Turning Electric Magazine - DECEMBER 2025 EDITION

3 EV POWERED MAGAZINE

EDITOR’S NOTE

Mixed messages and missed opportunities

Welcome to the December edition of EV Powered.

Just before this edition of EV Powered went to press Chancellor Rachel Reeves delivered her Budget statement and, in a move that was as inevitable as it is unwelcome, it included provision for a new 3p-per-mile levy on EVs,

The Government says the new tax – which you can read all about on page 6 – will make motoring costs fairer and help address the declining income from fuel duty.

There is no doubt the current outdated tax system needs to change and that EV drivers – who have enjoyed a privileged almost tax-free position in recent years – need to pay their fair share. But the next few years are crucial in bringing more drivers on board. Hitting them with extra costs at such a tipping point seems counterproductive.

We know that the vast majority of drivers who go electric never switch back. They’re happy with the ease of use, refinement and lower running costs. Even with this new tax, it’s likely that most EV owners will stick with electric. But higher taxes are the kind of policy that will put off those that are still on the fence.

Having a government tell people to buy an EV, offer them cash incentives to do so, then tell them they’ll be hit with a new tax if they do, sends wildly mixed messages.

In raw numbers, EVs will still be cheaper per-mile to run than an ICE car, but for drivers undecided about making the switch, it lessens the economic appeal. The Office for Budget Responsibility estimates that a pay-per-mile tax will shrink projected new EV sales by 440,000 over the next five years.

That’s a major slow down in demand, even if other incentives will partially offset it.

On those other incentives, it feels like the government has missed a trick.

More money for the Electric Car Grant is welcome, as is the lifting of the Expensive Car Supplement threshold. Cars, not just EVs, have rocketed in

price since the "luxury car tax" was introduced and it seems ridiculous it has taken eight years to realign it.

However, all of these incentives are focused on the brand-new market. There was no mention in the Budget of support for the used sector.

The UK’s secondhand car market is more than three times the size of the new car market. If the Government really wants people to get into EVs, it should be incentivising used models just as much as brand new.

Away from the heavy political topics, it’s been a busy month for the EV Powered team. I got a very early drive in the Cupra Raval, which heralds the launch of the vitally important Volkswagen Group Urban Car Family. And George was in Paris to get up close and personal with the charming new Renault Twingo, which might just strike the perfect balance between affordable and appealing. I also spent time at the wheel of the new Kia EV4 and the Porsche Macan, with reviews of both in this month’s issue.

As we head towards the end of the year we’ve also been getting into the festive spirit with our Christmas gift guide, featuring plenty of options for the EV lover in your life (or for putting on your own wish list). We’ve also rounded up our 10 favourite cars of 2025, which wasn’t an easy task. Next month we'll be counting down the new models we're most excited for in 2026.

Until then, thanks for reading and have a great festive period.

Matt Allan Editor, EV Powered

The EV Powered Team

Editor

Matt Allan Reporter

George East

Graphic Designer

Grace Moseley

Videographer

Jacob Pinchbeck

Content Sales Manager

Laura Phillips

Capital Business Media, Group MD

Richard Alvin

Business Development Director

Stephen Banks

Chief Creative Director

Stuart Hyde

Finance Director

Andrew Martin

PORSCHE CAYENNE ELECTRIC

arrives with 1,140bhp and wireless charging

Porsche has taken the wraps off its new Cayenne Electric, revealing that the new flagship SUV is its most powerful production car ever.

In normal operation the £130,900 Cayenne Turbo Electric produces 845bhp but pressing a “push to pass” button on the steering wheel unlocks a staggering 1,140bhp and 1,106lb ft of torque for up to 10 seconds. With that activated, the Turbo gets from standstill to 62mph in 2.5 seconds, will reach 124mph in just 7.4 seconds and run on to a top speed of 162mph.

That makes this 2.5-tonne SUV the third-quickest Porsche on sale, behind the Taycan Turbo S and Taycan Turbo GT (0-62mph in 2.4 and 2.2 seconds, respectively).

Beneath the Turbo an “entry level” £83,200 Cayenne Electric offers 402bhp, boosted to 416bhp in push-to-pass mode. That dispatches the 0-62mph run in 4.8 seconds and offers a top speed of 148mph.

Every Cayenne Electric comes with adaptive air suspension and Porsche Active Suspension Management. The Turbo also features the Porsche Torque Vectoring Plus electronic limited-slip rear differential. It can also be specified with Porsche’s Active Ride with 48V anti-roll technology, and both models can be specced with four-wheel steering.

Every Cayenne Electric uses a 113kWh battery. In the lower-powered variant that brings a claimed range of 398 miles, while the Turbo’s range is 387 miles. Thanks to the 800V PPE underpinnings, the Cayenne features 400kW charging that will take the massive battery from 10-80% in just 16 minutes.

The Cayenne is also the first production car to offer wireless inductive charging.

Porsche says the new Cayenne’s design is “unmistakeably Cayenne” but one that “carries [it] into the future”.

There is a distinctly familiar look but the Cayenne Electric is sleeker and leaner, with a low bonnet, cleaner front end design and smoother sides. At the rear there’s a neater tailgate shape with a 3D light bar and illuminated Porsche script. Active aeroblades on the edge of the Turbo’s rear bumper extend at high speed to aid aerodynamics and all

versions of the Cayenne Electric feature a nearflat underbody, active front aero flaps and an adaptive roof spoiler to aid air flow and efficiency.

The Cayenne Electric is 5.5cm longer than the current ICE version but the wheelbase is a whopping 13cm longer, creating new levels of passenger space in the rear, while offering up to 781 litres of boot space and a 90-litre frunk.

Inside, the Cayenne Electric is the first to feature Porsche’s “Flow” display – a curved OLED screen that flows from the dashboard into the centre console in a single piece. This is augmented by a 14.25-inch curved instrument panel and an optional 14.9-inch passenger display. Despite having the biggest screen array of any Porsche, the Cayenne retains physical switches for air conditioning and audio control.

Orders for the new Porsche Cayenne Electric are open now, and Porsche says it brings new levels of customisation with 13 exterior colours, nine wheel designs up to 22 inches, five interior packages and five accent packages.

BUDGET BRINGS PAY-PER-MILE TAX but more cash for discounts

Industry reacts as Chancellor confirms pay-as-you-drive EV levy and revised incentives

EV drivers will be hit with a pay-per-mile tax from 2028 as part of measures announced by Chancellor Rachel Reeves in her 2026 Budget.

Motorists will pay 3p per mile on top of existing taxes as the Government looks to plug the black hole in fuel duty revenue caused by the rise in electric cars.

In her Budget statement, the Chancellor told MPs: "Because all cars contribute to the wear and tear on our roads, I will ensure that drivers are taxed according to how much they drive and not just by the type of car they own by introducing the Electric Vehicle Excise Duty on electric cars."

She explained: "This will be payable each year alongside Vehicle Excise Duty [VED] at 3p per mile for electric cars and 1.5p for plug-in hybrids."

The Office for Budget Responsibility (OBR) says the move will cost an EV driver covering 8,500 miles an additional £255 per year, roughly equivalent to half of what petrol and diesel drivers pay per mile via fuel duty. The new tax will come on top of the £195 per year vehicle excise duty introduced on EVs earlier this year.

In its forecasting, the OBR predicted the new tax could lead to 440,000 fewer EV sales between 2026 and 2030 as a result of higher running costs.

The new charges are expected to raise £1.1 billion in 2028-29, rising to £1.9bn in 2030-31. By 2050, when around 90% of all cars on the road are expected to be electric, this will rise to £7bn per year. The OBR estimates that the

new levy on EVs will offset around a quarter of the losses from declining fuel duty between now and 2050.

EXPENSIVE CAR SUPPLEMENT CHANGES

At the same time as hitting EV owners with higher running costs, the Chancellor confirmed tax changes and additional funding to persuade more drivers to go electric.

Among additional measures on EVs, she confirmed that the Expensive Car Supplement threshold on EVs would rise from its current £40,000 to £50,000. This reflects the fact that the average EV price is still higher than for an equivalent petrol or diesel, leaving many regular family cars liable for the so-called "luxury car tax".

The Government has also expanded the Electric Car Grant until 2029-30 and pledged an additional £1.3bn in funding, along with £200 million more to support charger roll-out.

The OBR said it expected these measures to offset around 130,000 of the predicted lost sales caused by the pay-per-mile tax.

'DRIVERS AT A FORK IN THE ROAD'

The AA said that the Budget, which also extended the fuel duty freeze for another year, left drivers “at a fork in the road” and could create “nervousness” about the cost and implementation of a pay-per-mile scheme.

AA president Edmund King said: "Drivers fully understand that the Government needs to get the balance right between raising cash for roads investment, whilst ensuring it doesn't slow down the transition to electric cars in order to meet environmental targets.

"Getting the timing right is crucial, and there will be concerns that should pay-per-mile for EVs be introduced too soon it may slow down the switch to electric cars."

'GOVERNMENT SENDING MIXED SIGNALS'

Many in the automotive industry have warned against a pay-permile tax on EVs, echoing the OBR’s warning that it will deter drivers from switching to EVs.

Prior to the statement, the SMMT warned it would cause “severe damage” to the car industry and would “wipe out” the benefits brought by the ECG.

Reacting to the Budget announcement, Mike Hawes, chief executive of the SMMT, said: “Changes to the expensive car supplement are welcome, as is the additional £1.3 billion funding for the Electric Car Grant and support for charging infrastructure.

“These will help, but will not offset the impact of introducing a new electric-Vehicle Excise Duty –the wrong measure at the wrong time.

“With even the OBR warning this new tax will undermine demand, government must work with industry to reduce the cost of compliance and protect the UK’s investment appeal.”

Tanya Sinclair, CEO of lobbying body Electric Vehicles UK, said the Budget sent “mixed signals”, which would affect market confidence.

She commented: "On the one hand, funding for EV grants and chargers are welcome. But on the other, the number of EVs using those chargers will grow more slowly with the proposed pay-permile charges for EVs.

"With the government failing to be joined up and consistent, it is affecting hitherto healthy market confidence and growth."

John Lewis, CEO of chargepoint operator char.gy, said that while road tax reform was "inevitable", introducing pay-per-mile too early risked discouraging drivers from going electric. He added: "For the many drivers who depend entirely on public and on-street charging, adding new usage-based costs creates uncertainty and may slow adoption.”

Vicky Edmonds, CEO of EVA England, said it was "completely the wrong time" to be taxing EV drivers. She noted: "We have made tremendous progress to convince more and more drivers that EVs can and do truly work for them, and we welcome announcements to increase the threshold for the luxury car tax, and to provide more money for subsidies for drivers and charging.

"But a pay-per-mile scheme in two years is unnecessarily rocking the boat at such a pivotal point for the market. We are willing to work with Government to ensure EV drivers pay their fair share, but this must be introduced sensibly to avoid slamming the brakes on the transition to electric vehicles."

NISSAN LEAF goes on sale priced from £32,249

The Sunderland-built Leaf is only the fourth model to be given the full £3,750 discount, which brings the starting price of the Engage trim to £32,249.

At launch, every model is powered by a 215bhp motor, with a 75kWh battery delivering up to 386 miles of range. An entry-level model using a 174bhp motor and 52kWh battery with up to 271 miles of range will go on sale in 2026.

For now, buyers have a choice of Engage, Engage+, Advance or Evolve trim levels.

Engage gets 18-inch alloy wheels, twin 12.3inch displays, a heat pump and Propilot driver assistance as standard. Engage+ costs £33,149 and adds heated seats and steering wheel, wireless phone charging, and upgrades the screens to 14.3-inch units running Google Automotive.

Nissan has confirmed that its all-new Leaf will be priced from under £33,000 after qualifying for the full electric car grant.

Above that, Advance starts at £34,259 and Evolve costs from £36,249, bringing everything from a panoramic

TOYOTA HILUX BEV: Invincible pick-up goes electric

The Toyota Hilux BEV will join diesel and hybrid variants when the radically redesigned one-tonne truck goes on sale in 2026.

Toyota says it doesn’t sacrifice on its core values of quality, and reliability and will appeal to fleets looking for zero-emissions driving with the robustness associated with the Hilux name. It does,

however, make compromises on practicality. The Hilux BEV will have a maximum payload of 715kg and a towing capacity of 1,600kg.

The electric Hilux is powered by two motors providing permanent four-wheel drive. Combined power is 193bhp while Toyota quotes 151lb ft of torque at the front axle and 198lb ft at the rear. A

sunroof to massage seats, and undercutting rivals, including the related Renault Scenic.

Toyota has announced it will offer its ninth-generation Hilux pick-up with an allelectric powertrain.

59.2kWh battery offers up to 150 miles of range and Toyota says it offers best-in-class DC charging of 150kW.

The new Hilux BEV will go on sale in the UK in June 2026. Prices have yet to be confirmed but expect it to start in the region of £60,000, including VAT.

PEUGEOT POLYGON reinvents the steering wheel for next-gen 208

Just under four metres long, the Polygon Concept features a radical rectangular 'Hypersquare' steering wheel and introduces steer-by-wire for the first time in a Peugeot.

Peugeot promises this software-defined approach will translate into "driving pleasure exemplified in a compact car” and will bring “hyper agility” at higher speeds but easy manoeuvrability at lower ones. It says the system will go into production as early as 2027, suggesting the next-gen E-208 could adopt it.

While a long way from a production model, the Polygon adopts "a more feline stance than ever”, ushering in a more geometrically-driven approach to future Peugeot designs. Unfortunately, the gullwing doors are unlikely to make to production. What might are the 205-inspired lozenges on the C-pillar and the full-width three-line LED lights at the front.

Peugeot has unveiled its futuristiclooking Polygon Concept, hinting heavily at the future direction of the e-208 supermini.

When it comes to market, the new Peugeot e-208 will sit on Stellantis' STLA Small architecture, which can

MITSUBISHI to return to the UK with ECLIPSE CROSS BEV

support batteries from 37kWh to 82kWh, promising better range than the current e-208's 268 miles.

Mitsubishi is coming back to the UK, with its all-electric Eclipse Cross expected to lead the brand’s revival.

The Japanese manufacturer pulled out of the UK in 2021 but now International Motors Ltd has announced plans to introduce new Mitsubishi cars to the UK from summer 2026.

These models will be “drawn from Mitsubishi Motors’ global lineup” and “will bring the brand’s latest advancements in innovation and fourwheel drive technologies”, according to IML.

While no specific vehicles are mentioned, that’s likely to include the new Eclipse Cross BEV, which was recently announced for the European market.

Behind a bespoke front end featuring an updated version of Mitsubishi’s “Dynamic Shield”, the Eclipse Cross BEV is effectively a Renault Scenic and uses an 87kWh battery for a range of around 373 miles. It’s paired with a 215bhp front-mounted motor, and offers charging at up to 150kW.

A “medium range” version is expected to join the line-up later, likely to use a 60kWh battery offered in the Renault Megane, which is also built on the CMF-EV platform.

BIG IN JAPAN

Catching

up with the biggest EV news from this year’s

Japanese car makers have been famously slow to embrace the electric revolution. Even historic innovators such as Toyota and Mazda have been cautious and, as a result, left behind by Chinese, Korean and European rivals.

TOKYO MOBILITY

SHOW

Complicated global markets with varied infrastructure and demands mean Japanese brands are reluctant to throw everything into EVs, leaving them lagging in more advanced markets like Europe and the UK.

But there are finally signs that they are taking EVs more seriously, not least in the selection of new cars and concepts revealed at this year’s Tokyo Mobility Show. While petrol and hybrid still played a major role at this year’s showcase, several major brands also had big all-electric announcements, including those featured below.

HONDA

While some of the cars on show in Tokyo were early concepts, the Honda Super-N was a nearproduction ready peek at Honda’s third EV. Based on the existing Japanese-market N-One e, the Super-N meets Japan’s kei car restrictions at just 3.4m long and 1.47m wide but has been beefed up with a sporty body kit for a more aggressive look. Honda hasn’t given official word on the Super-N’s powertrain but the N-One e uses a 63bhp motor and 29.3kWh battery.

After a slow start, Toyota is beginning to make some EV inroads. The new Urban Cruiser and C-HR+ are due imminently and there’s a revised bZ4X too. But a surefire sign of the brand’s commitment to EVs is confirmation that its biggest and best-known model is going electric. At Tokyo, Toyota announced that the next generation Corolla will come with an allelectric powertrain for the first time. Revealing a radically designed concept version, Toyota

TOYOTA

president Koji Sato said that the Corolla was evolving to provide mobility for customers all over the world, regardless of differing roads and “energy realities”. That means pure-petrol, hybrid and PHEV options as well, although not every variant will reach every market. The next-gen Corolla is still a few years away, so there are no technical details yet, but it is likely to sit on a bespoke multi-fuel platform rather than the e-TNGA used in the bZ4X and C-HR+.

That puts it in similar territory to the Renault Twingo and Dacia Spring, with which the Super-N is expected to compete as one of the most affordable EVs on sale. Honda has said the global model will feature simulated gearshifts and synthesised motor sounds. Most excitingly, it has confirmed the Super-N is coming to the UK in late 2026 but isn’t yet confirmed for mainland Europe. A rare example of being a right-handdrive market working in our favour.

SUBARU E-STI

Subaru has spent a long time trying to pretend it doesn’t have decades-worth of motorsport heritage. Instead, it has leaned into the “rugged, reliable, dull” persona of the Forester and Outback. But finally, it has seen the light, and revived the blue and gold of its most famous models to showcase the new Performance E-STI. Technically a concept, Subaru says the radical-looking four-door

LEXUS

Lexus had a variety of weird and wonderful things on show at Tokyo – from a tiny cupboard on wheels intended to be the go-to luxury micromobility solution, to a six-wheel limo/van/mobile lounge. Most likely to actually make it to market is the LS Coupe. Of course, it’s not really a coupe – it’s a four-door crossover with a swoopy rear roofline – but this concept could give clues to where the brand’s flagship

Even by Japan’s standards, Suzuki has been slow to go electric. Its first EV – the e Vitara –has only just arrived to market. However, the firm says it will launch three more all-electric cars before 2030 and it’s expected that at least one of the vehicles on show at Tokyo will be among them. It’s most likely to be the Vision e-Sky, which was shown in concept form ahead of going into production next

SUZUKI

year. At just 3.4m long and 1.47m wide, the boxy four-door EV fits within Japan’s strict kei car requirements and is designed primarily for urban use, with a range of around 168 miles. If, as suspected, it comes to Europe, it will go head to head with the Honda Super-N as well as a raft of new models that may emerge under the proposed European E-Car category.

represents “the future of the performance scene, spearheading Subaru’s new generation”. There’s no information about the powertrain, but the upcoming E-Outback crossover uses a 375bhp, all-wheel-drive setup. That could easily be tuned for a more performance-focused application and stuck on something wearing the Impreza name. Fingers crossed.

MAZDA

Mazda’s first attempt at an EV – the MX-30 – fell flat. Early impressions of its followup – the 6e – aren’t particularly favourable, either. So it’s vital that the Hiroshima firm finds its mojo again quickly. And if its two Tokyo concepts are anything to go by, it might just be doing that. Stealing the show was the Vision X-Coupe – a sleek RX8-style coupe with a rotary-powered plug-in hybrid setup and 503bhp. But more important

was the X-Compact – a Mazda 2-sized allelectric hatchback. Officially a “design study”, this sweet-looking 3.8m five-door features a stripped-back race-inspired interior and comes with a load of waffle about how AI will help drivers create an emotional bond with the car. Cut through that noise, and what we’ve got is a stylish potential rival to the Renault 5, Nissan Micra and upcoming VW ID.2.

model is heading. It’s a concept, so there are no technical details, but it is all-electric and we’d guess probably has two motors and lots of power. It has a steering yoke like the RZ F Sport, massive seat-back screens and a weird sliding boot section. How much of that makes it to market is up for debate but we’d bet on an electric LS joining the upcoming ES in the not-too-distant future.

13 FEATURE

RANGE AND POWERTRAIN

The biggest difference between the 2026 Renault Twingo and any of its predecessors, is that it's fully electric. Powered by a 27.5kWh battery, the all-electric Twingo promises a range of up to 163 miles and features a front-mounted electric motor producing 82bhp.

As for charging time, the maximum charge speed is a relatively slow-on-paper 50kWh. Yet given the battery’s relatively small capacity, a 10-80% charge is doable in around 30 minutes.

EV Powered recently headed to Paris to find out what we can expect from this "little big car" when it goes on sale in Blighty next year. In the City of Light, we were also joined by two very special guests — Renault chief designer, Laurens van den Acker, and Vittorio d'Arienzo, Ampere's product global leader — to explain why the Twingo is poised to Renaulutionise the A-segment.

With a range of 163 miles from its 27.5kWh battery, the Renault Twingo won’t be blasting across continents any time soon. Yet being a city car, it’s not designed to do that. In fact, Renault’s engineers calculated its range is in line with A-segment driving habits.

“I would call it a masterpiece of correct sizing,” d'Arienzo told EV Powered during the new Renault Twingo’s pre-launch event. “The average European customer for this sort of car drives roughly 35 kilometres a day, so you can drive the Twingo all week on a single charge.”

PRACTICALITY

The new Renault Twingo is smaller than the R4 and R5, and an addition to Renault’s EV line-up that d’Arienzo describes as “pragmatic”.

“When I talk about the R5, I’m talking about a car characterised by its agility and driveability,” he explained. “When I talk about the R4, then I’m talking about practicality — you get all of the drivability of the Renault 5 with a trunk.

“As for the Twingo, you’re getting the best spaceto-footprint ratio on the market, with a range that’s tailored for the city.”

Measuring just 3.79 metres long (compared wtih the kei car-sized, 3.4-metre original Twingo), the all-electric version packs some serious practicality. Like the Mk1, two sliding individual rear seats make for various seating configurations.

With the rear seats up and in place, the Twingo has 360 litres of boot space. Fold them, and this grows to 1,000l. By our estimates, this makes the Twingo’s boot capacity larger than that of the multiple award-winning R5.

And on boot space... look closely at the inside of the tailgate, and “Open Minded” is written in French to capture the joyous, care-free nature of its nowiconic predecessor. A further nod to Twingo-based whimsy are the straps to adjust the rear seats — these are also finished with what translates as “it’s up to you to live the life to go with it".

RIVALS AND PRICING

The Twingo will cost more than the two cheapest electric cars on sale today in the UK — the £14,995 Dacia Spring and the £15,995 Leapmotor T03. In Europe, Renault promises that the Twingo will be priced from €20,000 for the entry-level Evolution trim.

Prices for UK cars will be announced nearer the time of their arrival, but expect Renault to follow suit here with sub-£20k pricing. When it hits UK roads next autumn, the Twingo's closest

competitors look likely to be the upcoming Volkswagen ID.1 and the Kia EV1.

RAPID DEVELOPMENT

To keep retail costs low, the Twingo underwent an aggressively accelerated development programme, which turned it from a blank sheet of paper to a full production car in just 21 months.

As van den Acker and d’Arenzio explain, this short development period was down to a streamlined working approach the team adopted from Renault’s Advanced China Development Centre (ACDC) in Shanghai. To cut costs, the Twingo shares its AmpR Small platform with the larger R5 and R4.

Opened in 2024, ACDC was founded to bring together China’s agile EV development with Renault’s allelectric know-how. This Sino-European approach was the brainchild of ex-Renault CEO, Luca de Meo, the brains behind the French carmaker’s EV ‘Renaulution’.

The ex-Renault chief also wanted the Twingo ready in two years, a goal van den Acker initially described as “crazy”.

“It was a great experience working with the Chinese team at ACDC,” said the designer whose pen is responsible for some of the most desirable Renault models in years. “There are no weekly meetings, and everyone working on the project is in the same room at the same time — if somebody raises his finger for something, you solve it immediately.

“This concentrated rhythm was actually helpful and it kept everyone focused. Our problem is now that we’ve done it once, and now we need to scale it up and try to apply this to the rest of our programmes. Obviously if we don’t do this, we’ll get eaten alive.”

TRIMS AND SPECIFICATION

Reflecting Renault’s streamlined approach to the Twingo’s gestation process is its attitude to trim levels and battery options. The front-mounted 82bhp motor paired with the 27.5kWh battery is the only powertrain. Moreover, there are just two trim levels: the entry-level Evolution, and top-tier Techno.

In keeping with the “big little car” philosophy, the Twingo is generously equipped and pivots away from the utilitarian nature of the original.

The entry-level Twingo gets a seven-inch digital driver display, a centrally-mounted 10-inch

15 FEATURE

infotainment screen, Apple CarPlay/Android Auto connectivity, those all-important sliding rear seats, and a height-adjustable driver seat. Renault has listened to customer feedback and resisted the urge to make everything screenbased — you get actual physical buttons to adjust the climate control and cruise control.

Being a 21st-century car, there’s a raft of ADAS settings. Thankfully, though, you can turn them off at the push of a button on a panel of three adjacent to the steering wheel. Should you wish to keep them on, though, these include rear parking sensors, automatic emergency braking, lane-keeping assist, and a driver monitoring alert.

The more expensive Techno cars build on the toys, and come with Renault’s OpenR Link multimedia system with Google built in. This gives you the stress-free option of using Google Maps to plan your journeys, plus Google Assistant, and Google Play. The ChatGPT-powered ‘Reno’ avatar is integrated into the main touchscreen, while automatic climate control, tinted rear windows, electric door mirrors, and a folding front passenger seat are standard issue.

The ease afforded by the Techno’s one-pedal driving, hands-free key card, digital rear-view camera, plus its automatic high beam and windscreen wipers could well prove too big a draw when it comes to inner-city driving.

Despite the differences in standard equipment, d’Arienzo stresses that the cars are one and the same — the biggest differences are aesthetic. The Evolution rides on 16-inch wheels and comes with grey body cladding, while the Techno gets 18-inchers and gloss black detailing.

“We really think we’re creating a market with the new Twingo,” he explains. “Both cars get a lot of the same tech, and I believe we are the first to create an A-segment car with Google built-in.

“I think the car that will really democratise things is the €20,000 Evolution model. It has the same battery, same power, same basic features as the Techno. There’s some internal debate about this, but I think it’s looking very, very cool on the smaller, 16-inch wheels, too.”

DESIGN

On those looks — it’s a Twingo, isn’t it? With those “cheeky, smiling headlights”, the mono-box design, and the rounded rear, there’s definitely more than a nod

to the first-gen car. Oh, and those air vents on the bonnet? Those are no longer for cooling. The middle one is used to refill the windscreen washer fluid.

Despite the obvious lineage, van den Acker is keen to stress that his design is a “feeling” of the original Twingo, rather than a 2026 pastiche. To explain what he means, he draws on a personal anecdote.

“Back in 1992 when I first saw a Twingo on the street, it was something youthful I’d never seen before, and it put a smile on my face. We can’t make every car in our line-up like this, but it would be really nice if we could have something that gets you to fall in love with the brand, and then maybe migrate to another model in the future.”

Retaining the Mk1 Twingo’s happy nature was important for the Dutchman during the design process of his “green baby".

Van den Acker doesn’t shy away from the fact that his Twingo will most likely appeal to the automotive world’s Francophile contingent. This is, after all, a car that plays a Jean-Michèle Jarre score when you open the door.

“People who love French cars tend to love France and French culture,” he explains. “If someone drives a French car, he probably goes on holiday to France. I think that sense of joy is important in this A-segment. There are plenty of EVs out there you can respect, but there are very few EVs you can love. If you look at the Twingo, or the R5, or the R4, you can love these cars.”

Analogously, d’Arienzo adds: “I do believe that the design is part of our responsibility to not make ugly stuff.”

Just like the exterior, the cabin reflects the “feeling” of a Twingo. For me, at least, the coloured dashboard inserts invoked throwbacks to ‘90s Twingos on European holidays with my parents, as do the floor mats — after all, their geometrics are derived from the multi-coloured pattern woven on the original’s car grey cloth seats. The huge ‘slappable’ hazard warning light button is also a playful acknowledgement of the past.

The rest of the all-electric Twingo’s cabin, though, feels thoroughly like a modern Renault — it’s well made, it’s easy to use, and it looks pretty futureproof when compared to some rivals.

BRIGHT FUTURE

While its price point is undoubtedly attractive, the 2026 Renault Twingo’s design is what will appeal the most. If you're a ‘Car Person’ of a certain age, it’ll bring up happy memories you’d long forgotten. Renault has leant into the car’s heritage without making it a parody of itself, and it retains all of the qualities that have made the R4 and R5 such roaring successes. And if you're too young to remember the original, this new model's friendly and fun character will win you over in just the same way the original did van den Acker.

There is absolutely no reason why this joyous little car can’t continue Renault’s all-electric success story.

MARK ANDREWS 18 INTERVIEW AN

Political connections, zombie brands and a race to the bottom

As recently as 2024, BYD received £2.9 billion in government subsidies to help it dominate local - and international - EV markets. As to why BYD became the recipient of China’s largest-ever EV handout is unclear.

It's been suggested in some circles that Chenfu's membership of the ruling Chinese Communist Party may have played a role. Other suggestions include the brand’s alignment with Chinese national economic interests.

Chenfu - currently China's richest man - isn’t single-handedly responsible for BYD’s success. During the COVID-19 pandemic, the brand’s fiery and outspoken CEO, Stella Li, oversaw the retooling of a BYD manufacturing line to produce N95 facemasks.

As the rest of the world slept, BYD added over $1 billion to its coffers, thanks to international PPE contracts with the State of California and Japan’s SoftBank Group Corp.

Hot on the heels of BYD’s success, the Chinese EV market began to resemble something of an electrified Wild West. Chinese automotive giant Geely Auto wanted in on the governmentsubsidised pie, as did newcomer Xiaomi. There are currently around 130 domestic car makers in China, many founded on the back of government support. The result has been cut-throat competition that has stimulated innovation and a race to build high-tech cars even cheaper. For example, Xiaomi's Tesla Model Y Performance-rivalling YU7 Max offers 681bhp and cutting-edge charging tech for less than £34,000 in its homeland.

Abroad, too, China's EVs are typified by heavy specification levels and prices that undercut established local brands.

Mark says this competition helps drive down prices domestically and abroad, but typifies a destructive “involution” which allows the biggest players to dictate terms.

“If BYD cuts prices, then other companies have to follow,” he explains. “This creates a system called ‘involution’ where it’s a race to the bottom between companies to try and be as cheap as possible when it comes to cars.

“This creates a problem where ‘zombie manufacturers’ like Lifan who really should have died out years ago never really go bust.”

Unconstrained by history

Having established how ruthless the Chinese EV landscape is, Mark cites China’s lack of a long-

term car industry as a possible reason why it isn’t afraid to take risks. In his latest book, Driving the Dragon, he notes that China’s first car - the Dongfeng CA71 - only arrived in 1958. This absence of an established automotive industry is why Chinese brands - unconstrained by history and a sense of what their cars should be like - take what could be described as a sometimes unorthodox approach to in-car design and tech.

As Li herself told Fortune: “European companies have a legacy; they have a lot of traditions.” With zero risk of destroying any automotive history it may have, China has room to firmly establish its own unique EV culture.

Given 78% of the country’s population is connected to the internet - that’s around 1.1bn people - the foundations of Chinese EV culture centre largely on technology. If you log onto any motoring website or pick up a car magazine, this screen-heavy, tech-laden approach doesn’t always endear itself to those in Western automotive media circles.

Examples include BYD’s infamous rotating screen, Xpeng’s in-built karaoke (with six microphones, no less!) and the Xiaomi YU7's choice of either an in-screen capybara or otter. At best, they’ve been laughed off as a bit of lighthearted fun or silly gimmicks that detract from a car’s perceived lack of polish. At worst, they've been slated as dangerous, over-complicated distractions that put novelty ahead of ease of use.

A tech-focused approach

As Mark explains, these features - for better or worse - represent a fundamental cultural difference between East and West.

“I think this is partly down to how connected people are online, and partly being down to a matter of taste,” he says. “China has become very tech-based, and when I’m there, my phone is everything: I use it to take the subway, to order a meal, get a shared bicycle, whatever.

“Don’t forget that China’s tech scene is quite recent, so people have become really quite tech savvy - far more so than in Western countries, I would say. I recently had the experience of trying to get my father who’s 82 to try and use a smartphone - I’ll be honest, it wasn’t great. But in China, you see old people using smartphones all the time.”

While embracing tech for good, Mark does admit that it can be a “big problem” for motorists.

“If you get in a DiDi car, China’s equivalent of Uber, the driver will have their screen, then two mobile

phones mounted to the dashboard displaying all sorts of things. These things are a distraction, and the people who are playing short videos or whatever on them should really be concentrating on driving.”

Whether non-Chinese OEMs in the West can resist screenification en-masse remains to be seen. Yet given the new Renault Twingo’s use of physical buttons, plus promises from the likes of the Volkswagen Group, Mercedes-Benz, Ford, Kia and Hyundai to slam the brakes on going 100% touchscreen, a tactile future looks promising - let alone safer.

What's next?

With its ultra-rapid rate of development, trying to predict the future of China’s EV industry feels like a pointless exercise. Amidst the what if’s, though, Mark points to battery tech and the emergence of luxury car brands as two areas to watch.

BYD is said to be working on a solid state battery that can onboard 900 miles of range with just 12 minutes of charging. A 150kWh semi-solid state unit developed by NIO is already being used in its ET7 saloon.

“China’s definitely pushing forward with the solid state batteries, and I think it’s a matter of who’ll get there first. Sodium batteries are also another big thing on the way. They’ll really come in as a replacement for lead acid batteries as starter motors in electric cars and motorbikes.”

The Western meaning of luxury is vastly different to the Chinese definition. Those who buy luxury EVs in the West seek refinement and quiet sophistication. On the contrary, their Chinese counterparts seek what Mark describes as “features”.

“One thing I mentioned in my book was that when I tested the second-generation Bentley Flying Spur, it didn’t have a heads-up display. That really surprised me, as this sort of thing was creeping into much cheaper Chinese cars. BYD’s premium brand, Yangwang, is really pushing hard in this area.”

Whether that's enough to win over traditional luxury buyers remains to be seen but mainstream buyers appear to be falling for the low-cost, highspec appeal of Chinese brands.

That's perhaps just as well as reports indicate China's domestic market is in turmoil - a turmoil created by the very fierce competition and costcutting which has helped these brands establish a foothold in Europe.

As Mark himself writes in Driving the Dragon, “the dragon may now drive an EV, but the destination is still far from clear”.

Electrifying

gifts for EV fans

From electric aircraft to ride-on Renault

Twingos, we’ve listed 10 of the best Christmas presents for your EV enthusiast in residence.

Scalextric

Scalextric is a time-honoured favourite that transcends age, and its latest sets take some of the most iconic machines in automotive history (Volvo 850 R wagon tin-top, anyone?) and shrink them down into fully-electrified cars you can race at home. Prices for sets start from £34.99 and go all the way up to just shy of £700. Love big electric cars? You’re bound to love small ones, too.

With the festive season just around the corner, it’s that time of year to start thinking about Christmas presents. Instead of dithering and getting in trouble (again...) for buying some last-minute tat from B&M, we’ve put together a list of 10 Christmas gifts that are bound to electrify the EV driver and/or aficionado in your life.

Gran Turismo 7

Unlike Gran Turismo games from days of yore, the latest iteration of the highly-successful racing franchise is packed with EVs. Gran Turismo 7 lets you drive everything from the iconic BMW i3 to the wild, 1,071bhp Škoda Vision Gran Turismo concept, which was created specifically for the game by the Czech carmaker. With the December update, Polestar will also make its GT7 debut with the gorgeous Polestar 5 coupé.

Tamiya Toyota GR Yaris Rally1

Unfortunately, Toyota doesn't make an allelectric GR Yaris. Yet. For now, then, the nearest thing we're getting to it is Tamiya's 1:10-scale version. A straightforward build from Tamiya's iconic TT-02 line of RC kits, this scaled down version of Toyota's multiple championshipwinning rally car comes with a clever permanent four-wheel drive system making it just as comfortable on dirt as it is on tarmac. Guaranteed to spice up your Christmas walk.

21 FEATURE

Renault Twingo R pass

The new Renault Twingo is here, and we all love it. Given it’s an electric Renault, it will also be excellent and many, many people will want what’s certain to be one of the hottest EVs of 2026. Deliveries are expected to start in January 2027, but spend £100 on the Twingo R Pass and you can help your loved one jump the queue and take delivery of their car around this time next year.

Driving the Dragon, by Mark Andrews

A first-hand and oft-humorous look behind the scenes at the stratospheric rise and cutthroat world of the Chinese EV industry. Driving the Dragon is essential reading for anyone who wants to understand how China’s electric car brands took on the West and won. If you’re anything like us, you’ll end up down a rabbit hole after reading one of the best car books we’ve read for some time.

Lonely Planet’s Electric Vehicle Road Trips

EV road trips are easy. Being wise of this fact, travel oracle Lonely Planet publishes a dedicated guide to EV road trips across Europe. Over the book’s 300 or so pages, you’ll have the chance to explore routes that’ll take you everywhere from the fairytale-like Black Forest in Germany, to the dreamscape of Italy’s Amalfi Coast.

Formula E tickets

Formula E is set for a shakeup for the 2026-27 season with the introduction of its Gen4 car. Packing almost 830bhp and all-wheel drive, the new cars promise a top speed of over 200mph and a 0-60mph time of 1.8 seconds. As always, the racing will be close, exciting, and unlike Formula 1, affordable. Ticket prices start at €45 for the first European round in Madrid.

Renault EV Merch

Most car merch makes you look silly. Renault’s doesn’t... because French. Celebrate the R5, R4, and Twingo with a line of dedicated clothing and superbly-detailed diecast models. There’s also a drift-ready version of the R5 3E R/C car and a push-along version of the Twingo available. The latter is supposed to be for kids only, but like drinking a pint of Baileys, anything goes on Christmas day... right?

Electric Aircraft Flight

Electric planes are very much a thing, so much so that they’re favoured by the RAF for training lessons. James May has given his approval to them, too. A number of operators around the UK offer training flights in the Slovenian-built Pipistrel Velis Electro training aircraft, offering a unique insight into flying without sound or smell. Trips last around 30 minutes and are priced from £159.99.

It sometimes feels that that hatchback segment is being left behind in the EV revolution as SUVs dominate the conversation.

But there is still space for the traditional family five-door. Volkswagen’s ID.3 and its Cupra Born cousin are a common sight, and the Peugeot e-308, MG4 and Renault Megane prove that plenty of people want an electric twist on the mid-sized hatchback.

Now Kia is getting in on the act. The Korean brand has always been a small player in the family hatch market but with the EV4 it is looking to make bigger inroads. More than that, though, it’s also looking to cover the smaller saloon market with the EV4 Fastback.

Its previous EVs have proved that Kia knows how to do electric well and the EV4 shares its underpinnings with the excellent EV3, so can it

Visually, it’s clear that the EV4 comes from the same Opposites United philosophy as Kia’s EVs. This car sits between the EV3 and the EV6 and there are echoes of both in its looks. The long, angle bonnet with the lights pushed to the edges is pure EV6, while the boxier flanks and upright rear end are EV3-esque.

The EV4 is lower, longer and fractionally wider than the EV3, and a good 20cm longer than cars like the ID.3 or Megane, which creates impressively generous rear legroom. In hatchback form it’s a unique and handsome thing. The fastback, however, is problematic.

Kia has gone for sleek and sophisticated but missed by a mile. It’s 30cm longer than the hatch and the rear overhang is too long and awkward, as is the roofline. It leaves the EV4 looking out of proportion and just plain weird. And the boot opening is laughable. It’s a proper saloon-style lid that gives a space about a foot high. The boot itself is long and has a 490-litre capacity, but you can only fit very thin things in it. So Ikea flatplack, no problem. A large suitcase? Good luck. The hatchback’s boot is smaller (435 litres) but far more practical.

Inside, the EV4 is neat, logical and spacious. The two-level dashboard is topped with Kia’s standard and simple-to-use three-screen setup and there's a sensible mix of the physical and digital, with rocker controls and buttons for elements such as the air conditioning and other frequently-used functions. There are also blessedly simple onetouch shortcuts to adjust the ADAS. The biggest problem is the haptic-style shortcut keys in the dash, which use white lights set in a pale cream panel, and aren’t easy to see or use.

Build quality is absolutely rock solid throughout and across every trim level, but there is a distinct difference between the Air and GT Line. Elements like the plastics around the door pulls and the seat upholstery are noticeably nicer in the GT-Line.

On practicality, the EV4 has a split-level centre console with loads of storage, supplemented by decent door pockets and other storage spaces. The EV4’s long wheelbase means plenty of kneeroom in the rear seats –even at 6’ 5”, I had room behind an average-height driver. Unfortunately, trying to give the proper hatchback profile means a slightly high floor and very little space under the front seats for larger feet. Headroom is pretty generous, although the fastback definitely feels tighter.

CONTINUED ON NEXT PAGE

The Kia EV4 comes with just one motor – a familiar 201bhp front-mounted affair – and two batteries – a 58.3kWh unit or an 81.4kWh one.

The smaller battery is offered only in the hatchback in Air trim and offers up to 273 miles of range.

With the bigger battery in the entry-level Air trim, the EV4 hatch offers up to 388 miles of range – the first Kia EV to manage more than 380 miles on a charge.

Obviously, that’s the official figure and hard to obtain in real-world use but Kia is one of the best at squeezing out miles from its cars, so I’d bet on an easy 350. Our test drives, on admittedly sympathetic routes, returned energy consumption of between 4.2 and 4.4m/kWh – beating the official 3.9-4.2m/ kWh quoted.

The higher trim levels come exclusively with the larger battery, which offers 362 miles of driving in the hatchback and 380 in the more aerodynamic Fastback.

Like the rest of Kia’s “cheaper” EVs, the EV4 runs on 400V architecture, which means charging speeds are limited to a peak of 127kW. That’s on a par with the Renault and MG but a long way behind the VW’s 185kW.

As mentioned, the only motor (until the hot EV4 GT arrives) is the 201bhp unit that already does service in the EV3 and puts the EV4 bang in line with

its most important rivals. Official stats are that it will do 105mph and go from 0-62mph in between 7.5 and 7.9 seconds, depending on spec. In the real world that feels quick enough and there’s a nice linear power delivery that doesn’t come on too strong then fade too quickly, unlike some EVs.

Like all Kia EVs, the EV4 features four levels of braking regeneration – from off to full one-pedal driving. Switching between them is as simple as pulling the big paddles behind the steering wheel.

Also like all Kias, the EV4 delivers a positive, connected driving experience. The steering is neither overly light nor synthetically heavy and while it isn’t sporty, it is solid, competent and reassuring. The ride, too, is largely faultless thanks to first-in-class frequency response dampers. The EV4 smooths out most of the worst surfaces without sacrificing body control and only repeated bumps in the road reveal an occasionally bouncy feel to things.

In terms of trim levels, Kia is sticking to its simple specification programme with the EV4. There are three trims – Air, GT-Line and GT-Line S, with the fastback only sold in GT-Line and GT-Line S.

Prices start at £34,695 for the hatchback in Air trim with the smaller battery. The larger battery adds £3,000 to that, while GT-Line starts at £39,330 and

25 REVIEW

GT-Line S is £43,830. The fastback carries a £1,500 premium over the hatch in both grades.

Every version gets LED lights, flush-fit door handles, heated front seats and steering wheel, the triple-screen setup with wireless phone mirroring and two-zone air conditioning.

Most of the GT-Line upgrades are cosmetic – from 19-inch alloys replacing the Air’s 17-inchers to that nicer two-tone faux-leather upholstery and gloss black exterior trim. It also adds a power function to the door handles, electric seat adjustment and wireless phone charging.

GT-Line S brings nice touches such as heated rear seats, a powered tailgate and head-up display, but GT-Line has everything you’ll need day-to-day. It almost feels boring at this stage to say that Kia is onto another winner with the EV4. The hatchback follows a pattern of incredibly capable, well designed and engineered EVs that started with the e-Niro.

Like every car since then, the EV4 blends impressive space and practicality with a pleasant driving experience, generous equipment levels and anxietycrushing range.

The Korean-built fastback is a curio that is unlikely to find many fans but the European-made hatchback should have its rivals worried.

KIA EV4 HATCHBACK GT-LINE

PRICE: £39,395 (£40,045 as tested)

POWERTRAIN: Single-motor, front-wheel-drive

BATTERY: 81.4kWh

POWER: 201bhp

TORQUE: 209lb ft

TOP SPEED: 105mph

0-62MPH: 7.9 seconds

RANGE: 362 miles

CONSUMPTION: 3.9m/kWh

CHARGING: up to 127kW

drive first

CUPRA RAVAL

WE GET BEHIND THE WHEEL OF CUPRA’S SMALLEST EV

to see if this sporty Spanish brand can create a hot hatch contender

There are a lot of new EVs coming in 2026. But some are more important than others. And among the most important might be the Cupra Raval.

A new model from a Spanish brand with a solid reputation for fun cars is good news in itself. But, more importantly, the Raval is the first of four new cars coming from the Volkswagen Group under its Urban Car Family banner.

As such, it’s the vanguard in a wave of smaller, more affordable EVs from the Group to compete with the likes of the Renaults 4 and 5 and their myriad rivals.

Cupra, whose current EV range costs from £34,000 to nearly £60,000, wants to boost e-mobility with smaller, more affordable options, and has taken the lead on the Urban Car Family. The Raval — named after an edgy, artsy district of Barcelona — is a Seat Ibiza-sized hatchback due on our roads by mid 2026. The Skoda Epiq, VW ID.Polo and ID.Cross will follow in its wake.

All four B-segment cars are based on the MEB+ platform –an updated version of the architecture that underpins everything from the Skoda Elroq to the VW ID Buzz. All will also be built in Spain. The Raval and ID.Polo will come from the Cupra Martorell factory while the Skoda and ID.Cross will be built at the Volkswagen Navarra plant a few hundred miles away.

Cupra has always been the “sporty” arm of the VW Group and its current motto is “No drivers, no Cupra”.

Befitting this positioning, the Raval sits 15mm lower than the other models for a more muscular stance and arrives with its most potent versions first.

Although it’s still several months from launch, Cupra has been very open about the Raval range. At launch we’ll see three trim levels and two powertrains, with additional battery and motor choices expected later.

ALL VERY FUNKY AND FUTURISTIC and something to differentiate it from its VW and Skoda siblings

29 REVIEW

Every launch version will get the same battery. Capacity is TBC, but Cupra says it should be good for up to 279 miles of range. In Dynamic and Dynamic Plus trims that’s hooked up to a 207bhp motor at the front wheels.

VZ Extreme is the range-topper and gets a 223bhp motor. Range drops to 249 miles but the VZ Extreme gets bespoke steering knuckles for more direct handling, an electronic limited slip differential, stiffer dynamic chassis control (DCC), a 10mm wider track and wider tyres for extra grip. You can balance that extra grip with the ability to deactivate the electronic stability control — another VZ Extreme exclusive feature.

Cupra hasn’t revealed a 0-62mph time yet, but “quick” covers it. It’s not a rocketship but in Cupra mode the Raval VZ Extreme punches up the road rapidly, with immediate response and torque whenever you ask for it. Top speed is 108mph.

My time at the wheel was a relatively brief drive in a pre-production car but first impressions based on some spirited driving in the hills around Barcelona are entirely positive.

At 1.5 tonnes the Raval is a relative featherweight for an EV and it feels light and compact from the wheel, with a pleasing agility befitting its hot hatch ambitions.

There are various drive modes, which all make a perceptible difference. Range mode is there to preserve battery and there’s a clear deadening of the throttle. It still responds immediately to throttle but it’s just not as punchy. For urban pootling the Normal mode feels fine and sensible with enough life to nip through traffic. Then there’s a Performance mode which sharpens everything up a bit.

But it’s really Cupra mode where it comes alive. In Performance there’s still a slight lack of bite to the steering but in Cupra mode it finally gets the weight and speed to deliver proper hot hatch handling.

That’s allied to well-gauged body control that keeps things tidy and an electronic LSD to help it dive in and haul out of corners with real willingness. There’s a delightful nimbleness and directness to how the Raval scurries through a sequence of corners. Sharp steering is aided by immediate and plentiful response from the throttle and lots of grip from the Bridgestone Pontenzas. This might be a pre-prod car but it already feels pretty well resolved and perhaps more alive than the Raval’s most obvious rival, the Alpine A290.

All VZ Extreme models get 15-way adjustable damping courtesy of the Dynamic Chassis Control. On smooth Spanish roads around Martorell even the stiffest setting delivers a firm but not uncomfortable ride. More relaxed modes seemed to cope well with our brief run on some

urban roads. I suspect that most UK drivers will use the “Individual” mode to marry Cupra throttle and steering with a more dialled-back ride to deal with our lunar surface-like roads.

One of the big changes for Raval over previous MEB-based cars is the introduction of a “onebox” braking system that brings three previously disparate control elements together, plus the introduction of rear disc brakes for the first time on a Cupra EV. The result – once you switch off the braking regen – is one of the most positive and natural feeling brake pedals fitted to an EV. If you want to use the regen, there are four levels accessed via column-mounted paddles, including an adaptive mode and full one-pedal driving.

Like a number of sporty EVs, the Raval gets a synthesised motor sound which activates in Performance and Cupra modes and adds a spaceship whoosh to heavy throttle inputs. It’s pretty well matched to speed and throttle and dies away at a cruise (pay attention, Abarth!), but it won’t be for everyone, so can be deactivated.

Cupra is adept at taking shared platforms and technology and giving them a recognisable Cupra feel, and the Raval certainly achieves that.

Cupra is also pretty good at adding a stylish Spanish design twist to its models. The test car’s funky camouflage hid the finer details but hinted at a neatly proportioned and sharply styled small car. Even under the wrap the Raval looks more interesting than its VW or Skoda stablemates. It sits low and wide, with 19-inch wheels filling out the arches and a rear light bar that juts out over a concave bootlid to make it look like it’s moving even when it’s standing still.

The triangular logo has inspired three-element light units at the front with slender triangular running and turn lights grouped around slimline Matrix LED headlight units. Cupra’s very proud of what it’s done with the lights. As well as a fancy welcome light show at the front, the taillights perform an elegant boot-up sequence that starts with the illuminated

badge and flows out through the laser-etched fullwidth light bar to the six triangular main tail units. All very funky and futuristic and something to differentiate it from its VW and Skoda siblings.

I can’t tell you much about the interior because it was mostly under heavy covers, with just the screens and steering wheel exposed. I can tell you the Cup bucket seats of the VZ trim are grippy, supportive and comfortable, and there’s plenty of space up front. Screen-wise everything appears to be the familiar Cupra setup. There’s a 15-inch central touchscreen running the latest and much-improved OS, and a smaller digital instrument panel directly ahead of the driver. VZ models, at least, get a drive mode select button and a dedicated Cupra button on the steering wheel along with proper physical switches.

Trim highlights for the Dynamic model include Dinamica-wrapped bucket seats and 18-inch alloys, plus the 207bhp motor. Dynamic Plus gets an iridescent paint finish, 19-inch wheels, Matrix LED lights and a 12-speaker Sennheiser stereo, as well as more advanced driver aids. VZ Extreme adds supportive Cup bucket seats and a "Manganese Matt” paint, plus the performance upgrades.

Prices for the Cupra Raval will start at €26,000 Euro. In the UK, we’d expect a starting price of around £25,000, rising to the region of £35,000 for the hottest VZ version. That’s a little more than a Renault 5 or Nissan Micra, but sporty Cupra always carries a price premium over more mainstream rivals. At the top of that estimate, it’s up against the Alpine A290 and the various spicy models from Abarth, Vauxhall and Peugeot.

All these impressions are based on a limited amount of time with a heavily camouflaged car, so things could change. But right now everything points to the Cupra Raval being a Spanish success story and serious rival to all those cars. Even under camouflage it looks great, and it appears to have the performance and handling chops to back up Cupra’s driver-focused approach.

CUPRA RAVAL VZ

Extreme Prototype

Price: £TBC (c.£35,000 est)

Powertrain:

Single-motor, front-wheel-drive

Battery: TBC

Power: 223bhp

Torque: 214lb ft

Top speed: 108mph

0-62mph: TBC

Range: c.249 miles

Consumption: TBC

Charging: TBC

RENAULT SCENIC MONTH FIVE

TAKEN FOR GRANTED

Walking across the Co-op car park the other day I had an epiphany. I realised that I had completely taken my Renault Scenic for granted.

In recent months, I’ve been walking out, jumping in and driving off, and not really looking at the car. But something in the way it sat alone in the fading light made me stop and realise what a damn handsome thing it is.

The Renault 4 and 5 have been getting plaudits for their sharp, retro-inspired designs, but the Scenic laid the groundwork with its own crisp, clean finish. This is a proper family SUV that manages to hide its size behind clever design. The sharp folds and angles of the front give it a unique identity and disguise the size well, as does the way the 20-inch wheels fill the arches.

I’m particularly keen on the way the hexagonal motif around the badge fades gradually as it spreads out, helping lessen the visual bulk of the car – something rivals like the Ford Explorer can’t manage.

Visual appeal aside, it’s fair to say that, in general, I have taken the Scenic a bit for granted in the last couple of months. But that’s because it’s just so good at doing what it needs to do.

31 LONG-TERM REVIEW

RENAULT SCENIC E-TECH ICONIC LONG RANGE

PRICE: £45,495 (£46,745 as tested)

POWERTRAIN: Single-motor, front-wheel-drive

BATTERY: 87kWh

POWER: 215bhp

TORQUE: 221lb ft

TOP SPEED: 105mph

0-62MPH: 7.9 seconds

RANGE: 369 miles

CONSUMPTION: 3.7m/kWh

CHARGING: up to 150kW

I know I can get up in the morning, get in and just hit the road without thinking about it. Whether I’m doing the school run with multiple small passengers, popping the 35 miles or so up to Edinburgh or heading on a longer trip into deepest, darkest England, there’s no faff, no stress. It will do the daily local runs for weeks without needing to be charged, and a full battery will get me at least 250 miles on the motorway before I need to think about stopping.

The My Renault app has helped with this. It’s not as comprehensive as the Genesis one on my last long-termer, but it does give you all the most important information and controls. I can remotely check the battery charge and range, set a charging schedule and activate the climate control. You can also integrate and manage a Mobilize charging subscription through the app, which allows for easy plug-and-charge operation at compatible ultra-rapid chargers.

My only complaint is that you can only activate the heated seat and steering wheel via a scheduled departure. I spend quite a lot of time flying back to Edinburgh in the cold evenings and it’d be nice to be able to fire them up on the fly on my way back to the car park. Especially now that the temperature is dropping.

My charging snafus of last month seem to have vanished and we’re back to smooth, faultless top-ups. While the Scenic’s 150kW isn’t slow, I have found myself wishing it was a little quicker. After a few long days in my VW ID Buzz, I really appreciated its 200kW ability and the difference that makes at public chargers. Still, I do most of my charging at home, so a slightly slower public top-up isn’t the end of the world.

Arrived:

Price as tested:

Inside, there’s a similar unfussy approach that feels designed to let the driver focus on driving. It might sound obvious but so many cars fail to do this. From the overall simplicity of the design to specifics like the easily accessible air con rocker switches, the steering wheel-mounted drive mode dial or two-press system to kill the ADAS, it’s all about attention on the road.

Even the touchscreen is easy to use. There’s lots going on but the things you want to access regularly are quick and easy to find and the whole setup is clear and responsive.

Those in the front are treated to wonderfully comfortable sports seats inspired by the tombstone pews of the 911. Behind them, there’s decent but not exceptional space for two adults, while the boot will hold up to 540 litres of luggage.

Porsche sells all manner of all-wheel-drive Macans, from the 402bhp to the lairy 630bhp Macan Turbo.

But our test car was the entry-level single-motor model, badged simply Macan.

This uses a 335bhp/437lb ft motor to drive the rear wheels, with an overboost function that cranks it up to 355bhp for short periods. Engage that from a standstill and the 0-62mph run will take 5.7 seconds.

It’s no slouch but there are less performancefocused cars out there that are just as quick, and similarly priced alternatives such as the Genesis or Polestar are notably quicker.

There’s more to performance than straight line speed, however. Even this “slowest” Macan is plenty punchy enough and is calibrated to make it easy to use its power. The throttle is well-balanced

and linear, with a gradual sharpening through the drive modes. Importantly, the brake is equally well judged. There is an automatic regeneration mode, but deactivate that and there’s a confidenceinspiring power and evenness to the braking that delivers a seamless handover from regen to friction and gives total belief in the car.

From the steering wheel you get Porsche’s trademark accuracy and predictability. It perhaps isn’t as meaty or communicative as older ICE Macans but it still delivers clean, sharp and linear steering that lets you exploit the rear-biased chassis.

There’s a bit of body roll through corners but it’s progressive rather than lurchy, and there’s plenty of grip. But at times you’re reminded of the electric Macan’s weight penalty. This is a 2.2-tonne SUV –300kg more than a petrol one – and sometimes it shows. Petrol versions feel more dynamic.

35 REVIEW

The Macan also demonstrates a sometimes unsettled ride. It’s generally controlled and comfortable but even with Porsche’s active suspension management (an £900 extra) there’s sometimes a chatter and odd resonance over uneven surfaces.

Every version of the Macan Electric comes with a 95kWh battery which Porsche says will offer up to 398 miles. Our test car’s official range was 361 miles, with consumption of 3.34m/kWh. As ever, official and real-world don’t tally but you will still easily get 300 miles on a charge. Pretty darned good for a sporty five-seater.

When it comes to charging, the Macan’s 800V architecture allows it to suck down energy at up to 270kW, meaning a 10-80% charge takes an impressive 21 minutes.

In the realms of Porsche, this entry-level Macan seems relatively cheap (remember, that’s relatively cheap).

Our test car started life with a list price of £68,500. That’s still around the same as the more powerful and quicker Polestar 4 Performance or GV70 and more than an iX3 or equivalent Q6 e-tron.

For that you get 20-inch alloy wheels, full LED lights, heated eight-way power adjustable seats, a powered tailgate, two-zone climate control, a 10.9-inch touchscreen with and a heat pump.

However, Porsche’s options list is notorious and our test car weighed in at a less affordable £82,000 after add-ons.

You could save a few quid by avoiding the embossed crest on the headrests (£185), the Bose stereo (£917) or the powered towbar system (£945). But there are other elements you would really expect as standard. Asking buyers of a near-£70k car to pay extra for a heated steering wheel, keyless entry or

front Isofix mounts reeks of money grabbing, especially when you’ll get them as standard on a Volkswagen.

If you want the extra punch of an AWD model, budget at least £72,000, plus a few bob for those options.

Porsche’s brief with the Macan Electric was to retain the appeal of the previous generation while giving it a thorough modern update.

And it has pretty much nailed that. The pace of the entry-level car isn’t mind-blowing and there are sharper handling variants like the GTS.

But even this basic car feels more dynamic than its rivals and it blends its drivability with comfort and quality. Just as importantly, it works as a mighty impressive EV with strong real-world range and boredom-blocking charging speeds.

PORSCHE MACAN ELECTRIC

Price: £68,500 (£81,991 as tested)

Powertrain: Single-motor, rear-wheel-drive

Battery: 95kWh

Power: 355bhp (with boost)

Torque: 437lb ft

Top speed: 137mph

0-62mph: 5.7 seconds

Range: 361 miles

Consumption: 3.34m/kWh

Charging: up to 270kW

USED BUYING GUIDE

Entry-level SE trim cars – available with either the Standard Range or Long Range battery – come with assisted cruise control and rear parking sensors as standard. Midtier 'Trophy' cars build on this, and come with a 360-degree camera, plus a heated steering wheel and front seats.

Externally, the MG4 Trophy gets an more aggressive bodykit developed between MG's offices in China and its design studio in London. Battery choices are either the Long Range unit, or the larger Extended Range option.

The XPower is the flagship trim, and its sports car-rivalling power clearly marks its position at the top of the MG4 hierarchy. It also comes with a number of visual changes over the Trophy. The Alcantara seats come

with fiery-red stitching, and while its orange 'brake callipers' are just covers atop the regular brakes, they do provide a bit of visual theatre.

Track Mode is also standard on the MG4 XPower, and tracks real-time G-force and acceleration. While interesting on a track day, it's no more than a gimmick - albeit a fun one - in the real world. And don't get any ideas that this is a Taycanrivalling sports car. It might have more power but MG did no work to upgrade the chassis or brakes, so handling isn't its forte.

It is also worth noting that while nicely laid out, some of the materials used in the MG4 can't match the quality of some of its rivals. The ADAS system is also one of the most intrusive around, and requires some tinkering within the

touchscreen to switch it off. Once you've done that, though, the MG4 is fun to drive, and its eagerness in the twisty stuff belies its 1.8-tonne kerb weight.

PRICE AND RUNNING COSTS

A used MG4 EV is one of the most affordable options around. As always, we used AutoTrader to browse the listings and found a total of 496 cars from trade sellers. For peace of mind, it is recommended to buy from an approved manufacturer network.

The cheapest MG4 we came across was a 2023 Long Range Trophy from Coventry MG with 93,267 miles on the clock and priced at £10,289. The most expensive non-XPower model was a 2025 Trophy Extended Range model costing £26,990. From new, it had covered just 598 miles.

Of the nearly 500 used MG4 EVs we found, just 49 were XPower models. The most affordable was a £19,653 car from 2024, which had covered 15,446 miles throughout its life. The most expensive was a recently-registered 2025 car with just 100 miles on the clock and priced at £25,995.

Using an off-peak home charging tariff of 8p/kWh, the 54kWh battery will set you back as little as £4.32 to charge from 0-100%; the 64kWh battery £5.12 and the 77kWh battery £6.16. Charging on the public network could cost 10 times that, although subscriptions such as the Ionity Power package can cut it significantly.

On April 1 2025, EVs became taxable under new government legislation, meaning they are no longer road tax exempt. As such, all-electric cars

39 USED BUYING GUIDE

registered from April 1, 2017 onwards will now cost £195 per year in road tax.

INSURANCE

The MG4 SE Standard range sits in insurance group 27 out of 50, placing it just slightly above the middle. As battery sizes and power increase, so does the cost of insurance. The 77kWh Extended Range comes under category 33, while the XPower is a group 40 car. As with any car, the exact price you pay will depend on everything from your age and occupation to where you live and your driving record, so it's best to shop around for quotes before committing to a purchase.

RELIABILITY AND RECALLS

The MG4 scored a full five stars in Euro NCAP crash testing, and all models come with automatic emergency braking (AEB) and lanekeeping assistance as standard. Trophy and XPower models build on this existing safety kit by adding blind-spot monitoring, rear cross-traffic alert and lane-change assistance to the mix.

Despite a decent safety performance and generous equipment, the MG4 scores poorly for reliability. In the 2024 What Car? Reliability Survey, the MG4 ranked

18th from 18 cars with a reliability score of 63.8%.

The car's biggest problem were related to non-motor electrics, interior trim, bodywork, and infotainment/satnav system. What's more, MG only paid for repairs in 55% of fault cases, leaving 39% of faults costing £1,000 more to the owners. 68% of owners surveyed by WhatCar? also said their car took over a week to fix.

Reliability woes aside, the MG4 has only one recall. At the end of 2021, a total of 1,960 cars were recalled when they were found to lock when running.

THE ONE TO HAVE

With its big power and relatively low purchasing cost, the MG4 XPower sounds a tempting proposition. Yet the reality is actually a car that's under-chassis'd and overpowered. The range is also a drawback, especially once you've taken advantage of all 429 electric horses once or twice.

Our pick of the used bunch would be the Extended Range Trophy model. With 242bhp and 323 miles of range on tap, that's all the used MG4 EV you'll ever need.

ENGWE P275 SE

By RICHARD ALVIN

affordable, refined, and ready for the daily commute

Could this really be a practical, comfortable commuter bike rather than a budget compromise? After riding it through UK streets and mixed terrain, I’m pleasantly surprised: the P275 SE is far more than a budget e-bike. It’s a competent, quietly refined machine that delivers on practicality and daily usability.

The 6061-aluminium step -through frame feels reassuringly sturdy yet not unnecessarily heavy. At around 28 kg, this isn’t a featherweight, but the bike tracks steadily and feels planted under acceleration or when riding through traffic. The upright riding posture, sweptback handlebars and a reasonably padded saddle make for a comfortable, confident ride.

In town, the heart of the P275 SE is its 250 W rear-hub motor combined with a genuine torque sensor. The motor kicks in the instant you load

the crank, giving a gentle but steady boost that fades smoothly as you approach the 15.5 mph assistance limit. It never felt jerky or over- eager; rather, it just gets you up to speed discreetly and efficiently.

All five assistance levels finish at the same top speed, differing only in power output. For city commuting and flat suburban roads, even the mid-level settings provided a consistent, effortless ride. On gentle gradients the bike performed fine, making everyday errands a breeze.

The P275 SE surprised me with how composed it felt over rough surfaces. The suspension fork is basic, but when paired with 27.5″ × 1.95″ CST tyres, it absorbs urban potholes and worn cycle paths with more grace than one might expect. After two months and a mix of tarmac, cobbles and even thorn-strewn country lanes,

When I first saw the spec sheet for the Engwe P275 SE: torque-sensor motor, hydraulic brakes, integrated lights, mudguards and a sturdy rear rack and all for just a whisker over £1,000, I admit I was sceptical.

for urban users who want to take the battery indoors and the same as my personal early generation Lapierre bikes. Engwe claims a range up to 62 miles, but in my real-world use I regularly saw between 25 and 30 miles per charge, depending on how much assistance I used and how hilly the terrain was. For a daily commuter covering a few miles each way, that’s perfectly adequate.

The Engwe P275 SE won’t be anyone’s choice for steep hill climbing or long touring. But as a city commuter or daily errand runner, it hits a sweet spot between value, practicality and comfort. It feels more considered and mature than many budget e-bikes I’ve reviewed: torque-sensor smoothness, decent hydraulic braking, integrated lights, mudguards, rack, and a well-balanced frame all add up to a trustworthy everyday rider.

I recorded no punctures — a testament to the tyres’ resilience and the bike’s overall build quality.

Braking is handled via unbranded hydraulic calipers front and rear. After a few rides to bed them in, they offered reliable stopping power and decent modulation.

From a comfort perspective, the step -through frame makes mounting and dismounting easy — a real plus for commuters, secondary riders or older users. The swept-back handlebar encourages an upright posture that’s easy on the back and wrists, and the adjustable stem and seatpost make the bike versatile for different riders. Power comes from a 450 Wh battery integrated into the down-tube. It locks securely, remains centrally positioned for balanced handling, and can be removed for charging, a neat touch

If you’re after a reliable, straightforward e-bike for city commuting, or a no -frills, good-value ride for errands and short-distance travel, at £1099, the Engwe P275 SE deserves a serious look.

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BEST EVs OF THE YEAR

2025 HAS BEEN ANOTHER BUMPER YEAR FOR EVS

From newcomer brands launching a raft of highvalue options to established players fighting back with style and substance, there’s never been more choice for drivers.

Whether you’re in the market for a compact city hatchback or after a high-powered SUV

with all the gadgets, there’s something out there for you.

And in 2025, that old truism that there’s no such thing as a bad car any more stands up (almost). Most of the options out there will serve the basic function of getting you from A to B without fuss.

But some do much more than that. Whether they offer exceptional value, eye-catching design, technical innovation or breathtaking performance, there are cars that stand out.

And it’s those cars we’re celebrating here.

RENAULT 5/ALPINE A290

The Renault 5 and its hot alter-ego the Alpine A290 have scooped virtually every automotive trophy going, and who are we to argue? The reason this Jekyll and Hyde pair have won so many plaudits is because they’re simply brilliant. With a modern design inspired by but not beholden to the original car, the R5 brings much needed flair and character outside and in. Under the surface a brilliantly judged powertrain offers plenty of punch for the class and a usable 250-mile range, and the onboard Google operating system is among the most user-

friendly on the market. And it does all of this for less than £23,000. Chuck in the option of a 220bhp hot hatch version that’ll have you grinning from ear to ear, and this dynamic duo deserve their place among the best EVs not just of the last year but of the last decade.

MASERATI GRANTURISMO FOLGORE

Some EVs wow with their range, or their value or their practicality. The Maserati Granturismo Folgore does none of those. Instead it wows with jaw-dropping looks, outrageous performance and the sheen of exclusivity that comes with any car costing north of £200,000.

The Granturismo (and GranCabrio sibling) is powered by three electric motors producing 751bhp and 996lb ft, meaning it delivers the kind of performance that shames its V8 predecessor – 0-62mph takes just 2.7 seconds. But it’s about more than speed, the chassis is sweet, nimble and supple, striking the right balance between sports car and long-range tourer. Its grand tourer credentials are cemented by a surprisingly spacious and comfortable cabin, plus a near-300mile range and 270kW charging. Where did we leave our chequebook?

TESLA MODEL Y

Since its launch in 2022, the Model Y has been the benchmark for its segment on space, range and value. There’s a reason any newcomer in the midsized SUV class is automatically named a “Model Y rival”. And 2025’s Juniper upgrade has cemented that. The changes, including a handsome redesign, improved range and upgraded tech make this the best Tesla yet. Some will still hate the bland interior and screen-based controls but build quality is lightyears ahead of previous

models and there’s still oodles of space for five on board. Add in rapid performance, nearly 400 miles of range and access to the reliable, quick and cheap Supercharger network and you’ve got a recipe for continued success.

Kia seems able to do no wrong with its current electric line-up. The EV4 is the latest offering and, like the EV3, EV6 and EV9, it delivers a compelling package for families. Whether space, value or range is your top priority the EV4 has you covered. It’s Kia’s

KIA EV4

first all-electric hatchback, intended to rival the VW ID.3 and Renault Megane (although there’s also an awkward-looking fastback). The EV4 uses the same excellent underpinnings as the EV3, which means a 201bhp motor and choice of 58.3 or 81.4kWh batteries

for up to 380 miles of range, and a composed and comfortable driving experience. On top of that setup is a spacious and stylish body with room for all the family, rock-solid quality and the latest tech, including onboard Netflix and smart route planning.

NISSAN MICRA

Nissan invented the mainstream EV segment with the original Leaf, then spent a decade falling behind. But now it’s back with a vengeance and with an instantly recognisable name from the past. The EV-savvy reader will know that

beneath the surface the Micra is a Renault 5, but if you’re going to borrow, borrow from the best. The Micra enjoys all the qualities of the R5, from its smart user-friendly interior to its composed chassis and impressive powertrain. To that it

adds a uniquely Nissan design and some smart specification choices. It also manages to eke out seven more miles of range thanks to its softer design, improving on already impressive capabilities.

MUNRO M280

The Munro M280 is an oddity on this list but if we’re looking for the EVs that have impressed us most, then it has to be here. It is designed as a rugged tool for use in the most extreme environments –from mines to military applications – and proves

what electric vehicles are capable of. Using a single 276bhp electric motor mated to a traditional 4x4 transmission, it blends seamless torque delivery and zero-emissions driving with the off-road capabilities of the toughest 4x4s. A 85kWh battery offers 16 hours

of off-road operation and, unlike the current crop of electric pick-ups, it can tow 3.5 tonnes and has a payload of a tonne. On top of that, Munro offers three different bodies for different use case and plans to offer a bespoke fit-out service for customers.

ŠKODA ELROQ VRS

Good looking? Check. Engaging? Check. Practical? Check. The Škoda Elroq vRS is the performance version of the Czech carmaker's oh-so-capable SUV. As any Škoda vRS worth its salt should, the Elroq vRS delivers its 335bhp effortlessly. The performance, all-

wheel-drive control and the chassis tweaks Škoda has made give you enough confidence to channel your inner Marcus Grönholm without ever feeling like you’ll overstep the mark. Thankfully, the boys and girls in Mladà Boleslav have resisted the urge to

swap the Elroq vRS’ suspension for an ironing board or to make the steering too heavy in the way that so many manufacturers do when it comes to their zestier offerings, so you can enjoy it even when you’re not channelling your inner rally driver.

CITROEN E-C3 AND Ë-C3 AIRCROSS

After having reverted to its core principals of being stupidly comfortable and a bit odd, the Citroens e-C3 and e-C3 Aircross are a much-welcome return to form for the French manufacturer. The e-C3 Aircross is a slightly larger version of the

e-C3 hatchback, and both are – thankfully – as comfortable as each other. Very comfortable, actually. The e-C3s glide effortlessly over the UK’s potholed roads, while their feather-light steering adds to one of the most relaxing driving

experiences out there. Factor in the silence of the e-motor and a fantastically-quirky cabin complete with ‘90s-style digital speedo, and you end up with two of the most characterful, pleasant EVs around.

ALFA ROMEO JUNIOR VELOCE

There are one or two criticisms to be levelled at the Alfa Romeo Junior Veloce. It’s woefully inefficient, the cabin quality is less than brilliant, and it’s expensive at £42,295. All of this is swiftly forgiven when you start driving, though. Sharing the same excellent

platform, same excellent 276bhp powertrain, and the same excellent limited slip differential as its riotous cousin, the Abarth 600e Scorpionissima, the Junior Veloce is the best-handling front-wheel drive car Alfa has made for years. Find a B-road, and the

Alfa’s chassis remains taut and chuckable. Before that sublime chassis runs out of grip, you’ll run out of talent. With a new take on its iconic ‘Trefoil’ grille, huge red Alcon brake callipers, and a flared bodykit, the baby Alfa is very much as good as it looks.

NISSAN LEAF

The new-for-2025 Nissan Leaf takes everything that was groundbreaking about the original car, and brings it bang into the 21st century. Moving away from the slightly-awkward looks of the Mk1 Leaf, this third-gen car boasts a slippery drag coefficient of

0.25Cd thanks to a swoopy crossover body that takes design cues from one of Nissan’s greatest hits from the 1990s. Factor in the top-notch Google built-in system and the optional 75kWh battery with its 386mile range, the Leaf looks poised to stake its claim

in the hotly-contested C-segment against the likes of the Kia EV4, Volkswagen’s ID.3, and the Renault Megane E-Tech. If Nissan delivers on its customer demand for a performance-focused Nismo version, expect things to get even more interesting. Fast.

EV RUNNING COSTS STILL HALF THAT OF ICE,

DESPITE PRICE CAP HIKE

Electric cars are still far cheaper to run than petrol or diesel equivalents, despite the impending energy price cap increase.

Ofgem has announced it is increasing the cap by 0.2% in January to 27.69p/kWh, pushing up home energy bills and domestic charging costs.

While at first glance that’s bad news for EV owners, analysis of the numbers show that even on a standard variable rate (SVR), they are still far better off than their petrol or diesel-driving compatriots.

The new cap will increase the average cost of fully charging a typical 71.1kWh EV from £18.73 to £19.69 on an SVR, according to analysis by Carmoola. Based on the UK’s average monthly mileage of 592 miles, this brings the monthly charging cost for an EV to £49.37. In contrast, a petrol driver covering the same distance spends around £93.19, with diesel only slightly lower at £89.48.

Even at the higher rate, EV drivers save £525.84 per year compared with petrol and £481.32 compared with diesel on fuel costs alone, demonstrating that electric cars continue to offer a clear financial advantage, even under the revised price cap.

Aidan Rushby, CEO and founder of Carmoola said: “Every time Ofgem updates the price cap, there’s a concern that rising electricity prices will make EV ownership more complicated – but this latest change doesn’t alter the picture for people who already drive electric, or those who have been seriously considering the switch. The updated cap still leaves EV fueling costs far lower than petrol or diesel, and that remains a reassuring constant for drivers looking at long-term affordability.

“The purchase price of a new EV is still a major factor for many households, and that isn’t something to overlook. But for those who have already decided an EV is within reach, the

Latest Ofgem changes can’t dent clear benefits of electric over petrol

and diesel

economics of fueling one continue to stack up clearly. Even with the slight rise in electricity costs, monthly charging expenses – as per Carmoola’s calculations – remain dramatically cheaper than filling up a petrol or diesel car.

“What matters most to drivers is predictable month-to-month costs – and on that front, nothing has changed. Saving hundreds of pounds a year on fuel provides welcome stability at a time when household budgets are tight. For existing EV owners, this latest cap brings no cause for concern, and for those weighing up a transition they can already afford, it’s another sign that charging an electric car remains financially secure over the long term.”

While Carmoola’s figures focus on the standard variable rates, drivers who sign up to an EV-specific tariff are even better off. With fixed overnight rates of as low as 6.5p/kWh a 71.1.kWh battery can be fully charged for just £4.62. That’s the equivalent of savings of almost £1,000 a year.

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So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.

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THE SECRET LIFE OF THE CHARGING PRICE

EV drivers and fleet managers face a Wild West of opaque

public charging

prices, and it's time for a change, argues Martijn Versteegen, CEO at car imaging specialists IMAGIN.studio.

Imagine driving a petrol car and the tank is nearly empty, but the prices on the petrol station forecourt signs are blank. You pull over, fill up, and the attendant shrugs, saying, "The bill will follow later." When the invoice finally arrives, you’re astonished. A litre cost £5, yet at the station just five hundred meters down the road, it was only £1.35. Unacceptable? Absolutely.

Yet, this is the daily, frustrating reality for the EV driver, and a reality few are talking about. Welcome to the ‘Wild West’ of charging prices.

Fleet managers know this best. The promise of electric driving is beautiful: clean, quiet, and a low cost per mile. But in practice, public charging has become a financial minefield. Without warning, you might pay 45p per kWh at one moment, only to be jolted by a rate of closer to £1 in a sudden bout of fast-charging panic.

Who sets this price? The charging point operator? The charging card provider? It’s an opaque mess of parties, roaming fees, and hidden surcharges. This fundamental lack of transparency is the elephant in the electric vehicle room, and in the meantime, various businesses are profiting from the confusion.

The imperative for visual clarity

New regulations aim to change this, mandating prices to be displayed at the station and requiring bank card payment options. This is fantastic in principle, but implementation is proving slow. Some charging points are "future-proof", others are far from it. Meanwhile, the consumer and the fleet manager feel powerless. You can’t refuse the invoice, but the persistent feeling that you're paying a premium for an unpredictable service continues to erode confidence.

Charging cost signage is a rare sight in the UK

This isn't just a consumer problem; it’s a critical issue for leasing companies and fleet managers who need cost predictability to manage budgets.

The key to unlocking the true potential of the EV revolution lies not just in regulation, but in immediate, crystal-clear communication.

We must demand systems that provide unambiguous, visually consistent information. This clarity must extend beyond the simple price on the station to every point of sale and communication. Whether a driver is checking a cost-estimation app, a fleet manager is viewing a dashboard, or a car buyer is configuring a vehicle online, the data -including the fluctuating cost structures -must be presented without ambiguity.

The solution requires advanced systems that prioritise data fidelity and visual consistency, ensuring that a price or a feature is represented accurately, in real-time, across all platforms. Only when we standardise and clarify the visual presentation of these complex, realtime variables can we rein in the charging cowboys. Then electric driving will truly deliver the predictable and affordable future it promises to be.