With internal combustion engines, ‘premium’ is derived by [the likes of] ride quality,” he says. “If that was your brand attribute, you spent a ton of money because you put a big, heavy engine in the front of the car. You want to throw that car through the corners at 120kph [75mph]. You’d spend a lot of money on making a really smooth engine, on a really nice chassis, on suspension.
“Then, bang, all of a sudden there’s a new technology. You take a flat skateboard design and you get a nice low centre of gravity. Now you don’t have to offset this big, heavy engine in the front of the car, so suspension and, to some extent, chassis design becomes far less important. With battery technology, it’s not about the explosiveness and the smoothness of your engine, because you get torque for free. So now, what’s your brand attribute?
“What we’re seeing in China is people are saying: ‘Why would I buy this car when I can get the same acceleration, the same ride and handling for half the price?’”
Rowan says that Volvo’s brand attributes of safety and Scandinavian design won’t change in the electric era, but being a leader in technology allows customers “to come to us for different reasons”.
“That’s one of the big, profound changes that’s happening in the industry,” he says. “If we can augment that [traditional positioning] with better software, then the younger demographic will come to your brand and see a pretty cool car.
“We used to sell cars to accountants, doctors, dentists and lawyers. Now we’re selling a lot of cars to young software engineers, young marketeers, because the brand attributes are reasonably understated, reasonably humble, and especially when they have children, then they care about safety more than anything else.”
A question about the future of estates (according to Rowan, SUVs have taken their place essentially and Volvo cannot and will not enter every market niche as a relatively small company. A range of around eight cars will be enough) prompts a wider response from Rowan about how the industry is in a “Darwinian event” around survival, and who can successfully transition into software-defined vehicles.
“The guys figure this out quicker are going to come out strong, the guys who stick to the knitting,” he says. “There will be people who don’t come out of this and there will be fatalities. The guys with 10-15 brands, that’s going to be super-tough. They’re going to need to pare that back quickly.”
Rowan expects a significant change in around 18 months as brands start to disappear, from legacy car makers and from Chinese upstarts.
“They’re just not all gonna survive,” he says. “There’s not enough business for everybody. A lot of them are not making money already. They’re selling cars at a loss just to keep cash coming in. Eventually, that plays itself out and you’re going to see a thinning out of the multi-brand car companies that are going to need to say: ‘I can’t keep all these brands alive, so I’m going to need to shrink.’
“I don’t think you’re going to see car companies buying car companies. There’s just not enough business for everybody. So those guys will die out. The ones that are left will be much stronger because there’s less competition, and we’re going to be forced to be pretty lean to get through this.
“Everybody’s cutting costs. I don’t think it’s a bad thing for the industry. It’s super-interesting. It’s super-competitive right now. It’s freaking hard. But at the end of the day, if you want to win in the long term, you need to go through this. The only way to take market share in a flat market is to take it from your competitor. So unfortunately, we’re not in a win-win situation. Somebody’s gonna lose.
For many new car buyers, electric cars are often judged by a single factor: their driving range.
That's because, back when electric cars first entered the mainstream, they really couldn't go far until you would need to recharge their batteries - and finding a charger was a near-impossible task.
Cast your mind back to 2010: the Nissan Leaf, widely regarded as the world’s first mass-market EV, offered just 100 miles of range and took eight hours to charge from a home socket.
But EVs have improved massively in a short space of time. Even some of the cheapest electric cars currently on sale will easily deliver double the range of the original Leaf and charge much, much faster.
Thanks to a decade and a half of battery and motor development, some of the longest-range EVs can now match some petrol cars for how far they will go on a ‘tank’.
This list ranks the top 10 longest-range EVs, quoting officially supplied figures from manufacturers.
In real-world use, it’s unlikely that many of these EVs will hit these promised figures consistently – although you might get close if you’re feather-footed, a keen hypermiler or driving in summer.
The undisputed range champion - that’s the EV with the longest range available in the UK today - is the Mercedes-Benz EQS saloon, which is capable of 481 miles. Which other models make the top 10? Read on to find out.
Traditionally at this time of year, the automotive industry congregates in Geneva for the world’s most important motor show – but to our great sadness, last year’s event was the last there will ever be.
A sad corollary of this is that we won’t get to enjoy our semi-regular laughs at concepts unveiled by Swiss design houses – or should we say mad houses? – Sbarro and Rinspeed.
Italian-born Franco Sbarro began his career as a mechanic, then set up his eponymous firm in 1968 – with zero interest in conventionality.
Sbarro first caught our attention at Geneva in 1973 with the SV1, an attractive sports coupé composed of NSU, Porsche and Volkswagen components – most prominently, two Ro80 rotary engines mounted side by side behind the rear seats!
In 1978, it combined a Fiat four-wheel drive system with a BMW engine in the shell of an “avant-garde cross-country vehicle” – then two years later took this format to a wild extreme, matching a G-Wagen chassis with the 450SE’s V8 engine and adding a third axle.
The Wind Hawk was, unsurprisingly, destined for the Middle East – just like the AMG G63 6x6 that Mercedes itself would produce 35 years later.
That 1980 show also introduced Autocar to Frank Rinderknecht’s Rinspeed, starting fairly sensibly with a small car for disabled drivers featuring a mechanism that hoisted one’s wheelchair out, up and into a roof-mounted box.
Perhaps the coolest thing at the 1982 show was Sbarro’s Super Twelve, a straight-12 hot hatch. Yes, really: the engine was two Kawasaki motorcycle sixes conjoined, making 240bhp. With a tubular chassis and a fibreglass body, it weighed 800kg – resulting in a better power-to-weight ratio than Lamborghini’s Countach.
Two years later, it produced an evolution, the Super Eight, with a Ferrari 308 GTB chassis and V8. This one-off came up for auction in 2024 but fell short of its reserve at $160k.
Enjoy full access to the complete Autocar archive at the magazineshop.com
Sbarro’s next show-stealer was the 1985 Challenge, a supercar of truly bizarre proportions with four-wheel drive, a centrally mounted 5.0-litre Mercedes V8, a retractable windscreen and… inflatable seats.
We actually sampled one of six road-registered examples a decade later. It had lost a pair of cylinders but none of the visual impact, and naturally it was “a disappointment to drive, failing to meet your expectations even in a straight line”.
The 1987 Monster 4x4 was in a similar vein but had an even bigger Mercedes V8 – 6.9 litres – rotating the enormous wheels of a Boeing 747. Rolling resistance be damned.
Rinspeed spent the 1980s mostly creating sensible (well, relatively, that is) tuned versions of Porsches and whatnot, but in 1997 it decided to join in Sbarro’s game, giving us something that “looked like a 1960s front-engined Indycar on acid”.
That engine was a V8 from, er, Hyundai, a supercharger taking its output to a hefty 410bhp, and all while the Mono Ego weighed no more than a tonne.
It produced something similar for the 1998 show, called the Rocket, again using that Korean V8 but with styling more akin to a pre-war Auto Union grand prix racer – although “we won’t go too near the stand, because these cars often disappoint when you get close”.
If they had been unconventional in the 1990s, Sbarro and Rinspeed both really let loose in the 2000s, as exemplified by the latter firm’s millennium duo: a retro hot-rod pick-up truck with an integrated crane, called the Tatooo.com (huh?), and “an odd underwater scooter that looks like it’s from a B-grade Hollywood sci-fi movie”, called the Breathing Observation Bubble.
Aquatic machinery became a bit of a theme for Rinspeed, as shown by 2004’s Splash. Creating “a tidal wave of interest” (ahem), this was a chunky roadster that could hydraulically transform into not merely a boat but a hydrofoil, elevating it 60cm above the water. And fuelled by compressed natural gas for good measure.
Having made “Dick Dastardly’s next car” in 2003 (“good old Franco is still taking the drugs, it seems”, we joked), Sbarro in 2007 created a six-wheeled pick-up truck by adding an electrically driven third axle to the… Citroën C-Crosser. Obviously.
In 2009, Rinspeed presented the iChange (everything new had to be ‘i’ back then, didn’t it?), which could alter its shape depending on how many people were inside – although funnily enough it was “cunningly perched on an elevated stand to keep its shape-shifting qualities hidden from the general public”.
We gave up reporting on this dynamic duo after that, so irrelevant were their creations to the road, but their presence still always raised a smile.
Ssangyong designer Ken Greenley perhaps put it best when he told us in 1999: “I don’t like any of the cars here, but Geneva wouldn’t be Geneva without Sbarro. I’ll give its stand a four out of 10 for being interesting and thought-provoking.”
AGTZ invokes an old car without actually being based on oneItaly’s famous coachbuilders aren’t worried about new technology and changing tastes
"It could be the revival of coachbuilding.” Andrea Zagato, CEO of the company bearing his surname, founded in 1919 by his grandfather, is confident.
Confident that his specialist industry is fit and ready to not only survive the new automotive era but thrive in it: “The art of coachbuilding is 500 years old, while automotive is around 150.
"We’ve already survived all possible technological shifts. I joined the company in the middle of the crisis of the early ’90s, when other coachbuilders were lost. We survived all of this. So why not a change of technology?”
While the romance of automotive coachbuilding was perhaps strongest in its early decades, it stands to win over new audiences a century later, due to two diverging strands: the move to EVs with vastly shared platforms (just look at Ford and Volkswagen buddying up) and the nostalgic response of restomods and their ilk.
Whether on fully digitised or wantonly analogue bases, the need for individual designs and finely crafted bodies may be more crucial than ever.
“We are case designers,” continues Zagato, “so we concentrate on what you see, what you touch. Whatever technology you provide us beneath, it’s not a big change for us.
"There are several converging trends in the automotive industry, and one is the growing demand for exclusivity. There’s also a standardisation of the components, even in internal combustion cars.
"Stellantis is a prime example: for me, the new Lancia Ypsilon is better-looking than the Peugeot 208, but they’re almost the same underneath. The styling might be the deciding factor for buyers.”
Zagato insists that his firm will embrace new technology, rather than fear it. He cites artificial intelligence and 3D stamping as beneficial for its small-scale projects, explaining: “You don’t have to invest thousands of euros in moulds or tooling, because you can quickly build the parts to create one-off and few-off cars. We’re already building many one-offs with 3D stamping.”
“We’re living through a technological challenge created by the war between EVs and ICE cars,” he continues. “If electric motors win, the standardisation in the industry will be maximised. I can see a time when you won’t be keen to own a mass-production car; you will rent, use, share. Design may become the main element of differentiation.
“People are looking for uniqueness and personal expression. This is bringing us to the point that coachbuilding could be truly back soon. I believe restomods are an intermediate step.”
This brings us to the £550,000-plus AGTZ Twin Tail (a collaboration between Zagato and La Squadra, a Polish dealer of collector’s cars), which clothes today’s Alpine A110 in a dramatic skin paying homage to the A220 endurance racer of the ’60s. Two bodystyles are replicated by one car, thanks to an innovatively removable longtail.
Its modern core means it doesn’t fit the true description of a restomod, says Zagato: “It’s a typical coachbuilding job, using inspiration from the past and telling the iconic story of the A220.
"This is a modernisation of the concept. We have airbags and contemporary safety systems on board. We’ve integrated modern technology with timeless design. This is the difference between us and a restomod.”
Old and new togetherAnother Italian coachbuilder is making a successful business case for true restomods, though.
Last summer, Carrozzeria Touring Superleggera unveiled its Veloce12, which takes an old Ferrari 550 Maranello and endows it with freshened engine, chassis and brake components beneath a reimagined body.
“We believe the market for high-end classic cars has seen a shift in buyers to a new generation of product,” says CEO Markus Tellenbach. “Cars from the ’50s or ’60s struggle a bit with younger buyers, which is where cars from the ’90s come into focus.”
Many of the £600,000-plus Veloce12s have been sold to American buyers. Its status as a restomod is crucial there, as cars not originally approved for US sale can’t legally be imported for unrestricted road use until they’re 25 years old.
“Our concept fits the story of the ’90s analogue car and using a donor means we don’t have to do our own homologation,” confirms Tellenbach.
The 30 buyers are split 50/50 between those supplying their own 550 Maranello donor car and those buying the car purely on sight at Monterey Car Week in California.
“Our youngest customers are in their late thirties – younger than Touring’s historic age,” reveals Tellenbach. “Making a classic design contemporary and fresh resonates with a new audience.”
It seems Touring has tapped into an elusive market frequently chased by mainstream car makers, often in vain.
“We aren’t burdened by the rucksack of being consistent with brand values like an OEM,” says Tellenbach. “For a big, established name, it’s tougher to respect all your usual rules and establish brand recognition while also appealing to younger buyers.”
Yet the Veloce12 isn’t Touring operating at its purest, he adds: “Making 30 cars in two years is quite an efficient programme for us, all thanks to carbonfibre. With hand-built aluminium, you can’t do that.
We love making one-offs or few-offs where the panel-beaters create the car: that’s where our true heart lies. It’s what I want to revive and keep active as a true coachbuilding discipline. Something which fully reflects the craftsmanship that a collector appreciates.
“It’s more likely that we will find another way to reinterpret classic beauty than push the envelope on new construction materials. We aren’t scientists; we’re coachbuilders. If I find a friendly OEM with a 12-cylinder, front-engined car who will shake hands with us, you might see a brand-new Touring [rather than a restomod].
"Maybe today that’s wishful thinking, but tomorrow, who knows? It’s only possible to have access to a brand-new platform when you’re working directly with the company in question.”
One such company is Alfa Romeo, whose historical relationship with Touring helped secure the coachbuilder its contract to build the limited-run 33 Stradale supercar.
“It has to be done in a co-operative way,” says Tellenbach. “We need a friendly relationship, similar to AMG with Mercedes or Alpina with BMW. That direction surely has a great future.”
The companies previously paired up for the gorgeous Disco Volante, a proper coachbuilt ‘case’ atop the 8C Competizione’s platform.
“That was designed by Touring and Alfa Romeo liked it so much they asked us to put their badge on it,” says Tellenbach. “Which is great if you like the story between the two brands, these neighbours in Milan, although it’s probably not typical.
"But we’re building the 33 Stradale with a team split almost 50/50 between the two brands. Our old friendship is revived.”
And what of the relationship between Touring and another of its famous neighbours, Pininfarina, the Veloce12 essentially being the former’s resketching of the latter’s work?
“Some online comments insisted that the original lines shouldn’t be touched,” admits Tellenbach, “but there is no animosity. We have a professional respect for each other’s work."
Their question over dinner at Monterey was: ‘Does it sell?’”
Tailoring and top hatsWhile Automobili Pininfarina is a branch away from the coachbuilding culture of old (as a sibling company of the original Pininfarina design house), its cars are still subject to the same fastidious buyers, as evidenced by the Battista Targamerica, which was also revealed at Monterey, then handed over to “one of our most important clients” by CEO Paolo Dellachà.
“It’s not what most of our customers want but a few of them,” he says. “They’re asking us if we can develop them something that isn’t just the usual colours, materials and finishing [CMF] bespoke process – they want to go a step further.
"To realise the first open-roof Battista, for instance. The Battista operates in a sphere where the residual value of the car is more bound to its level of exclusivity than its technology.”
Does this represent a chance to return to the coachbuilding roots of Pininfarina that date back to 1930? “I will always be happy to create one-offs and few-offs spun from any of our main models,” answers Dellachà.
“Pininfarina has been doing this very extensively in the past. Of course you have to do it in proportion, in the right measure, to avoid becoming specialised only in that. You need to have a solid platform first. Once you have that, there’s more freedom in terms of creating even more outstanding design.”
One-offs aren’t necessarily the big profit-booster they can be for more mainstream manufacturers’ special vehicle divisions, however, says Dellachà: “They may cost more to the customer, but these unique cars require additional design, engineering and tooling.
"There’s always a homologation process, even for the Targamerica. It’s not just a show-and-display car [a way to bypass the US’s 25-year rule].” Dellachà joined Automobili Pininfarina in 2023, following lengthy stints at Ferrari and Maserati.
“Mostly at those brands, our custom products concerned CMF rather than ‘top hat’ [ie body and interior] modifications,” he says. “Top hat is more of the Pininfarina tradition.
“Such coachbuilding is not limited by the technology of the powertrain. You can do it on ICE, hybrid or electric [bases], and the transformation can go from zero to 100 according to the level of bespoke a customer wants to achieve – and the level of money they wish to invest in the process.
“With a lot of patience and creativity, we can really thrill our buyer with something that’s exciting at all possible levels – and that’s purely working on design, without touching any of the performance.”
Small batteries and austere power outputs mean the Spring and T03 are best suited to townThe Spring is widely regarded as the value champion but China's Leapmotor is here to fight it – which is better?
Electric cars, and new cars in general, are expensive. You know it, we know it, and even though they prefer to draw your attention to attractive-looking finance deals and the potential savings of electric driving, car makers know it.
Yes, they do appear to be trying to improve things (while protecting their bottom line, of course) but the various innovative ‘mobility solutions’ have proved to be deeply inadequate for most people and cheap ‘cars’ like the Citroën Ami are a case of being careful what you wish for. We want cheap cars, but not like that.
Affordable petrol cars are bad for car makers’ CO2 quotas and, in spite of the demand from customers, are increasingly difficult to make a profit on. Of the five sub-£15,000 cars we gathered together for a group test in 2023, only Dacia’s Sandero remains below that mark today.
The situation might be changing, though. The relentless march of progress means that the platforms aimed at developing markets may now be perceived as more acceptable over here. Meanwhile, battery costs are (slowly) coming down. So if you package a modest number of cheaper cells in one of those cheaper platforms, you might actually end up with a very decent yet affordable electric car.
That recipe has been used for both the Dacia Spring Electric and the Leapmotor T03. Both are available for well under £20,000, can seat four people, are capable of motorway speeds and exceed 140 miles on the combined cycle. On the face of it, Mini and Honda were asking over £30,000 for the same sort of thing not so long ago.
Sounds good, but there is the danger that we’re dealing with the Temu version of the Honda E and Mini Electric here: attractive on paper but horribly compromised in functionality.
Dacia Spring vs Leapmotor T03: Design and engineeringEncouragingly, both manufacturers are reputable enough to dispel such concerns. Dacia’s reputation speaks for itself by now. The Duster, Sandero and Jogger are brilliant examples of all the car you need, nothing you don’t. It’s not that Dacia reduces a car to its bare essentials but, more significantly, it does the essentials so, so well.
The Spring is slightly different. It’s based on the Renault Kwid, which was launched in India in 2015 and gained early infamy for its disastrous crash test results. Since then, it has been updated with better crash structures, airbags, a couple of facelifts and latterly a pack of batteries under the floor. The electric version, which is built in China, is sold as a Renault elsewhere but came to mainland Europe a few years ago as the Dacia Spring.
Last year, it had a major facelift to Dacify it further and turn it into a more cohesive product for the European market – including the UK this time.
If you compare the Spring we have here with the old one, it might as well be an entirely different car. The Y-shaped light signature and cityscape pattern on the lower grille have really turned budget transport into a cool little city car, even if there is still something awkward-looking about its small-wheeled tippy-toe stance. If you peer through the rear wheel arch, you can actually see the torsion beam for the suspension.
We know what a Dacia is, even if it’s actually a Chinese-Indian Renault, but what the hell is a Leapmotor?
Fast-moving start-up, China, high-tech electric mobility, yadda, yadda. You’ve heard that sort of thing before, but what makes us all take notice is that Stellantis has a 21% stake in the company and owns 51% of Leapmotor International, a joint venture set up to increase Leapmotor sales outside of China.
Not only that, but it has started building left-hand-drive T03s in the Fiat plant in Tychy, Poland. In other words, our Franco-Romanian car is made in China, whereas our Chinese car could have been built in Poland, although right-hand-drive ones continue to come out of China.
So Stellantis gives credibility to Leapmotor in the form of brand recognition and a dealer network, but that’s about where the Stellantis involvement ends.
The T03 isn’t a cut-down Vauxhall Corsa: it’s a pure Leapmotor development. There’s a battery under the floor, a motor in the front and, like many Chinese cars, a design that is inoffensive but very derivative. If the front has shades of cross-eyed Smart Forfour, from the back it could be absolutely anything.
Instead, it draws you in by being apparently overspecced in almost every way, at least on paper. At the UK launch, Leapmotor’s PR team weren’t shy about making comparisons with the Dacia Spring and even brought a static Spring to show just how much better equipped the T03 is for the same price. Indeed, in a game of austerity Top Trumps, the Leapmotor wins easily.
It comes in just one spec, and for your £15,995, Leapmotor gives you a 37.3kWh battery, 94bhp and loads of equipment: a fully fledged infotainment system with navigation, adaptive cruise control, blindspot monitoring, a panoramic sunroof and 48kW DC charging.
Meanwhile, at Dacia, the same money will buy you a Spring with the upgraded motor (still only 64bhp), a battery of only 26.8kWh, no fast charging, no centre screen and none of that fancy-pants tech. Our test car is in Extreme trim, which adds an infotainment screen, cruise control and 30kW fast charging but is £1000 more.
In practice, though, these philosophies are emblematic of the different ways that the Chinese and European manufacturers develop their cars. What’s there in the Dacia works well, whereas you’re in for a bit more of a fight with the Leapmotor’s apparent luxury features.
Dacia Spring vs Leapmotor T03: InteriorThe interior is a case in point. Inside, the T03 is clearly intended to feel like a ‘proper’ car, with its restrained styling and standard infotainment screen.
It’s unmistakably quite a small space, though, so it can’t help but feel slightly incongruous. There’s none of the sense of fun that small cars, including the Spring, are traditionally quite good at.
Although the Leapmotor’s touchscreen works passably well, it’s not great. It has no Apple CarPlay or Android Auto, so you’re reliant on the radio and Bluetooth for media and the built-in system for navigation, which is quite fiddly to programme.
The climate controls are also on the screen, and although they’re permanently displayed in a bar at the bottom, the ‘buttons’ are quite small. Neither of these cars has automatic climate control, so you end up fiddling with the heater and fan speed a lot.
That process is so much easier with the Dacia’s physical knobs and switches. Our test car has the optional touchscreen with phone mirroring, and while the more basic version doesn’t have a centre screen at all, it has an integrated holder for your phone, which does media and navigation pretty well anyway.
Neither of the two has heated seats. That’s frustrating because it can’t be very expensive to fit heating elements to the seats. Given these cars are used primarily for short hops, you end up losing quite a lot of range to the heater when you just want your back to be kept warm.
With all that said, the T03 is far more accommodating than the Spring. Its doors feel much less tinny, the seats have more padding and the driving position is far superior to the Dacia’s.
The Spring makes you feel more like a circus bear in a comedy car. The pedals are too close for comfort and you sit quite high in relation to the controls and the top of the windscreen.
Both are small cars, so rear carrying space is inevitably limited. Surprisingly enough, at 6ft2in I can just about sit behind my own driving position in both, albeit slightly easier in the Leapmotor. That’s despite it being a little shorter in length than the Dacia. The T03 partly has its architecture to thank for that, because it doesn’t need to be able to house a petrol engine in the front for other variants, unlike the Spring. At the same time, it also sacrifices some boot space. Its 210-litre boot is notably tighter than the Dacia’s (308 litres) and has a much narrower opening.
Dacia Spring vs Leapmotor T03: On the roadThe Spring makes more of its limited means on the road too. It’s easy to become jaded when it comes to power outputs in electric cars, but when you’re talking double figures, every pony counts. And in this case, the Leapmotor has almost 1.5 times as many of them as the Dacia.
If this were true for the Mercedes-AMG C63 and the BMW M3, the Mercedes would have 768bhp.
According to the official figures, however, the Spring is only a second slower to 62mph, and subjectively you would struggle to tell the difference. Neither car is quick, but in both cases they have enough performance to keep up with traffic on A- and B-roads. Sure, you’re to the boards quite a lot, but while that’s tiring in a Kia Picanto screaming its little head off, it makes very little difference in an EV whether you use half or all the power.
Where you do feel the lack of go – in both cars – is on the motorway. Make no mistake: these are not quadricycles; they’ll cruise at 70mph if they have to and that makes them all the more versatile. But you can sense they’re not entirely happy doing it. Driving at 60-70mph requires a bit of planning, crosswinds affect them in a way that we’re no longer used to and you feel vulnerable between HGVs or when overtaking the SUVs trundling in the middle lane.
You might expect the Leapmotor to have another trump card here in the form of its adaptive cruise control. But it’s so poorly tuned that you might as well not have it. The way it seems to want to be either accelerating or braking, and struggles to maintain a speed, is just not comfortable. Although you can set it to standard cruise control, you have to be stopped and in Park to do so, which is not very practical on a motorway.
If you plan to do anything more than occasional motorway driving, neither of these cars is going to provide you with much joy, also because their range and charging speeds feel like a throwback to EVs from seven years ago. Still, both will do more than 100 miles on a charge, in winter, which is a good deal more than most people cover on a daily basis.
Again, the Dacia closes the on-paper gap. It may have a 10kWh-smaller battery, but it’s also considerably more efficient. On the same cold day, we achieved 4.2mpkWh from the Spring and just 3.4mpkWh from the T03. The Leapmotor has the longer range, but not by much.
City streets are where these two feel most at home. At only about 1.6m wide and with a turning circle of less than 10m (the Dacia has a manual handbrake if you need it to be tighter still, though maybe not in town), you can thread them through narrow gaps without a care in the world. The Dacia is perhaps marginally easier to place because you can see the edges of the bonnet, but if this is how you’ll use them, there’s very little in it.
Bigger differences, of quality and character, surface on a country road. Some might see these as city cars, which they are, I suppose. Equally, they would be eminently useful for nipping into town if you live in a rural village with patchy public transport and no cycling infrastructure. You rarely appreciate a narrow car as much as when you’re dodging an oncoming truck on a narrow country lane.
Any sortie in the Leapmotor necessarily starts by turning off about seven different ‘safety’ systems, to save you being driven to distraction by the lane keeping assistance tugging at the steering or the driver monitoring berating you for yawning. It’s impossible to turn them off while driving, too. I find it hard to imagine an engineer or exec driving this car and deciding this is a pleasant enough way to travel. In the Dacia, everything works better in the first place and turning it off is done with a single button.
The Leapmotor unequivocally feels like the more mature car on the open road, though. It’s more planted, more stable, and you can be con dent that it will grip, whereas the Dacia feels flighty because of its loose body control, plastic Linglong EcoMaster tyres and rudimentary damping. The Spring’s rear axle seems to have next to no rebound damping and just slams down into the road a er sharp ridges and sleeping policemen. Both cars possess very light, disconnected steering, though the Dacia has a slightly keener front end, which actually makes it more fun if you’re prepared for the abundance of body roll and lack of grip.
A quick look online shows that acceptably grippy tyres for the Dacia wouldn’t cost very much. Those might swing the balance the other way, but if you had to give one of these cars to an unenthusiastic driver, you would pick the T03 because it has just that fraction more of a safety margin. It used to be a French national sport to coax a clapped-out Citroën 2CV or Renault 4 up a mountain pass at lightning speed, but let’s be honest: not everyone is into that.
To a greater or lesser extent, that is what these two cars feel like: the small cars of yesteryear. They’re quite tinny and not especially luxurious or capable, but they provide basic transport and there is something entertaining about driving them quickly down a country road and catching up all the dawdlers in their much faster cars. And while neither car will top any group tests for safety, you can bet your kneecaps that they’ll protect you better in a crash than a Citroën AX.
Dacia Spring vs Leapmotor T03: VerdictAppointing a winner is tricky, because the Spring has gradually whittled away the T03’s on-paper advantage. The Dacia unapologetically feels like a small, cheap car. It does it well and with a sense of fun. The Leapmotor tries to be a more serious, big car and succeeds to a point but it also feels more like an appliance and frustrates with some of the underdeveloped ‘luxury’ features. There’s a place for both, but in the absence of outright competence, a small car is better with a sense of humour and the Dacia Spring is the more likeable product.
Winner: Dacia Spring
Cheery and fun. There’s not much to it, but what little there is works well, except for the tyres.
Second: Leapmotor T03
More of everything, even if not everything is quite up to snuff. The more competent car, but at the cost of charm.
Nearly-new alternativesThe step down in capability from a Renault 5 to a Spring is more of a tumble than the step down from a Megane to a 5. The same is true in the Stellantis family: the step down from an electric Astra to a Corsa is far smaller than from a Corsa to a Leapmotor T03. That automatically leads you to wonder: well, what about a Corsa?
If you really want a newish electric car on a budget, there are lots of facelifted Vauxhall Corsa Electrics for sale online with delivery mileage for the same money as the Spring or the T03. The Renault Zoe has been out of production for almost a year, so you’ll have to accept a higher mileage, but very fresh ones can be had for even less than the Corsa. Or how about an MG 4? Delivery-mileage standard-range cars can be bought for well under £20,000.
Comparing new and used is fraught when you have to take into account older cars and expired warranties, but this is not the case here and becomes more of an existential question.
In this bonus podcast, Autocar's Editor-at-large, Matt Prior, meets the Rolls-Royce CEO, Chris Brownridge. Speaking at the launch of the Spectre Black Badge, Brownridge tells us about Black Badge Rolls-Royces, how many cars Rolls should sell, what it's like working in the luxury sector, and more, including private islands.
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Vauxhall Luton has built its final vehicle, a Vivaro van, bringing to an end 120 years of production at the plant.
The decision to close the historic commercial vehicle factory was announced by Vauxhall owner Stellantis in November 2024. All of the company's UK van production will be moved its site in Ellesmere Port, Cheshire.
Former Stellantis chief Carlos Tavares announced the decision just a few months after he had threatened closures as part of a battle with the UK government over its zero-emission vehicle (ZEV) mandate.
Tavares said the ZEV mandate was “hurting significantly our business model”, because car makers were being forced to sell more EVs yet no incentives were being offered to buyers and the industry was grappling with a downturn in EV interest.
He said that moving all operations to one base would “consolidate” Stellantis's UK manufacturing footprint. He added that this decision would “potentially contribute to greater production efficiency” – something the firm said would also allow it to meet increasingly stringent ZEV mandate targets, which rise to 26% this year.
All of Luton’s machinery will be moved to Ellesmere Port, where more than £50 million will then be spent to upgrade it to take on the extra workload.
The decision to close Luton put 1100 jobs at risk and just a few hundred roles were guaranteed to be moved to Ellesmere Port, Stellantis said. A consultation was launched for affected workers, with those unable to make the move being offered retraining or potentially jobs at neighbouring businesses.
Following November’s announcement, union bosses called on Stellantis to reverse its decision, given that it was made just days before Tavares’s shock resignation.
Unite called the closure decision “one final example of Tavares’s failed strategy” and said it “must be halted as the company embarks on the hunt for a new CEO and a new direction”.
In response, Stellantis committed to “the continuity of the ongoing projects that have been already communicated” under the guidance of chairman John Elkann and an interim executive committee.
Unite argued that until Tavares's successor is appointed (due in the first half of 2025), all previous major decisions should be halted.
Bright paint and more aggressive styling will mark the hot Elroq outSkoda's second sporty electric car could pack a 322bhp punch to outpace the Abarth 600e
Skoda will reveal the new Elroq vRS next week as the second electric car from its sporting sub-brand - and it's set to be one of the company's most powerful cars yet.
To be unwrapped next Thursday morning (3 April) before a public debut at the Milan Deign Week a few days later, the Skoda Elroq vRS will be the latest entrant into a growing class of sporting electric crossovers, going up against the likes of the Mini Aceman JCW, Alfa Romeo Junior Elettrica Veloce and Abarth 600e.
The Czech firm has released a preview image that confirms the "most dynamic Elroq model" will be available in the vRS sub-brand's trademark Hyper Green paint and said it will be further marked out from the standard car by a raft of contrasting black trim elements.
No technical details have been given yet, but the Elroq is closely related to the Volkswagen ID 3 and Cupra Born, so the vRS version is likely to use the same powertrain components as the hot versions of those cars.
The Cupra Born VZ and Volkswagen ID 3 GTX are both equipped with the Volkswagen Group's new 'AP550' motor on the rear axle, providing up to 322bhp. That figure would make the Elroq vRS only very slightly less powerful than the dual-motor, 335bhp Skoda Enyaq vRS.
The rear-driven Born and ID 3 range-toppers can hit 62mph from rest in as little as 5.6sec, and while the slightly taller and longer Elroq is unlikely to quite match that, it could still come in at under 6.0sec to outpace the ICE Skoda Octavia vRS.
The fastest Elroq will be the fourth vRS model in Skoda's line-up, joining similarly conceived range-toppers for the Octavia, Enyaq and Kodiaq.
Skoda hasn't shared any official plans for more fast models beyond the Elroq, but CEO Klaus Zellmer recently told Autocar that vRS will remain an important part of its business.
"This is something that is our DNA," he said of the 24-year-old sub-brand. "We will keep it and you can't neglect that. You cannot get rid of that."
Another possible addition to the portfolio is a warmed-up version of the upcoming Skoda Epiq electric supermini, which would no doubt share its innards with the planned Volkswagen ID 2 GTI.
Back in the late 1800s, during the dawn of the motorised carriage, the fastest cars in the world - such as Karl Benz's Patent Motorwagen - could achieve a heady 10mph.
On a good day. With a lightweight driver and a favourable wind. Today, nearly 140 years of development has pushed the very fastest cars past the 300mph mark.
The Benz’s brave driver could cover just 4.4 metres per second; while in 2019, with Andy Wallace behind the wheel, the Bugatti Chiron covered 136 metres per second.
It’s a fearsome prospect, and there are only a handful of places on Earth where cars of this calibre can reach their V-max, yet there’s no shortage of car manufacturers vying for top honours.
These include Bugatti, SSC, Hennessey and Koenigsegg, all of which hail from different countries around the world and are looking to become the successors to the current record holder. As a result, many of these cars are also the world's fastest-accelerating cars.
With that in mind, here are the fastest production road cars by the numbers, judged against manufacturer figures when they were tested on an airfield or a dedicated test track.
BMW uses Toyota fuel cells in its fleet of hydrogen iX5 demonstratorsRough start to the year has brought filling station closures and collapse of commercial vehicle businesses
This year has started very badly for the prospects of hydrogen as a potential future fuel for cars.
In Germany, hydrogen company H2 Mobility announced at the start of March that it was shutting 22 fuel stations focusing mainly on cars, citing a strategic shift towards goods vehicles.
In California, meanwhile, Shell is reportedly set to shut 10 of its 11 hydrogen fuel stations, after initially announcing it would open 48.
The move will compound the woes of US Toyota Mirai owners, who have seen filling stations close across the country and hefy prices for the fuel at those that remain open.
Such were the issues that California-based owners last year sued Toyota because of the difficulty in getting hold of the hydrogen needed to run their fuel cell cars.
Elsewhere, in February, Renault's and Plug Power’s hydrogen van joint venture, Hyvia, when into liquidation, citing the “too-slow evolution of hydrogen mobility ecosystems in Europe and the very significant development costs required for H2 innovation”.
Also exiting the stage in February was controversial hydrogen lorry developer Nikola, which filed for bankruptcy in the US after running out of cash.
In China, sales of hydrogen fuel cell cars cratered. Advocates of the technology as an alternative to battery-powered cars have long pinned hopes on Chinese development but last year just 25 fuel cell cars were sold in the country, down from 469 the year before, according to data from Jato Dynamics.
In Europe last year, sales of the €73,000 Toyota Mirai – the only viable fuel cell car from a mainstream maker available to buy - seemed to have held up, at 717. But closer inspection showed that of that total, 528 were sold in France, which almost directly correlates to the 500 that Toyota said it would make available as shuttles for the Paris Olympics. Zero were sold in the UK.
Those scanning the horizon ahead can’t find much use for hydrogen. Even the promise of HGVs is looking iffy, according to government climate advisers the Climate Change Committee. “We see no role for hydrogen in heating buildings and only a very niche, if any, role in surface transport,” it said in its long-term-vision Seventh Carbon Budget.
The case for investment among automotive suppliers, who right now are focused on cost-cutting across board, is looking very poor indeed. “We see a significant slowdown in terms of investing in hydrogen technology,” Liam Butterworth, CEO of GKN Automotive owner Dowlais, told Autocar. “The industry has moved towards battery-electric vehicles and hydrogen will be unlikely.”
Dowlais last year sold off its hydrogen storage business, GKN Hydrogen, for a “nominal consideration” after losing too much money, company filings show.
Many have held out hope that hydrogen fuel cell vehicles would solve the need to cut emissions while retaining the driving range and refill speed of petrol and diesel cars.
But the high cost, low power outputs and a refuelling infrastructure that’s been patchy at best have given battery-electric vehicles an almost unassailable lead. “Hydrogen simply does not offer sufficient improvements over batteries, which have far higher power density and capacity,” Bill Russo, CEO of consultant Automobility, wrote in a paper for electric motor specialist Monumo.
Russo cited “the significant levels of investment” that have already gone into battery technology as well as the advantages of having a distributed network of EVs to feed back into the grid.
The potential of hydrogen as an EV alternative still motivates some OEMs, especially in the Far East, with Hyundai, Honda and Toyota promising to continue to work on extending the usability of fuel cell technology.
Toyota also has a partnership with BMW, which has said it will launch its first hydrogen-powered fuel cell vehicle in 2028. BMW CEO Oliver Zipse said in October that hydrogen “will play an increasingly important role in decarbonisation”.
Toyota continues to experiment with hydrogen for motorsport, while Extreme E spin-off Extreme H is persisting with its dedicated hydrogen-powered off-road race series, which is due to start this year.
Stellantis, meanwhile, has said it will continue to offer hydrogen vans for sale, including the Vauxhall Movano Hydrogen in the UK, despite the exit of rival Renault’s H2 van venture.
However, the mainstream prognosis is not good. Unlike battery power, hydrogen vehicles are utterly reliant on a dedicated network of refuelling stations that owners need to be convinced will stay open. But without a pipeline of cars or light vans coming onto the market, investors are unwilling to risk their money on a long-shot bet. Currently, there are just four hydrogen fuelling stations for light vehicles in the UK, according to UK H2 Mobility.
Development of hydrogen planes has also stalled, with Airbus now pushing back the expected viability date for fuel cell aircraft to “later than 2035”, CEO Guillaume Faury said on the company’s 2024 earnings call. “Scaling up the hydrogen ecosystem is challenging and is unfortunately progressing at a slower pace than we had previously anticipated,” he said. Brazil’s Embraer gave a similar timeline.
Hydrogen has had at least as long a development run-up as electric, but the difficulties have proven too tough to overcome. As a fuel for future mass-market cars, hydrogen feels as if it is as good as dead.
Owning a Porsche is quite a boast. But with so many models on sale, how do you choose the best for your driveway?
Ever since Ferdinand Porsche released the 356 in 1948, the Porsche brand has become synonymous with performance and quality.
Whether you’re looking for a car to run around a race track, a daily driver or an SUV for school pick-ups, there’s a Porsche that’s tailored to your needs.
We know the Porsche 911 S/T is an incredible five-star car and the Porsche 911 GT3 RS is the ideal track-day toy, but these are our favourites and the best Porsches on sale from each model group.
BMW builds SUVs in Spartanburg, South Carolina, but actual local content is reported to be only around 30%All cars and light commercial vehicles imported into the US will be hit with a 25% tariff from 2 April
Car makers in the UK and Europe are bracing for what for many will be the biggest financial shock since Covid when the newly announced 25% tariff on cars imported into the US are applied on 2 April.
The tariffs apply to all cars and light commercials imported into the US that aren't covered by the Mexico-US-Canada automotive tariff agreement, significantly raising the cost of doing business in the US.
Firms including Aston Martin, Audi, Bentley, BMW and JLR were relying on healthy sales in the US to balance out crashing demand in China and a weaker European market.
“It's a perfect storm for the European auto industry,” said David Bailey, professor of business economics at the Birmingham Business School. “UK auto already has a low-volume crisis, with plants operating well below capacity.”
The US is UK’s second largest car export market after the EU, with 101,100 cars shipped in 2024, according to data from the Society of Motor Manufacturers and Traders. The lobbying body called the tariff hike "disappointing".
JLR was by far the largest British automotive exporter to the US, with sales up by 29% to 116,294 cars last year, of which around two thirds were built in the UK.
Ultra-luxury brands including Aston Martin, Bentley, McLaren and Rolls-Royce accounted for around 9000 car imports there last year.
JLR chose not to comment on the tariffs except to say it was awaiting further information. The share value of JLR owner Tata Motors dropped 5.6% after the news.
Ineos Automotive stated: "We are outraged that the tariff situation with the US has been neglected by the EU.
"[US] president [Donald] Trump has been very clear on his intention to implement tariffs on the auto industry. He has been asking for fairness and reciprocity and yet European leaders have not come to the table to negotiate a better solution."
The 25% tariff comes on top of the 2.5% duty already paid by car makers importing into the US and is paid on the ‘landing’ price of the car, minus the dealer margin. The tariff will in effect add 15% to the recommended retail price of the car, estimated the bank Bernstein in a note to investors.
Car makers will have to choose whether to pass on the cost to customers or absorb it and take the hit on margins. Given the size of the tariff compared with the 10% that most analysts had been expecting earlier in the year, most will have no choice but to increase prices.
“We are assessing different scenarios on how to handle it, but it will be finally passed on to the consumer,” Bentley CEO Frank-Steffen Walliser said earlier in March after the tariffs had been announced but before the percentage had been revealed. “At the end of the day, the consumer will have to pay it, and this would have an impact on the business, very clearly”.
Trump said the tariffs “addressed a critical threat to US security” and would bring vehicle manufacturing back to the country, creating 2.8 million jobs and growing the economy by $728 billion.
Some car companies have already said they will increase their US manufacturing footprint. Hyundai announced it would invest $21bn (£16.3bn) to increase its vehicle production in the country and develop new technology there, including autonomous driving capability. Audi has said it's in discussion over which models can be localised in the US.
However, JLR is unlikely to build in the US to mitigate the tariffs, according to Ian Henry, head of consultancy AutoAnalysis. “You can’t just do that overnight. They don’t have the supply chain in place and a CKD [completely knocked-down kit] plant would face tariffs on components anyway,” he said.
Car makers also face the problem of not knowing how long the tariffs will remain in place amid a chaotic decision-making process at the White House.
“They could be a negotiating tactic and therefore very short-lived or they might not,” Henry said. “Car makers can ride out temporary turbulence, but if they last for four years, that’s a much more serious issue.”
Even those car makers with plants in the US will face higher costs on the components they import. Trump claimed that of the eight million cars built in the US last year, US-built content amounted to only half the total amount. “Therefore, of the 16 million cars bought by Americans, only 25% of the vehicle content can be categorized as Made in America,” a White House fact sheet published in support of the tariffs stated.
The local content of BMW SUVs made in Spartanburg, South Carolina, is below 30%, according to documentation seen by Henry. BMW imports engines from Europe for fitment into cars assembled in the US facility, which in theory will now be subject to tariffs from 2 April.
The impact on car makers including BMW, Mercedes-Benz and Volvo exporting from the US into Europe could be amplified by potential retaliatory tariffs from the EU.
“We will now assess this announcement, together with other measures the US is envisaging in the next days,” European Commission president Ursula von der Leyen said in a statement. “Tariffs are taxes – bad for businesses, worse for consumers equally in the US and the European Union.”
Bernstein said in a note: “This would impact the SUVs that BMW and Mercedes produce in the US for global markets, like the BMW X5 and X7 and the Mercedes GLE and GLS."
The UK has less room to retaliate and will instead seek to negotiate a carve-out, the Chancellor of the Exchequer has suggested.
“We're not at the moment at a position where we want to do anything to escalate these trade wars,” Rachel Reeves told Sky News. “Trade wars are no good for anyone.”
The financial impact of the tariffs if extended to the end of the year would hit Stellantis worst, knocking back its profit margin by 5.1 percentage points, according to Bernstein analysis.
BMW is set to drop by 2.0 points, Mercedes by 2.2 points and the Volkswagen Group by 1.5 pts.
All financial predications are pure guesswork, however, given that Trump could backtrack at any moment. As one industry watcher said: “Basically, it’s a mess.”
“Intense negotiations” are taking place between the UK and the US after president Donald Trump last night announced a new 25% tariff on all cars and car parts imported into the country.
The new levy will come into effect from 2 April and will apply to both finished cars shipped into the country and car parts imported for vehicles assembled there.
Speaking from the Oval Office late on Wednesday, Trump said "this is very exciting", adding: “What we’re going to be doing is a 25% tariff for all cars that are not made in the United States.”
On Thursday morning, UK chancellor Rachel Reeves told Sky News that the tariff risks hitting the UK economy by pushing up inflation. “Trade wars are no good for anyone,” she added.
"We are looking to secure a better trading relationship with the United States," said Reeves. "I recognise that the week ahead is important. There are further talks going on today so let's see where we get to in the next few days.”
The effect on the UK could stunt its economic growth, Office for Budget Responsibility chair Richard Hughes told the BBC. He added that it could hit government spending plans and fuel inflation if prices rose.
While the tariffs are bad news for companies that export foreign-built vehicles to the US, Trump claimed the move would lead to "tremendous growth" for the US automotive industry, adding that it would create more investment for US-based car makers and therefore more jobs.
Around eight million cars were imported into the US last year, around half the total sold in the market. Mexico will be the country hit hardest by the new levy. Car makers with production facilities in Mexico include BMW, Ford, Nissan, Volkswagen and Toyota. The US's other top importers are Canada, Germany, Japan and South Korea.
Trump confirmed that the new laws were "permanent", quashing any notion that they would be reversed. But he stated that "if you build your car in the United States, there is no tariff".
The likes of BMW, Mercedes-Benz and Volkswagen already have plants in the US, building key models for both the US and other global markets. BMW's Spartanburg plant in South Carolina, for example, builds the X3, X4, X5, X6, X7 and XM. It will be affected, though, because it builds and imports the 3 Series from Mexico for the US market.
Some car firms have announced investment to expand or open new US facilities in recent months in an effort to spread production globally and avoid tariffs. The Hyundai Motor Group, for example, has invested more than £16 billion to increase its vehicle production in the country, including a new steel manufacturing plant.
The news will come as a big blow to the likes of JLR, for which the US is its biggest market with firm recording big increases in Range Rover and Defender sales in recent years. Mini, too, will be hit, given its models are made in the UK and China.
Other car makers targeting the US that don't have factories across the Atlantic include Cupra – although its models could be manufactured at other Volkswagen Group facilities in the US – and Lotus.
However, the move could also affect domestic US car makers and firms that currently manufacture vehicles there. GM, for example, manufactures a number of vehicles and car parts in Canada, China and Mexico that it then imports into the US, and those vehicles and parts would be hit by the tariffs.
The announcement has been dubbed "disappointing" by the Society of Motor Manufacturers and Traders.
Mike Hawes, the trade body's CEO, called for UK and US representatives to "come together immediately and strike a deal that works for all".
He said: "The UK and US auto industries have a long-standing and productive relationship, with US consumers enjoying vehicles built in Britain by some iconic brands, while thousands of UK motorists buy cars made in America.
"Rather than imposing additional tariffs, we should explore ways in which opportunities for both British and American manufacturers can be created as part of a mutually beneficial relationship, benefiting consumers and creating jobs and growth across the Atlantic."
European Commission president Ursula von der Leyen said the bloc will study the latest announcement. It itself launched heavy import tariffs on Chinese-made electric cars last year.
She said: "I deeply regret the US decision to impose tariffs on European automotive exports.
"As I have said before, tariffs are taxes - bad for businesses, worse for consumers equally in the US and the European Union.
"The automotive industry is a driver of innovation, competitiveness and high-quality jobs, through deeply integrated supply chains on both sides of the Atlantic.
"The EU will continue to seek negotiated solutions, while safeguarding its economic interests."
This new tariff is the latest in a wave of levies introduced by Trump since he took office for the second time. He said he wants to protect businesses and manufacturers in the US.
Bigster follows the design language introduced with Duster and SanderoNew Bigster SUV is described as closing the first chapter of the brand's regeneration
The second phase of Dacia’s strategy road map will be revealed in November, four years after the company revitalised its brand identity, according to CEO Denis Le Vot.
Le Vot describes the new Bigster SUV as the car that “closes the first chapter” of Dacia’s modern reinvention. That chapter began in 2021 with the third-generation Sandero – the first recipient of Dacia’s new design language – and in time the Jogger seven-seater and the latest Duster were spun off the same platform.
Dacia will elaborate on this new phase after the summer, when “there will be a lot about electricity” as part of parent Renault Group’s new Futurama company strategy.
Within the next two years, Dacia's line-up will be bolstered by a pair of C-segment models and an €18,000 (£15,000) Renault Twingo-twinned city car as part of a significant broadening of the Romanian marque's portfolio.
Development of that electric city car is already well under way and should arrive in the middle of next year, given its rapid, 16-month (69-week) gestation process. Dacia is targeting a 100-week development window for all new cars.
Asked whether Dacia might end up cannibalising Renault’s sales in the C-SUV segment, Le Vot said he was confident that, given the three million such cars sold in Europe every year, there was plenty of space for both brands.
I guess it helps that the very first motorsport event I attended in this country upon emigrating was a hillclimb – a short-course speed event for more than 100 disparate cars, all of which were given several chances to set their fastest time of the day.
It struck me immediately as the perfect form of amateur motorsport, since it took entries from new cars and old, road cars and racers, brilliantly skilled drivers and beginners. Everyone had the same chance.
At the time, over 40 years ago, I couldn’t afford a suitable car, but I still quickly discovered an advantage of this sport that endures: as a spectator, you can get close enough to the cars to peer into their engines and cockpits and chat with their drivers – usually their owners.
I acquired my first hillclimbable car, a yellow Caterham Seven Supersprint, in the late 1990s, when my rising competitive urge aligned neatly with another desire: to keep a 17-year-old son, just learning to drive, out of the ditch.
We did our first event together at Prescott, near Cheltenham, enjoying another of hillclimbing’s advantages by double-driving the same car. Since then we’ve had five or six different cars, and most years we’ve done something together.
That first event also taught me that although you may feel exposed to the pitiless scrutiny of experts, nobody judges you.
You will invariably find the person you’ve parked next to is friendly, even if he or she is miles out of your league.
I once parked my £12,000 Lotus Elise S1 next to a bloke with an Indianapolis Lotus single-seater, and he was the most down-to-earth person going.
The venues are nearly always beautiful. I like the short, sharp competition, not being much good at long bouts of concentration.
I also like the pressure to make a perfect run: one slow gearchange off the start and you’ve had it.
What else? Well, hillclimbing is pretty easy on your car: you drive it absolutely flat but not for long, so you don’t get home with ruined tyres and brakes.
Any accident is your own, not the result of some Herbert appearing out of nowhere to knock a corner off your car. And there are loads of road car classes, so trailers aren’t essential.
Just lately, I’ve developed an interest in electric motorsport. Short-course competition is ideal for battery cars, so EV racing is coming – and as much fun as my other kind. Time to embrace it.
Brand snobbery follows Vauxhall around, perhaps best articulated by the suggestion of: ‘Why don’t they just make them Opels?’
It’s true that this badge-swapping relationship is problematic when Opel-Vauxhall is trying to market one brand as German and another as British. I’ve watched a CEO flounder in handling the ‘what about Vauxhall, then?’ follow-up question after waxing lyrical about Opel’s ‘Germanness’.
Yet to suggest Vauxhall should give up 122 years of history is folly. It has its problems, but trying to solve them will be a darn sight simpler than trying to build Opel as a brand in the UK.
Eurig Druce was still in his honeymoon period of leading Stellantis in the UK when Vauxhall’s managing director upped sticks. He has taken temporary charge.
An impressive leader and executive, Druce doesn’t pull punches when saying that Vauxhall must do better, yet in dealing with the ‘Opel question’, he turns it on its head with a suggestion I’ve never heard before: “Why couldn’t Vauxhall be sold elsewhere? There’s no reason for it not to be. There are markets where a British brand would do better than a German one. It’s not the official plan, but why not?”
The short-term goal for all Stellantis UK brands is to beat their 2024 market share (5.83% for Vauxhall). But Vauxhall is a special case, says Druce: “As a home brand, it needs to be the strongest in all areas: profitability, market share. It’s a British brand that manufactures in the UK.”
Druce will also work to “put the belief back into the team” that Vauxhall can be a strong brand – something he believes will be simple, as the brand is being given “the armoury” in a series of new models, such as the Frontera and Grandland.
The belief needs to extend “not just to the Vauxhall team but the [dealers] as well”, but Druce reckons “reengaging with the network won’t be particularly hard” and it’s a case of “putting volume through them”.
Even though there has been a drop in the number of Vauxhall dealers from a peak of 349 in 2013 to about 190 now, area coverage has been largely unaffected. And given that Vauxhall’s market share was 14% at its peak in 2008, there’s obvious room to grow.
When asked if he believes there is some sneering towards the brand from certain areas, Druce says that is “probably true” as they are “honest cars”.
But so what? Druce plans to build on its strengths in the regions and sweat the deep, long-standing relationships that buyers have had with their dealers.
“I’m a rural boy. You buy in your own town: I understand this concept,” says Druce. “There’s loyalty to the brand but loyalty to the dealer too. Dealers have probably interacted with customers numerous times.
“But the new products can also attract new customers. They’re priced attractively and simply, with the EVs the same as the ICE models. That alone makes them stand out.”
Hyper Force concept shown in 2023 hinted at the next iteration of the GT-RIn fresh hint at the GT-R's return, new CEO vows to keep models 'that really represent what Nissan is about'
Incoming Nissan CEO Ivan Espinosa has vowed that “driving excitement will always be at the heart” of the firm, hinting that halo cars such as the Z and GT-R will remain a key part of the brand’s future – and be offered worldwide.
The current R35-generation GT-R will finally be discontinued shortly, having been in production since 2007. However, it hasn't been offered in Europe for several years, due to emission regulations. Nor has the Z.
Asked about the importance of performance cars to Nissan, Espinosa said: “Driving excitement will always be at the heart of Nissan. This is what we do.
"There are many, many ways of explaining and showing to the world what this means, starting from the Z, which is affordable and fun to drive, to the GT-R, or even the Patrol [SUV].
“These will remain, for sure. I want to have four or five cars at the top of our portfolio that are really brand-oriented, cars that really represent what Nissan is about and show what the heartbeat of Nissan is. And these cars should go everywhere in the world.
"We keep the dream alive of what driving excitement is for. We will invest in signature Nissan models to deliver strong nameplates. Vehicles are the heartbeat of Nissan – and that includes sports cars, where we have very exciting plans.”
In 2023, Nissan revealed the Hyper Force concept, which previewed an electric GT-R successor, but Espinosa previously told Autocar that such a car had to wait until electric car technology was ready.
Asked if the firm has made any progress on that, Espinosa said the current electrification transition makes things “difficult” but “in a couple years, as the regulations start converging into more electrified powertrains, it might be easier to do this. This is what I will dream of doing.”
New Micra is twinned with the Renault 5 but references the early-2000s K12 MicraNew electric supermini was designed in London and will be built in France, alongside Renault 5
The Nissan Micra will return this year as an electric car twinned with the Renault 5, developed with a focus on the European market.
The fifth generation of the supermini will be one of three new EVs that Nissan will launch in Europe by the end of 2026, along with the new Leaf and an electric Juke.
The first official images of the production version of the Micra show that it retains many of the design cues seen on the motorsport-themed 20-23 concept shown in 2023.
While the design of the car was led at Nissan’s European design centre in London, the car will be manufactured by Alliance partner Renault in Douai, France, and will share its CMF-BEV platform and technical underpinnings with the 5.
It contains design cues to the K12-generation Micra of 2002, particularly through its round front and rear lights.
Nissan's global design chief, Alfonso Albaisa, said the new Micra was developed alongside the 5 from the start, claiming it represented the closest he has worked with the French firm on a design project.
His London studio had been working on concepts for a small car, and when the deal was agreed with Renault, “it just happened to work out, because we already had studies playing with round headlamps”.
“The beauty was that we were looking at something much cuter, with round, puppy-dog headlights, but the Renault car is a bit of a bulldog," continued Albaisa.
"So what I love about the Micra is that it has some cute things but the body, shoulders and tyres are huge. The bonnet of the Micra is bigger.
"The Renault has a little more angle, because the original 5 had a bonnet that went down. The previous Micra wan’t that type of wedge car, so the engineers were spectacular, because the front of the car is a minefield to rework, because of all the safety features.”
Nissan has confirmed the Micra will be offered with 40kWh and 52kWh batteries, with the latter giving a claimed maximum range of more than 248 miles.
The Japanese firm hasn't confirmed power outputs, but the standard versions of the 5 currently offer 118bhp and 148bhp.
François Bailly, Nissan’s European product boss (and soon to take on that role at a global level), said its new EV offers “mobility but also emotion, because Micra is a really strong name in Europe”.
He declined to comment on a target price for the new Micra – the 5 is priced from £22,995 – but told Autocar it will be “our car at the entry point”.
He added: “What’s limiting EV take-up right now is affordability. Transaction price versus household incoming is going in the wrong direction. We need to go back to people being able to afford those cars, and that’s where the Micra comes in.”
Sunderland plant currently builds Qashqai and Juke; new Leaf EV is coming this yearNissan will soon start building new Leaf and Juke EVs in Sunderland but Qashqai EV delayed due to market uncertainty
Nissan remains committed to the long-term future of its Sunderland factory, with the UK site a key element in its European electrification plans, according to its European planning boss, François Bailly.
The Japanese firm has pumped around £2 billion worth of investment into Nissan Motor Manufacturing UK (NMUK) to build the next-generation Leaf, Juke and Qashqai EVs, but there had been questions over its future when Nissan recently announced plans to close three factories by the end of 2026 as part of a major cost-cutting initiative.
Asked by Autocar whether the Sunderland plant’s future was safe, Bailly – who will shortly take over from new CEO Ivan Espinonsa as Nissan’s global product boss – said: “Yes, very safe. It’s the jewel of Europe, it’s where so many executives from Japanese manufacturing come, it’s the best-practice plant for us.
“At the same time, the ZEV [zero-emission vehicle] mandate is making life very difficult for us. It’s not a Nissan question, it’s more a UK question: where is ZEV going? Where is the UK market going? That’s for the UK government to answer. But the future of NMUK is core to everything we do.”
Nissan has just revealed the first image of the third-generation Leaf, which will go into production at Sunderland and other global locations later this year.
The Juke EV will arrive next year, with a new teaser image (below) confirming that it will retain the radical styling of the bold Hyper Punk concept shown at the Tokyo motor show in 2023.
But while Nissan is committed to Sunderland eventually producing three electric models, the firm has hinted that the timeline and plans could be changed, due to the slowing growth in demand for EVs among European customers.
“In Europe, the end game is still written [in the regulations] to be carbon zero by 2035,” said Guillaume Cartier, Nissan’s performance officer. “Now the curve, which was linear, is now curving at a rate that is less pronounced than it used to be.
"We still have 10 years, so we need what we call two legs or a dual strategy: what are the cars that we can extend, and what are the technologies that we want to invest in.”
Cartier confirmed that the life of the current ICE Juke would be extended and it would continue to be manufactured at Sunderland alongside the new electric model.
The current Qashqai will soon be upgraded with a new version of Nissan’s e-Power hybrid powertrain that offers greater claimed efficiency and range, but the introduction date of its electric successor – tipped to be around 2028 – has been pushed back.
“We have chosen to delay the Qashqai EV until the time when the market will restart and we see that a bit later,” said Bailly. “It’s a mix of the customer appetite, the regulations and also the technology. What is the best technology for the next Qashqai? That is the TBC.”
New Leaf borrows design cues from the larger Ariya; has been developed with focus on aerodynamicsThird-generation EV is shown in production form, confirming it to be a high-riding family hatchback
The third-generation Nissan Leaf has been shown in production form for the first time ahead of a full launch later this year, confirming its transformation into a crossover.
The Leaf was launched in 2010 as one of the first mass-market electric cars and in its first two generations took a conventional hatchback form, but it has now undergone a major shift to cash in on the trend for higher-riding cars.
It sits on the Renault-Nissan-Mitsubishi Alliance's CMF-EV platform, which is currently used by the larger Nissan Ariya, and will be closely twinned with the forthcoming Nissan Juke EV.
European versions of the Leaf and the Europe-only Juke EV will be produced at Nissan’s Sunderland factory, which is currently undergoing a major expansion.
The new Leaf is marginally shorter than the previous model but has a larger presence, due to its higher stance. It borrows styling cues from the Ariya and has been developed with a focus on aerodynamics – it has a 0.25 drag coefficient – to boost efficiency and range.
While Nissan has yet to give any technical details, European product boss François Bailly said the Leaf would have a range of more than 372 miles, hinting the focus is on “real-world range.”
He added: “How long you can drive on a highway is key for us, which is why you see the beautiful shape with the aerodynamics. For us, it’s about practicality: how long will it take to drive 800km [497 miles], including the time to charge?”
Nissan's global design boss, Alfonso Albaisa, said the new Leaf is “about democratising technology. It’s very modern, simple and nice. We wanted something tailored, handsome, well-proportioned, with a super-tech interior that feels open and cool.”
Bailly added that the Leaf will get Nissan’s latest in-car systems, enabled by its updated Car and Connected Service (CCS) platform, which features a Google-based infotainment system and advanced driver assistance systems.
He said: “It’s all the things that make your life easier.
“We are confident we have something that is unique, and we’re really happy with this car.”
Preview shows how new electric Juke will evolve from radical Hyper Punk conceptNissan's rival to the Ford Puma Gen-E and Kia EV3 will enter production in the UK next year
The next-generation, electric Nissan Juke has been previewed as the firm ramps up to beginning production at its Sunderland factory next year.
Partly shown behind the freshly unwrapped Mk3 Leaf and new electric Micra (below), the new Juke will be closely linked to the current ICE Juke – alongside which it will be built – but take some influence from last year's radical Hyper Punk concept.
It will follow the Leaf down Nissan's UK production line from next year, and a next-generation, electric Qashqai is due to join them in the coming years - although the firm has delayed that car in light of uncertainties about global EV uptake.
Nissan has previously said it's aiming for the Juke EV to cost around the same as the current ICE Juke, which starts at around £21,000, although it has admitted that's a challenge.
The company has yet to give a precise launch timeline but has confirmed that the lifecycle of the current ICE Juke will be extended and it will be produced alongside the Juke EV.
Nissan has yet to reveal firm details about the Juke EV, although all three future cars for Sunderland are set to use the Renault-Nissan-Mitsubishi Alliance's CMF-EV platform, which is designed for C- and D-segment EVs.
That suggests the Juke could potentially grow in size slightly: the current ICE Juke uses the CMF-B platform, which is designed for smaller, B-segment cars.
While no details of the Juke EV's performance have been given, the new Leaf, to which it's closely related, is set to offer a maximum range in excess of 372 miles.
Despite the Juke, Qashqai and Leaf all sharing a platform and being developed and built alongside each other, Nissan Europe's R&D chief, David Moss, previously said they would retain distinct characters, noting that they would feature different wheelbases.
He added: “As the size of the car grows, you change its ride and handling characteristics, or if it sits in a different segment, you might change the suspension.
“The beauty of developing three EVs [simultaneously] is the first thing you can look at is 'where do we want to commonise and where don’t we?'. It’s all based around customer expectations and values.”
Flick through some of our recent road test results and you will notice that we’ve just given 4.5 stars to a sensible electric supermini, the Renault 5, but awarded the supposedly exciting Porsche Macan Turbo Electric and Maserati Granturismo Folgore only 3.5 stars.
Has Autocar lost its sense of fun in old age? Or are all electric cars just boring?
Well, neither, I hope. What it demonstrates is that car makers need to fundamentally rethink the way they approach designing their range-topping performance models.
Things used to be more straightforward: faster equals better. Consider a 1990s BMW 3 Series. The one you want is the full-fat 328i or, if you can afford it, the M3, isn’t it?
The four-cylinder versions are a bit rattly, the lower-rung sixes are still not exactly quick and the M3’s engine has that extra bit of motorsport zing.
With a typical fast EV, you get an extra motor for four-wheel drive and a boatload more power.
But I don’t think those things are especially desirable. Four-wheel drive is great if you need to get up a snowy mountain or need to tow a horsebox out of a field, but with modern traction and stability control systems, it’s not that useful on the road. If your car is so powerful that it needs four-wheel drive on the road, you might simply have too much power.
Speaking of which, our ’90s M3’s engine had a fundamentally different character to the common-or-garden 320i’s, whereas in your 600bhp EV there’s just more of the same.
And it’s not like cheaper models are short of grunt: the basic Macan Electric still has 356bhp, does 0-62mph in 5.7sec and generally has more performance than you can use on the road.
The Macan Turbo Electric in particular just felt like a worse version of the lower-order models. You accept that an M3 is less economical than a 316i, because it has a straight six that revs to 7200rpm and makes a great noise.
Getting less range and higher running costs from the more expensive version of an EV is harder to swallow when you don’t get anything in return.
The solution is that we need to wean ourselves off the cocaine of horsepower and find our fun elsewhere. Renault has the right idea: the Alpine A290 is a bit quicker than the 5, but because a lot of work went into differentiating its chassis, it’s actually more fun, more playful, more engaging.
Same with the Ioniq 5 N: Hyundai turned the comfy, loungy Ioniq 5 into a proper driver’s car. This is partly because its chassis feels completely different and partly because Hyundai dared to think outside the box.
When an electric motor makes no discernible noise of its own, well, you make it sound however you like. And when there’s no physical connection between the two driven axles, the torque split can be almost infinitely variable.
The Ioniq 5 N makes use of the possibilities of electric drive to feel completely like its own thing.
Another development is that EVs are making rear-wheel drive more common again. As it stands, most manufacturers seem too scared by the oversteery, tank-slapping mayhem this could potentially cause to capitalise on the potential for better steering feel and sweeter chassis balance.
The best modern traction control is so sophisticated and able to so precisely administer power from an electric motor that I think there’s a whole world of chassis balance yet to be explored if engineers can resist smothering it with an additional motor.
More artificial and less visceral than little explosions? Perhaps, but if regulation continues on its current path, we’ve got another five years to enjoy new combustion engines.
Let’s savour it – but also use that time to figure out that there’s life beyond power.
I flew to L.A. this past spring to talk about a new project between actor Orlando Bloom, Deus Ex Machina’s Michael “Woolie” Woolaway, and BMW Motorrad. I’m not much for Hollywood, but I was wide-eyed about their idea. They’d take an already naked S 1000 R (a bike I’ve spent a summer on and for which I have an affinity) and make it more naked: a high-performance inline-four turned cooler, lighter, and more nimble.
Talks on the new project began when Deus founder Dare Jennings, Woolie, and Orlando met with BMW Motorrad designer Ola Stenegärd and the design crew at the Munich factory in Germany last year. While the rest of the world had caught fire to the stripped-down lines of the R nineT as a starting point, Woolie drew upon his racing background and desire to do something different with the race-inspired S 1000 R.…
Firefighter-turned-custom bike builder Chris Scholtka has a knack for building slick, and somewhat hot-rodded, café racers. This Royal Enfield Continental GT 650 café racer epitomizes his style well—but it was almost built using a very different donor bike.
“It started two years ago when an old friend called me,” Chris tells us. “She had received a big birthday gift from her family—a Honda CX650—and wanted to have it customized by me. We had a plan, but sadly the bike was stolen and we had to start from zero.”
Chris operates under the moniker Motocrew from his workshop in Cottbus, Germany. And considering the slick custom bikes he typically creates, he was secretly relieved that the CX650 and its gawky frame were no longer part of the project.…
Given that the motorcycle industry has been on the ropes the last few years, one of the bravest moves a major marque can make right now is release a niche motorcycle. But that’s exactly what BMW Motorrad has just done… and we’re here for it.
The brand new BMW R 12 G/S—the latest model built on BMW’s updated neo-retro R12 boxer platform—combines vintage aesthetics with a decent measure of off-road capability. It speaks to customers who sit in the middle of a very unique Venn diagram; those who want a classically styled bike, those who like going off-piste, and those willing to spend a premium for the privilege.
This isn’t the first modern classic boxer to bear the G/S moniker.…
Bolt Motor Company specializes in lithe custom creations with sharp lines and crisp finishes. Their ethos likely has to do with the fact that they share a workshop with their sister company—the Spanish Formula 3 racing team, Campos Racing.
Of all the marques that pass through Bolt’s doors, we can tell they love tinkering with BMWs the most. Since opening their doors, they’ve peppered us with a steady stream of custom BMWs ranging from mild to wild. This custom BMW R100 sits squarely in the latter camp.
The donor bike, a 1982 R100RT, was first wheeled into Bolt Motor Co.’s workshop with very high mileage and looking more than a little worse for wear. Bolt loves nothing more than restoring rough wrecks into fantastic forms of fantasy, so they happily tore into it.…
Earlier this week, we presented the motorcycles that dominated the competition at the burgeoning Taiwanese custom bike show, Speed and Crafts. One machine in particular stood out—a plucky Honda Dax that took on bikes twice its size while snagging a silver medal in the hotly contested Freestyle class.
The bite-sized Dax needs no introduction. First released in the 70s, before being brought back three years ago as part of Honda’s modern-classic mini-bike range, its pressed steel T-frame is iconic. It’s also a prime candidate for customization.
This show-stopping Honda Dax is the product of a collaboration between JZO Crafts and Kunimoto Hidetoshi. JZO (‘Jie’ to his friends) is the man that Rough Crafts turns to for its fabrication needs. Kunimoto is the founder of Nemoto—a shop specializing in mini-bike parts.…
The shelves are crowded, and every bottle vyes for your dollar with flashy labels, rustic imagery and a contrived origin story. For that reason, I always seek out the understated ones; bottles that look like they could have been in circulation when your grandpa was still on the sauce. Maybe you’ll find one of his old favorites.
A project of the 2020 lockdowns, Brain Brew’s Dexter Three Wood straight bourbon is far from that, but its simple label exudes quiet confidence, and Edmund Dexter’s face on the bottle looks fit for a dollar bill. It also came highly recommended by the local liquor store owner, so color me sold.
What’s in a Name The personality behind the spirit is Edmund Dexter, apparently a prolific 1800s bourbon blender who entertained the likes of author Charles Dickens and the future King Edward at his home in Cincinnati — or so the bottle says.…
Fo Huang has an enviable skill—the ability to take whatever he imagines and turn it into a physical object. Working as NamiXII Design from Kaohsiung City in southern Taiwan, he creates everything from furniture and sculptures to trophies. More importantly, he also builds radical 70s-style choppers.
The last time we checked in with Fo, he wowed us with a wildly chopped Yamaha SR400. This time he’s back with an equally bodacious chopper on a very different foundation—a 2022-model Harley-Davidson Low Rider S.
Dyna cultists must have felt cheated when The Motor Co. re-released the Low Rider S on their newer Softail platform. But the truth is, the contemporary Low Rider S is a total hoot to ride. Its 117 ci Milwaukee-Eight engine is a peach, and its chassis is vastly better than that of its predecessor.…
As a photographer, I’m always looking for strange and obscure things to shoot. I’d heard about this place in Brooklyn called Jane – a shop that had custom motorcycles, specialty coffee, and apparel – and as a moto enthusiast, I had to check it out. What I found inside was one of the most interesting incarnations of a Ducati I’d ever seen.
It looked like a WWII-era P-51 Mustang fighter plane on two wheels. Bright blocks of colored paint made up the bodywork while it was adorned with intricate details of gold. It was bold, brash, and sexy.
Adam and Alex, the owners of Jane, didn’t have much information beyond the fact that the bike was on consignment for the current owner, who wanted to remain anonymous.…
We’ve cast our net wide this week to bring you four very different motorcycles from four different countries. Portugal offers up a Yamaha XSR700 street scrambler, Canada sends us a tasty Honda CB750 restomod, and Italy shows off the new Ducati Panigale V4 Tricolore Italia. Finally, we ogle an as-new 1991 Bimota TESI 1D 904 SR from New York, USA.
Yamaha XSR700 by Unik Edition Deeply embedded in Lisbon’s buzzing custom motorcycle scene, Loek Janssen has a bike for every occasion—including a KTM 450 EXC-F in supermoto trim and a 1981 BMW R100 street scrambler. He’s just added this Yamaha XSR700 to his stable, to make sure all his bases are covered.
Loek’s vision for the XSR was to have a bike he could scoot around the city with daily, and point down the occasional fire road whenever the craving hits.…
The brainchild of Rough Crafts frontman Winston Yeh, the Speed and Crafts custom bike show ran for the second time earlier this month. Showcasing the best that Taiwan has to offer, the event brought together a slew of local and international judges to preside over the 47 custom motorcycles present.
Supported by Shoei, Alpinestars, Harley-Davidson, Breitling Taiwan, SYM, and Madness, Speed and Crafts is as much a custom motorcycle championship as it is a bike show. As one of the leading lights of the Taiwanese custom scene, the man has a passion for elevating the culture and spurring his peers on.
While roughly 5,000 visitors crammed through the doors of the SongShan Cultural and Creative Park in Taipei’s Xinyi District, Winston and his team of judges had the arduous task of picking the best bikes.…
HRC's first-ever memorabilia auction is your chance to own actual parts from the Honda engine that powered Ayrton Senna to his 1990 Formula 1 championship.
The blimp, the blimp, the blimp is back, sporting throwback graphics as a matter of fact.
Review, Pricing, and Specs
It's likely many buyers will head for the pre-owned lot if import tariffs cause new-car prices to jump. But with supplies of used cars still tight, consumers may not like the prices on those, either.
Nissan also reduced prices for the larger Pathfinder SUV, which gets discounts between $670 and $1170.
The Inster-based concept features styling too wild for public roads but perfect for a virtual racetrack.
The updated S model's enhanced power and polish help justify its premium price.
2025 Porsche 911 Carrera S exterior photos.
2025 Porsche 911 Carrera S interior photos.
2026 Honda Passport TrailSport exterior photos.
2026 Honda Passport TrailSport interior photos.
Honda's two-row mid-size SUV finally lives up to its trail-ready name while still upholding its family-hauling credentials.
Samuelsson last led the brand from 2012 to 2022 and returns as Volvo and the global auto industry navigate tumultuous times.
See the interior of the 2025 Toyota GR86 Hakone Edition from every angle.
See the exterior of the 2025 Toyota GR86 Hakone Edition from every angle.
What We Know So Far
Review, Pricing, and Specs
VW's new entry is a break from the supercoupe pack.
1990 Volkswagen Corrado G60 exterior and interior photos.
The issue, which wasn't fixed during an earlier recall, affects 2021–'23 Bronco Sports and '20–'22 Escapes with the 1.5-liter engine.
2025 Polestar 3 Long Range Single Motor exterior photos.
One motor, steel springs, passive dampers, and a roughly 350-pound weight loss add up to 350 miles of range, but is 295 horsepower enough?
Aston Martin is performing the final calibrations on its first-ever mid-engined plug-in-hybrid supercar before production begins in the second quarter.
Already used in computers and other electronics, the e-fuse is finding a home in automotive applications, such as in Rivian and Tesla EVs.
The state already bans radar detectors and classifies 20 mph over the limit as reckless driving,
A technological tour de force perfect for a master of the universe in the pre-Y2K era.
The cars I recall most fondly were neither the prettiest nor the quickest. Certainly not the most expensive. They were machines that emerged willfully peculiar and intractably idiosyncratic.
We compare specs on the small four-doors across gas-only and hybrid powertrains, fuel economy, interior space, cargo room, and price.
The new BMW R12 G/S takes inspiration from the brand’s legendary R80 G/S, often considered the first adventure bike.
1999 Ford SVT F-150 Lightning exterior and interior photos.
How did a pickup truck get on the cover of Car and Driver? By brute force.
Under-the-skin modifications should make this 356 as swell to drive as it is to look at.
The one-of-one supercar sports a body made from hand-bent aluminum and a massive front-hinged canopy, plus huge gullwing windows.
Review, Pricing, and Specs
Jay Leno is backing a proposed California bill to expand emissions exemptions to collector cars at least 35 years old.
Lexus's flagship luxury sedan is showing its age, and its driving demeanor fails to live up to its aggressive styling.
2025 Lexus LS500 F Sport interior photos.
2025 Lexus LS500 F Sport exterior photos.
Review, Pricing, and Specs
This supersedan from Yangwang, a subsidiary of Chinese giant BYD, packs a potent quad-motor powertrain and a trick adaptive suspension.
Review, Pricing, and Specs
The Ionna charge network, funded by eight automakers, aims to deliver fast, reliable charging—along with coffee, bathrooms, and maybe a pastry or two.
As recently as the 2020 model year, the 911's entry point was in the five-figure range. Now, the 2026 911 Carrera starts at $129,950.
Review, Pricing, and Specs
Our purple long-termer spends significant time off-road, but not in the way you'd think.
We compiled a list to show where every car sold in the United States is built to demonstrate the wide-reaching impact of President Trump's 25 percent tariff on imported cars.
1980 Honda Accord LX exterior and interior photos.
Automatic approval, so to speak.
Review, Pricing, and Specs
The Sierra EV has more battery choices than before, an entry-level Elevation trim that brings the base price to $64,495, and a new off-road-focused AT4 model.