"THE WHOLE ICE vs EV ARGUMENT IS BOBBINS"
EV ROAD TRIPS FOR SUMMER 2025
Enjoy fast, rapid or ultra-rapid charging on 98% of our network.
Whether it’s local deliveries or long-range journeys, we’re here to keep your drivers and your business powered up for the road ahead.
Allstar One Electric. Got yours yet?
Allstar One Electric
One of the things I still come up against, even in 2025, is the idea that EVs are universally dull.
I still hear it: “soulless milk floats” or “fridges on wheels”. Usually from the kind of ill-informed dullard you dread being stuck beside at the pub.
I’m not going to labour the point that most cars, regardless of propulsion methods, are soulless tools bought for budgetary or practical reasons. I will just point out that the Vauxhall Corsa and Nissan Qashqai regularly top the UK’s best-seller list.
No, I’m going to focus on the positives. In the last month, I’ve driven six newly or recently launched EVs that are all about fun and engagement.
And they’ve not been £90,000 super saloons or 650bhp all-wheel-drive monsters. They have been a mix of small hatchbacks and compact crossovers all aimed at bringing the thrills of old-school hot hatches to the electrified era.
A standout for me has been the Alpine A290. You can read the full review on page 18, but this lively, characterful little car brilliantly evokes the days of hot Renault 5s, and early Golf GTIs, before they got too powerful for their own good. It’s not alone, the equally compact Mini John Cooper Works Electric does a great job of encapsulating the rough-around-the-edges feel associated with the JCW badge. It bounds and darts along country lanes just the way a hot Mini should (and rides as badly as JCWs always have).
Alongside these and other Mini JCW products, I’ve played in Alfas and Abarths that put a smile on my face every time I turned down a B-road.
We’ve also heard that Peugeot is resurrecting the GTi badge for the E-208 (see p7 for details). I am massively excited about this. It’s getting the same powertrain setup as the Abarth and Alfa, which we already know is utterly brilliant. And packaged in the sharp body of the E-208, that platform is finally getting the proper hot hatch looks it’s been crying out for.
Interestingly, Peugeot boss Alain Favey said when he unveiled the E-208 GTi that it was doing what Peugeot GTi had always done – tailoring performance
to the current age, reflecting the brand’s embracing of electric powertrains. Whether that’s true or some well-timed marketing flim-flam, there’s no doubt that the fun EV market is heating up.
Whether or not you’re lucky enough to own one of this new wave of fun EVs, now is the time to get out and enjoy your car. Make the most of the better weather and the endless brilliant driving routes the UK and Europe have to offer. To help you along, we’ve compiled a list of some stand-out EV road trips both close to home and further afield. Honestly, after putting the feature together I want to abandon my desk and spend the rest of the summer tooling the length and breadth of the continent exploring them all.
I can’t do that but I will be taking our new VW ID Buzz on our annual road trip to France later this month. Over two weeks and 3,000 or so miles, I’ll be finding out how this bigger-batteried long-wheelbase version copes with the heavy demands of my family of five.
I’ll report back next month but, until then, enjoy the mag.
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
Nissan has officially unveiled its all-new third-generation Leaf, which will be built in the UK and go on sale in the coming months.
Nissan helped kickstart the mainstream EV revolution with the first-generation Leaf but has fallen behind rivals in recent years. It says that this all-new model will build on the original’s legacy while addressing key barriers to EV adoption.
Built on the same CMF-EV platform as the larger Nissan Ariya, the new Leaf will offer two battery options. A 52kWh standard range model will return up to 270 miles of range while a 75kWh pack should give up to 375 miles on a charge –almost 150 miles more than the previous model.
Nissan is also proud of the Leaf’s high-speed capabilities, claiming it will cover more than 205 miles at a constant 80mph.
Using a new platform means the old Leaf’s outdated CHAdeMO connection has been replaced with the industry-standard CCS and the Leaf will now charge at up to 150kW, allowing a 10-80% charge in 30 minutes. The new Leaf also
features vehicle-to-load capability as standard and is vehicle-to-grid compatible.
Nissan hasn’t confirmed which motor is used in the Leaf but two-wheel-drive versions of the Ariya uses a 214bhp front-mounted unit, as do the Renault Scenic and Megane, both of which share the same basic platform.
While the mechanical changes are huge, the most obvious shift between generations of the Leaf are on the surface where the awkward hatchback styling has been replaced with a sleeker SUV style. There’s more than a passing resemblance to the smooth front of the Ariya, with big C-shaped lighting units joined by a full-width lightbar above an illuminated Nissan badge. While the Ariya’s grille area is black to contrast with the bodywork, the Leaf’s is body coloured, giving a more unified look. The simple, smooth approach continues along its flanks, enhanced by flush-fit door handles, while at the rear a coupe-inspired roofline dips down into a duck-tail spoiler. Without giving away any measurements, Nissan says the new Leaf is compact and manoeuvrable on the road but with a spacious interior designed to meet family needs.
Drawing some inspiration from the low-set and open cabin of the Ariya, the Leaf features a panoramic digital display using two 14.3-inch
screens above a simple block of media control switches and a row of Ariya-style haptic controls on the dashboard.
The new infotainment system is based on Google’s Android Automotive which will support smart route planning linked to the car’s battery status. All versions of the Leaf will get adaptive cruise control, lane keep assist and driver monitoring as standard.
Full specifications and prices are expected to be announced in the coming weeks but the Leaf is likely to be competing with models such as the Renault Scenic, Skoda Elroq and Volkswagen ID.3, suggesting pricing in the region of £30,000-£40,000.
The new Leaf will be built at Nissan’s Sunderland factory, where the 6,000-strong workforce is also preparing for the start of production of the nextgeneration Qashqai and the new Juke EV.
Alongside the new Leaf and Juke, Nissan will strengthen its EV offering this year with the new Micra, and a new smaller city car which will arrive in 2026.
Positioned as a grand tourer, Kia says the EV9 GT blends an “exhilarating” drive with the comfort and range needed to cover long distances. At the heart of the experience is a twomotor system which produces 502bhp and 546lb ft – 124bhp and 30lb ft more than the regular AWD model.
That allows this 2.6-tonne SUV to race from standstill to 62mph in just 4.6 seconds and on to a top speed of 136mph. Like its EV6 GT sibling the EV9 GT features “Virtual Gear Shift” which uses clever power mapping to simulate the action of a sequential six-speed transmission, enhanced by a rev counter, and audio and physical feedback.
To support the extra power, the EV9 GT’s brakes have been upgraded and the chassis enhanced with an electronic limited slip differential system, electronically controlled adaptive damping and road-scanning technology.
UK orders have opened for the new Kia EV9 GT, with the high-performance sevenseater priced from £82,185.
The EV9 GT uses the EV9’s regular 99.8kWh battery to deliver 280 miles of range and charging speeds of up to 210kW.
Visually, the EV9 GT gets neon green brake callipers, and neon green interior trim, along with GT-specific 21-inch alloys, seats and a customisable digital lighting grille.
Suzuki has confirmed that its first all-electric model – the e Vitara – will cost from £29,999 when orders open later this month.
The Fiat 600e and Kia EV3 rival is available in two trim levels and with three powertrain options, including an all-wheel-drive variant.
The starting price is for the 49kWh Motion 2WD, which uses a 142bhp motor paired with a 49kWh battery for 214 miles of range. Above that, all versions use a 61kWh battery expected to return up to 265 miles. That is paired with a 178bhp motor in two-wheel-drive variants.
Prices for the 61kWh e Vitara start at £32,999 for the Motion 2WD, rising to £35,799 for the betterequipped Ultra 2WD.
Unlike most rivals, the E Vitara will be available with all-wheel drive, badged Allgrip-e and offering 181bhp from a two-motor setup. The Motion Allgrip-e will cost from £34,999, while the Ultra Allgrip-e will start at £37,799.
Peugeot has confirmed it will launch its first electric hot hatch this year with the E-208 GTi.
Branded as a spiritual successor to the legendary 205 GTi, Peugeot says its new performance EV continues the GTi philosophy of tailoring performance to the current age.
Based on the same underpinnings as the successful Abarth 600e and Alfa Romeo Junior Veloce, the Peugeot E-208 GTi will pack 276bhp and 221lb ft of torque from a single front-mounted motor. That’s twice the output of the 1.9 205 GTi. Peugeot has said this will allow its electric hot hatch to get from 0-62mph in just 5.7 seconds –0.2 seconds quicker than the larger Abarth.
Like its Italian stablemates, the E-208 will feature a proper mechanical Torsen limited slip differential and rear anti-roll bar as well as a
bespoke suspension, steering and braking setup, including 355mm discs and four-piston callipers. The E-208 GTi sits 30mm lower than the regular car while the track has been widened by 56mm at the front and 27mm at rear to improve handling over the regular car.
While there are lots of changes over the standard hatchback, the Peugeot E-208 GTi will feature the same 54kWh battery. Officially, Peugeot says that will offer 217 miles of range in this most powerful of E-208s. We’d expect closer to 160-170 miles in the real world.
Visually, Peugeot’s designers say they’ve gone for a subtly sporty look that builds on the already sharp-looking hatchback. Unlike the related Abarth, there are no comically large spoilers or lurid logos.
There’s a more aggressive body kit with a deeper grille area flanked by “claw mark” LEDs, and flared wheel arches to cover the widened track. At the rear a larger high-level spoiler is balanced by a relatively low-key black diffuser. New 18-inch alloy wheels with huge GTi lettering call back to the Speedline design used on the 205 GTi, and are wrapped in Michelin Pilot Sport Cup 2 tyres.
Externally there are Neon Red highlights on the wheel arches, grille, and beneath the spoiler that echo the red lettering of the original GTi badges. That red theme is carried on in the interior where there are bright red floor mats like the 205, as well as red trim on the dashboard and seatbelts. The sports seats are finished in a mixture of leather and Alcantara, with the rear panel divided vertically with an Alcantara panel and a mesh panel reminiscent of the 205’s fabric upholstery.
There’s no word on E-208 GTi pricing yet or when it will go on sale. Based on the regular car’s £30,000-£34,000 price range and the Abarth’s £37-40,000, list price, we’d expect the Pug to squeeze in just under the £40k barrier and to arrive in showrooms later this year.
The Chinese EV maker, which only arrived in the UK in January 2025, revealed major technical updates to the G6 and confirmed they would be coming to European markets.
Central to the upgrades to the car’s 800V platforms is a new “5C supercharging battery” which increases the G6’s already impressive 280kW charging capability to a staggering 451kW and allows for a 10-80% charge in just 12 minutes.
Xpeng hasn’t given any further details but has said that it is a lithium iron phosphate (LFP) construction. For reference, the current G6 model uses a 66kWh LFP battery for a range of 270 miles.
The upgrades put the Xpeng model significantly ahead of any European rivals. The closest models are the Porsche Macan/Taycan and Mercedes CLA, which all peak at 320kW. The Model Y manages a “mere” 250kW, in comparison.
XPeng has announced a series of major upgrades to its G6 that allow the Tesla Model Y rival to charge from 10-80% in just 12 minutes.
Fiat has begun testing a superfast battery swapping system that could solve charging problems for drivers without off-street parking.
The Italian brand is collaborating with specialist Ample to trial battery swapping through its Free2move car sharing operation. It says it hopes a successful trial could quickly be expanded to deliver the service to private customers.
The trial is being conducted in Madrid and involves 40 Fiat 500e cars fitted with Ample’s modular swappable battery packs. Drivers using one of the test vehicles can drive it into the Ample swap station and have their depleted battery removed and replaced with a fully charged unit in just five minutes. A regular 1080% charge in the 500e would usually take around 30 minutes.
Olivier Francois, Fiat CEO, commented: “This new battery swapping technology significantly reduces the fear of depleting battery mid-trip and dramatically cuts recharge time, delivering a seamless and effortless experience for drivers.”
EV drivers can now earn Tesco Clubcard points for charging their cars.
The supermarket giant has extended its partnership with charging provider Pod to allow customers to earn points while charging at its stores.
Pod operates more than 2,600 public chargers at more than 600 Tesco locations across the UK. Now, Clubcard members can collect one Clubcard point for every pound spent on charging at Pod’s chargers. Although the Pod devices are Vauxhall-branded, they are open to drivers of all electric cars.
Tesco’s group membership and loyalty director Shama Wilson said: “Our customers have long been able to collect points on fuel from Tesco, but with an increasing number of drivers switching to electric vehicles we are delighted that shoppers will now be able to collect Clubcard points when they charge their cars at our stores, thanks to our exciting partnership with Pod.”
Octopus Energy has teamed up with Chinese electric vehicle giant BYD to unveil a UK-first “Power Pack Bundle” that could accelerate the adoption of vehicle-to-grid (V2G) technology across the country.
The new V2G car bundle includes a leased BYD Dolphin car, a bi-directional Zaptec Pro home charger, and access to a smart tariff that enables completely free home charging. The bundle will be priced at under £300 a month and is expected to go live later this year.
V2G technology enables EVs to charge at times of low energy demand and cost, and to feed electricity back into the grid during peak hours, helping balance the grid and cut reliance on fossil fuel generation.
Octopus claims the typical driver could save up to £620 a year compared with standard EV charging costs — and nearly £1,000 annually versus fuelling a petrol car.
“This is a game-changer for drivers and the energy system,” said Greg Jackson, founder of Octopus Energy. “By using the spare capacity in car batteries to support the grid, we can give drivers free charging and reduce the cost of renewable energy for everyone.”
The Late Brake Show star and bona fide ‘car guy’ JONNY SMITH explains to George East why it’s possible to enjoy EVs and ICE vehicles, how electric cars can help classics stay on the roads, plus the 'mindful motoring' that comes with driving electric
The car community has a problem. Look at any social media site featuring a car post, and both internal combustion engine and EV enthusiasts will be taking lumps out of each other in the comments section.
I recently experienced this first hand while test driving a Tesla Model 3, during which time I was branded a “Nazi,” a “card-carrying fascist,” and told I was complicit in genocide. All of this by total strangers online.
To explore how this somewhat nasty online trend has emerged over recent years, I sat down with Jonny Smith, long-time car journalist, broadcaster and, in his own words, “the automotive bridge between EV and V8".
“There’s this definite assumption that you can’t be a real car fanatic if you appreciate electric cars or drive one, and I think that’s utter bobbins,” he opens. "Some people genuinely have said that I can't be a true car fanatic because I review electric cars.
“And, I feel it’s actually got worse since Covid.”
It’s certainly a left-field theory. It does, however, make sense as Jonny delves deeper into the thoughts behind his explanation.
“I think that people are harnessing anger and upset about the repercussions of Covid and the economic turmoil it created. People are upset, and I think EVs are getting punched in the gut for it.”
In reference to the 2035 ban on selling new internal combustion engined cars, Jonny adds. “It doesn’t help that it’s the government saying ‘you must adopt this’ and we’ll tax you for it, too. I don’t think it’s that people actively dislike EVs, it’s that they dislike being told they should buy an electric car. A few people have actually said that to me.
“There’s also an element of feeling threatened, I think. There’s a lot of disinformation around EVs [and ideas] like the government restricting drivers from travelling more than 200 miles or 500 miles per year. I don’t think that’s the case. In the UK, we’ve got too many cars for that, we’ve got too many businesses attached to the EV-sphere, and we’ve got too much of a dedicated car culture here.”
CONTINUED ON NEXT PAGE
Looking ahead to 2035 when EVs will be the only brand new cars available on sale, Jonny feels that it’s down to the carmakers to do more to get bums on seats and place more of an emphasis on learning a new way of motoring.
“If I were an EV manufacturer, I’d let people borrow EVs for a week or 10 days or something,” he explains. “I think a lot of people who get really pitchforky over EVs have never even sat in one, let alone driven one. If they did, they may well discover how to appreciate it and understand how and where it might fit into their life.
“There needs to be an educational shift, because you do have to get your head around on a new way of refuelling, for example. I think the best way to approach this is likening it to a mobile phone - you can put it on charge for five minutes here and there.
“I’m actually talking to you from my parents’ sofa, and they don’t have a charger and I don’t have a three-pin granny plug, which is a bit annoying. But my point is that if you have a three-pin and leave the car on charge for 12, 15 hours or whatever, it’s still usable power going into the battery.
“Just because you’re learning this new approach to driving and living with a car, it doesn’t make you any less of a car enthusiast. Assuring people that they’re no less of a car enthusiast just because they drive an EV will be the biggest thing when it comes to making the transition.”
And it’s that reassurance that leads Jonny into explaining how EVs will complement classics. Don’t forget that both Jonny and The Late Brake Show are synonymous with his largely unrestored 1968 Dodge Charger.
At the other end of the automotive spectrum, his fleet of cars includes a Honda Insight and a new, all-electric Renault 5. Previously, Jonny has also owned a Kia Soul EV, and a Volkswagen e-Golf.
“The car world can be a really broad church if you open your mind to it, and that’s what I really love,” he continues. “I really enjoy the duality of having both EVs and ICEs, because they’re both tools suited to different jobs.
“The more I drive electric cars, the more I cherish the moments when I drive a classic. People don’t believe me when I say that classics will really benefit from EVs, but I do actually believe that. I think when we’re all driving electric, it’ll encourage car enthusiasts to appreciate analogue cars more, delve deeper into their history, and when they do use them, those moments will be extra special.”
As part of how EVs and classics work in lockstep, Jonny highlights the financial savings that come with running an electric car over an ICE model - current findings have shown that EVs are 50% cheaper in terms of maintenance. What’s more, home charging can be done for as little as 6.7p per kilowatt hour.
“I know that the government has now decided to tax EVs, but up until this year they were tax exempt,” he recalls. “Still, it’s less tax than a petrol or a diesel car, so that into how much money you save on fuel over the course of a year and don’t forget that EV servicing intervals are less frequent, and you’ve saved a chunk of cash.
"The car world can be a really broad church if you open your mind to it, and that’s what I really love"
“I’d say that the more I’ve driven EVs, the more I’ve spent on my Dodge, so the electric cars are kind of keeping it on the road, because let’s say I’ve saved three grand. Well, that money I’ve
saved I can spend on parts, or doing the paint, or rebuilding the engine.
“Don’t get me wrong - some people I’ve explained this to get it, and some others just think I’m a bloody lunatic. That’s just how I’ve always seen things, though.”
In this age of paradox where mental wellbeing is emphasised but UK adults are spending more time online than ever, Jonny believes EVs are able to contribute to forging deeper human connections and feeling better in general. His assessment is one that fully checks out. After all, research has shown that 38% of EV drivers said they feel less stressed than when driving an ICE.
“Electric cars just lend themselves to mindful motoring, don’t they?” he asks rhetorically. “From how they drive with the silence in the cabin, the whole EV emphasizes your appreciation for music, and I really feel that the best way to have a conversation with someone is to go for a drive with them.
“When you’re driving, you’re looking out at the scenery, and you’re more alert so you’re processing things deeper than you would normally do. While you’re still sitting close to your passenger, you’re not making eye contact with them, so you’ll let your inhibitions drop.
“Genuinely, some of the deepest, most meaningful conversations I’ve ever had have been in EVs.”
It's the concept of “mindful motoring” that loops back to re-defining what motoring means from an EV perspective.
“I just find that I let a lot more wash over me in an electric car,” Jonny concludes. “There’s something satisfying about them, whether that be pre-
warming the cabin with the app on your phone and not having to warm up any components. I mean, is cold start even a thing anymore?
“Some people say to me that they find stopping to top up your battery or even charge fully is a waste of 20 minutes, half an hour, or whatever. I enjoy it, though. That charging window allows me to take the time to stop and reply to some of the hundreds of emails I’ve got in a thoughtful way, or have a nice phone call with someone.
“Besides, you’re going to have to stop in your petrol or diesel car if you’re driving 200 miles or something. Once you’ve popped to Starbucks and been for a poo, that’s 20 minutes or so gone. When you think about it like that, it’s not really all that different, is it?”
Summer and road trips go together like the seaside and ice cream or bank holidays and beer gardens. With longer days and better weather, the next few months are the perfect time to get out and enjoy time behind the wheel.
So we here at EV Powered got to thinking about the road trips we’d like to take in our EVs. From those right on our own doorsteps to adventures in far-flung places.
Our main priority has been to pick routes that drivers and passengers can enjoy, whether that’s through thrilling roads, stunning scenery or fascinating stops along the
way. This being an EV-specific list, though, we’ve also given consideration to the infrastructure in place to support electric vehicles en route.
You can’t have a list of UK road trips without including the NC500. The ever-changing roads of this 516-mile route are a driver’s dream and something to be relished in an Alpine A290 or Hyundai Ioniq 5 N. But to race around it like your hair’s on fire is to miss so much more. Running in a loop from Inverness Castle, the NC500 follows the northern coastline of Scotland, encompassing the Highlands at their most spectacular. From soaring mountains and deep lochs to towering cliffs and white-sand beaches, the route is a nature-lover’s paradise. But it’s also famous for the wealth of food, drink, history and culture to be discovered along the way.
Infrastructure along the route is still variable and many chargers are limited to 50kW but there are enough of them dotted along the way to allow top-ups. It’s also only 500 miles, which is less than two full charges in something like a Skoda Elroq. And if you’re taking it easy to appreciate the views (or stuck behind a rental motorhome), you won’t be racing through your energy anyway.
The Great West Way can, in theory, be driven in about three hours and without a single stop but that would be to miss the point. One of England’s historic “Great Roads”, it runs from Bristol to London (or vice versa) through some of the most picturesque parts of the country. The route itself largely follows the line of the A4/M4 but invites you to use smaller parallel roads. From there you can embark on myriad detours to explore its picture-postcard Cotswolds villages and country lanes. History buffs can dive into the past of Hampton Court Palace or Stonehenge; foodies can indulge themselves at Michelinstarred restaurants and film fans can geek out at locations used in everything from Paddington to Poldark.
At around 150 miles long, it’s easily manageable on a single charge for an average EV. But even if you spend days getting lost among the lanes, its location in some of the more densely populated parts of the UK means there’s no shortage of public charging.
From the tip of mainland Britain to its western edge, and the Coastal Way. Like the NC500, this tour along the twisting Welsh coastline offers a blend of great driving routes, fascinating history, food, culture and more.
Nestled between the mountains of Snowdonia and the beaches of Cardigan Bay, the 180-mile route runs from the pretty fishing town of Aberdaron to Britain’s smallest city, St Davids. Along the way it passes through the Llŷn Peninsula – an official area of outstanding natural beauty – winds past golden beaches and picturesque fishing villages where you can enjoy fresh-caught seafood, and takes in colourful Portmeirion and bustling Aberyswyth. Like the NC500, you can spend as little or as much time as you like exploring the route, enjoying everything from neolithic remains to adventure sports.
EV infrastructure along the way is ‘adequate’ rather than generous but slower chargers just mean you’ve got more time to enjoy the scenery and attractions as you stop. And at less than 200 miles in length, you can probably do it on a single charge anyway.
Norway is famous for being Europe’s most pro-EV country. In April 97% of new cars registered there were all-electric and it has led the way for years on infrastructure and incentives. That alone would make it worthy of an EV road trip, but Norway also happens to be stupendously scenic. There are 18 officially recognised “Scenic Routes” taking in the country’s wealth of fjords, mountains, waterfalls and more.
We’d recommend linking a few of these together on a route from the bustling coastal city of Bergen to Ålesund via the “snow road between the fjords” at Aurlandsfjellet, across Norway’s highest mountain pass at Sognefjellet then down to Lom. From there, loop up to complete the Geiranger to Trollstigen route, tackling the Troll’s Ladder, a hair-raising 24-mile stretch of road that writhes through the Romsdalen valley, encompassing 11 hairpin bends and gradients of 1 in 12. If your jaw is still attached to your head by the time you reach Ålesund, head north-east to the Atlantic Road. Arguably the most beautiful stretch of road on earth, this connects the island of Averøy to the mainland via a chain of eight bridges spanning a series of tiny islands and islets.
Most of our routes are about taking things easy and enjoying the scenery, culture and things to do along the way. But the Snake Pass is all about the driving experience. This 14-mile stretch of Tarmac links the market town of Glossop in Derbyshire with Ladybower Reservoir, snaking (as the name suggests) over the hills and moors of the Peak District. While you absolutely can enjoy the panoramic views of the National Park while bimbling along in a Kia EV9 or Citroen E-C4, the Snake Pass is more about grabbing something like an Abarth 600e by the scruff of the neck and enjoying how it dances along the twisting, undulating road. At just 14 miles long, you’ll have plenty of charge for a return run, or you can extend your route, linking up with the nearby Cat and Fiddle. Named after the famous pub at its summit, this runs from Buxton to Macclesfield and offers another bite-sized chunk of challenging motoring thanks to its combination of steep ascent and descent and tightly packed sharp bends.
History, great food, great driving, plentiful charging and sun-kissed sand - the Route Napoleon has everything you need for an EV road trip. Following the path the French emperor took back from exile in 1815, it starts at Golfe Juan on the south coast and heads into the Alps-Maritime to finish in Grenoble. We would suggest running it the other way, though, so you finish on the glittering Cote D’Azur.
Whichever direction you go, the Route Napoleon offers phenomenal driving roads that change from the flowing coastal stretches to sinuous Alpine paths clinging to the side of mountains with breathtaking views of the valleys far below. Whether you’re in a Taycan or a Toyota, you’ll get a kick out of the every-changing roads and scenery. But there’s also more to the route – from Grasse, the “perfume capital of the world” to the glamour of Cannes, the gastronomic delights of Provence and the rich history of the region, including Napoleon’s famous trek. France has some of the best EV charging in Europe and apart from a stretch between Chateau-Arnoux-Saint-Auban and Grasse, the route is littered with high-speed chargers that will keep you topped up on this 200-mile adventure.
The Netherlands is another leader in the European EV scene, which means you’ll have no problem staying mobile. In fact, it has more public chargers than anywhere else in Europe, so you can explore the whole country with ease. Also, it’s flat, so great for efficiency.
Being flat means the scenery isn’t as spectacular as other routes on our list, but taking a relaxed drive from Amsterdam to Rotterdam there’s still plenty to see. A short hop north of Amsterdam delivers the comically stereotypical windmills, canals and clog shops of Zaanse Schans, before heading toward trendy Rotterdam via the worldfamous tulip fields of Keukenhof. Along the way there’s also a wealth of history and culture to explore. Before leaving Amsterdam you can overdose on art at the Riksmuseum or museums dedicated to Van Gogh or Rembrant, or get your science on at the NEMO centre. Once you arrive in Rotterdam, there’s more art to enjoy, plus experimental architecture and the achingly cool bars and restaurants of Witt de Withstraat.
One of the best things about a road trip is seeing sights you don’t normally see. So Germany’s Black Forest is an obvious choice. Its smooth Tarmac sweeps between dramatic swathes of pine trees, emerging into broad sunlit valleys and diving up and down mountainsides via hairpin bends.
We’d recommend starting in Stuttgart and ending in the spa town of Baden-Baden, taking in the famously beautiful B500 Black Forest High Road along the way. The run from Stuttgart to BadenBaden is less than 100 miles while the famous “High Road” is a mere 37 miles long, so range anxiety isn’t a concern. The B500 itself is light on charging options but there are plenty of highpowered devices at either end, and between Stuttgart and the road’s start in Freudenstadt.
While the road can be tackled in a few hours, you can still lose days taking in the attractions along the way. Car fans can explore automotive history at the Porsche and Mercedes museums in Stuttgart, while there are endless walking and cycling routes through the magnificent countryside for nature lovers. Fairytale castles such as Hohenzollern offer something for the historically inclined, and there’s the small matter of the region's famous cake...
The Alpine A290 must be one of 2025’s most anticipated new electric cars.
The Renault 5 has been lauded by everyone who has driven it, and the idea of a version that’s been fettled by Alpine’s expert engineers is enough to have most car fans salivating.
After all, Renault is famous for its thrilling compact hatchbacks and the Alpine A110 is hailed as a modern masterpiece. So the Alpine A290, based on the brilliant R5 and apparently designed to bring A110 feels to an electric hot hatch, could and should be brilliant.
The A290 is the entry point to Alpine’s electric ‘dream garage’, sitting beneath the A390 crossover and the A110 sports coupe. Priced from £33,500 to £37,500, its most obvious rival is the Mini Electric in either 215bhp Cooper SE or 254bhp Mini John Cooper Works Electric guise. However, the EV hot hatch sector is heating up with models such as Abarth’s 500e and 600e, and the Volkswagen ID.3 GTX falling either side of the Alpine on power, space and price.
So can the Alpine A290 live up to expectations and stand out from the crowd?
Good looks are all about genetics. Start with the right basic ingredients and bone structure and you’ll most likely end up with something others find attractive.
So the Alpine A290 is onto a winner straight away.
The Renault 5 is a brilliant piece of design, with sharp lines and beautiful proportions. The Alpine, with its door scoops, body kit and big wheels just gives it some extra muscularity.
The track has been widened by 60mm for a more aggressive stance and the flared wheel arches and side skirts emphasise the width while highlighting the striking 19-inch “snowflake” alloy wheels. At the front the bumper is more angular, with bigger air scoops, and the A290 uses X-shaped running lights for a rally-inspired look. At the rear a ducktail spoiler and diffuser enhance the R5’s sharp lines. The Mini looks bloated and awkward in comparison.
CONTINUED ON NEXT PAGE
Inside, there’s a good amount of shared real estate with the R5 but enough touches to make the Alpine feel special. While the screens, buttons and layout are all pretty similar, the Alpine gets a bespoke centre console with a threebutton drive selector borrowed from the A110. It also gets a unique steering wheel with centre line stitching, a bright red OV button for power boosts and a Ferrari-style dial for adjusting the brake regeneration force.
Interior materials get an upgrade, so the Renault’s funky bright fabric seats are now wrapped in classy blue leather, the dashboard is finished in leather and features a backlit Alpine badge, and even the door tops benefit from nicer plastics (in the front, at least). Overall they add a more sophisticated sheen that fits with the Alpine brand.
The car is no bigger than a regular R5, so rear space is tight but the boot’s a decent 326 litres and the five-door body is more practical than a Mini hatch.
On the tech front, the 10-inch central screen is lifted straight from Renault and runs the same Google-based operating system, which is smart and responsive. Buried within it, though, are Alpine-specific elements including live telemetry which can show you everything from G forces and overtake boost potential to lap times and brake temperature. You can even film your
track session on your phone and overlay the data via the Alpine app. There’s also a coaching mode to help with everything from sight lines to managing lift-off oversteer, and video game-style challenges.
Which brings us on to the heart of the Alpine A290, because a hot hatch is nothing without performance.
While the Alpine is based on the same AmpR small platform as the Renault 5 and uses the same 52kWh battery, Alpine’s engineers have been busy with the spanners.
On the motor front, there are two options – a 178bhp unit fitted to the GT models, and a 217bhp one used in GT Performance and GTS. The lesser of the two gets 210lb ft and manages 0-62mph in 7.4 seconds. The Alpine A290 GTS gets a minor torque boost to 221lb ft and cuts the 0-62mph time to 6.4 seconds.
The Alpine’s chassis has also had attention to elevate it above the everyday hatchback. The car gets a bespoke subframe to improve the motor’s position for better handling. The suspension has been retuned and stiffened, hydraulic bump stops added and bespoke front and rear anti-roll bars fitted to improve responsiveness and control.
The brakes are upgraded Brembo units and more powerful models roll on Michelin Pilot Sport S5 tyres for added grip.
The result is a well balanced, controlled and fun car but one that feels like it’s operating at 8/10ths.
Sink the throttle in Sport mode or press the big red OV button and there’s a squirm of torque steer, an electronic zooming noise and the digital dials are replaced with a whooshing graphic like the Millennium Falcon entering hyperspace. It’s quick enough from a standstill and there’s good mid-range pull for overtaking or hauling yourself out of corners, but the 300kg heavier Mini JCW is half a second faster to 62mph and its throttle feels more responsive.
Braking from the weirdly high-set pedal, however, is reassuringly powerful and brilliantly linear, with no obvious shift from regenerative to friction. Combined with impressive levels of grip from its Pilot Sports, it gives you confidence to explore the A290’s abilities.
In the corners, the Alpine is direct and lively but well balanced. You can throw the nose into an apex and adjust the line with the throttle for a playful but always stable feel. The steering is precise and well weighted, but it’s not as aggressive as I’d like from a hot hatch. As with the throttle, a little more bite would be welcome. An Abarth 600e feels keener in the corners, and it has less body roll too.
That may be a result of Alpine trying to balance poise with comfort. The A290 is firmer than an R5 but has a welcome suppleness that’s missing from its rivals, especially the tooth-loosening Mini JCW. The Mini might roll less in corners, but you can drive the Alpine for hours and not feel like you’ve been trapped inside a washing machine.
It’s undoubtedly a better all-rounder and can handle urban pootling and motorway cruising better than rivals, which perhaps makes up for the slightly softer driving experience.
As mentioned, the 52kWh battery with its 100kW charging is retained, offering an official range of 226 miles and a real-world one of around 150 to 160 miles if you’re having fun. That’s not brilliant, but rivals can’t do any better.
The Alpine A290 range starts at £33,500 for the basic GT model, rising to £37,500 for the GTS I tested and £38,500 for the limited edition GTS Première Édition.
Every version comes with full LED lights, 19-inch alloy wheels and privacy glass. Heated seats and steering wheel, the fully connected 10-inch infotainment system, wireless phone charging and adaptive cruise control are also standard.
The step up to GT Premium brings two-tone Nappa leather, a bi-colour roof, upgraded sound system and blue brake calipers, while GT Performance adds the more powerful motor, Pilot Sport S5s, the telematics system, black badging, red calipers, and a recycled fabric interior.
The GTS gets the more powerful motor as standard along with all the kit from GT Premium and the tyres, and telemetry from the Performance variant. On top of that, the Première Édition adds the optional advanced safety and driving packs, along with special badging, carpets and blue wheel centres.
The Alpine A290 is a hugely likeable and enjoyable car. It looks fantastic and feels suitably upgraded from the basic R5.
It’s also quick, lively and engaging. However, it feels like there’s more to be wrung from it. Perhaps the compromise has been in making it easy to use every day as well as being fun to drive, but in raw hot hatch terms, it’s not quite as aggressive as it could be.
PRICE: £37,500
POWERTRAIN: Single-motor, front-wheel-drive
BATTERY: 52kWh
POWER: 217bhp
TORQUE: 221lb ft
TOP SPEED: 105mph
0-62MPH: 6.4 seconds
RANGE: 226 miles
CONSUMPTION: 3.7m/kWh
CHARGING: up to 100kW
Toyota’s EV game has been slow to get going. The famously innovative Japanese brand only launched its first electric car – the bZ4X – in 2022 and we’ve been waiting for a follow-up ever since. Now, though, things are accelerating and along with an estate version of the bZ4X in 2026, the CH-R+ and Urban Cruiser are on their way.
The Urban Cruiser is due to launch in the UK in the second half of 2025 but EV Powered has been given access to a pre-production model to get an early impression of Toyota’s newest
Toyota calls this a B-SUV – or compact SUV – which is a confusing segment. It covers everything from the £23,500 Vauxhall Frontera to £40,000 versions of the Kia EV3, and from 4m-long models like the Jeep Avenger to the near-4.5m Skoda Elroq.
We don’t know where it will sit within that price bracket, but we do know that physically, the Urban Cruiser sits somewhere in the middle. At 4.285m long it’s a good 20cm longer than a Jeep Avenger or Fiat 600 but around 15cm shorter than a Peugeot E-2008 and 25cm shorter than a Kia EV3.
We also know that, behind the Toyota badge, the Urban Cruiser is the product of a joint project with Suzuki and, under the skin, is the same as the Suzuki E Vitara. It’s not the first time the two Japanese brands have collaborated, but is this badge-sharing exercise the right way for Toyota to boost its EV
Please note, this review is based on a pre-production prototype. We don’t expect massive changes between this and the final version, but we will wait to drive the production version before delivering a definitive
Toyota says it wants the Urban Cruiser to have a robust and authentic SUV character. That’s shorthand for a tall body, boxy styling and black plastic
CONTINUED ON NEXT PAGE
It’s a fairly standard approach and there’s not a huge amount to differentiate the Toyota from its myriad rivals. At the front, the bonnet has a more pronounced slope than some alternatives and Toyota has applied its hammerhead design, which means slimline headlights and a smoother bumper area than the fussy Vitara. Elsewhere the high beltline, hidden rear door handles and chunky bumpers are similar to many rivals.
Inside, things are bland but robust. As with a lot of Toyotas (and Suzukis) there’s a reliance on grey and black plastic and not much flair in the design. The dashboard is a fairly featureless stretch broken up by vertical air vents, and the centre console is a plain affair but with pleasantly simple controls and a handy lower-level storage area. Between them user-friendly physical switches manage the single-zone air conditioning.
On first impressions, the Toyota Urban Cruiser is composed, comfortable and competent but technically limited
While a touch dull to look at, everything, even in this pre-production car feels built to last a lifetime – the dash is more solid than the Audi A6 I drove recently.
The Urban Cruiser also impresses with its interior space, particularly in the rear where there’s room for an average adult behind a similarly sized driver. That comes at the expense of boot space, though, which is just 238 litres. Sacrifice some legroom by sliding the rear bench forwards by up to 16cm and you boost that to 310 litres – enough for a weekly shop but pretty meagre compared with most rivals.
On the technology front, the Urban Cruiser features a 10.25-digital instrument system that’s bright and clear, and a 10.1-inch infotainment touchscreen with built-in sat nav, connect services and wireless smartphone mirroring. Sadly, the touchscreen on our car was comically sluggish to respond and too many commonly used features were hidden in sub menus. I’ll add a caveat that these are prototype cars, so it’s possible the system will be improved, just don’t count on it.
Full specification details are still to be confirmed, but Toyota told us that the Urban Cruiser will also feature adaptive cruise control, blind spot monitor and adaptive headlights alongside front and rear parking sensors and road sign assist.
In technical terms, the Urban Cruiser slots fairly centrally among rivals. There are three powertrains – two front-wheel-drive and one all-wheel-drive. Based on low demand for the AWD Yaris Cross, Toyota told us that the UK won’t be getting the AWD version.
That leaves us with the choice of a 49kWh (gross) battery mated to a 142bhp
motor, which offers an expected range of 214 miles, or a 61kWh (gross) unit that works with a 172bhp motor and offers a predicted range of 265 miles. For reference, the EV3 comes with 58.3 or 81.4kWh, the Elroq offers 49, 59 or 77kWh, and the Stellantis crew come with 50kWh/134bhp or 54kWh/154bhp options.
Output figures for both powertrains are better than then equivalent Stellantis options, but the Skoda and Kia offer more oomph. In fairness to the Urban Cruiser, the 172bhp option I drove feels punchy enough for its intended use. A 0-62mph time of 8.7 seconds isn’t quick, but there’s sufficient torque to allow easy motorway merging or nipping away from traffic lights.
Throttle input is nice and linear and the shift between energy recuperation and friction brakes is smooth. There are multiple levels of braking regeneration but, frustratingly, they have to be selected via a touchscreen sub-menu, with the centre console button merely activating or deactivating your chosen setting.
Perhaps more of an issue is the 63kW peak DC charging which delivers a 10-80% charge in 45 minutes. That is well behind the curve. Even the most basic Stellantis models manage 100kW and Kia and Skoda are north of 120kW. While owners might do most charging at home, on the go that sluggishness could be frustrating. More positively, every car gets a heat pump and battery preconditioning as standard.
Also working in the Urban Cruiser’s favour is a composed driving experience. Toyota tells us that the damping was calibrated by Suzuki but approved by Toyota’s engineers, and Suzuki’s gang have done a good job. On rough urban roads the Urban Cruiser smoothed out broken Tarmac and speed bumps well, but still felt pretty controlled on the motorway. Our test car definitely displayed some wind noise at motorway speeds but well within acceptable limits for this class of car. Others reported noticeable road noise but our car didn’t throw up anything concerning.
The steering is surprisingly heavy for such an urban-focused car – perhaps a touch too heavy – but that doesn’t mean sporty driving. Considering its target market, the secure, stable feel demonstrated is more important than 10/10ths dynamics. That said, all cars feature torque vectoring designed to lessen understeer in fast corners.
On first impressions, the Toyota Urban Cruiser is composed, comfortable and competent but technically limited.
How attractive it is and how easy it will be to recommend will rely heavily on cost. Toyota hasn’t given any indication of UK pricing yet, but rumours have circulated of anything between £27,000 and £33,000. At that lower figure, it’s competitive with the Renault 4, Fiat 600e and Jeep Avenger, at the top, you have everything from the EV3 and Elroq to the Smart #1 and Volvo EX30.
In Germany, prices start at €29,990 – €5,000 less than the entry-level EV3. If the same gap can be maintained in the UK, where EV3 starts at £33,000, then the Urban Cruiser makes reasonable sense. The compromises compared with the class-leading Elroq or EV3 can, to some extent be justified, and it can be viewed as a more spacious, more affordable alternative to models like the Jeep Avenger and Ford Puma Gen-E, or a cheaper rival to the larger E-2008.
However, it’s been suggested that the E Vitara could start at £33,000 and, historically, Toyota versions of shared projects have been more expensive. If that’s the case then the distinctly average range, slow charging and awkward infotainment could leave the Urban Cruiser as a lightweight among hard-hitting heavyweights.
We’ll update this review online and how it slots into this packed market once we know more about the Urban Cruiser’s UK price and full specification.
PRICE: TBC
TRANSMISSION: Single-motor, front-wheel-drive
BATTERY: 59.8kWh
POWER: 172bhp
TORQUE: 142lb ft
TOP SPEED: 93mph
0-62MPH: 8.7 seconds
RANGE: 265 miles
CONSUMPTION: 4.1m/kWh
CHARGING: up to 63kW
With 321bhp and AWD, the E-3008 Dual Motor is the most powerful Peugeot on sale today. Does it, though, address the issues of the single motor version?
When I drove the single motor version of Peugeot’s all-electric E-3008 it left me in two minds. The rakish ‘fastback’ styling makes it one of the most distinctive looking cars in its class, and the interior is far better built than anything I’ve recently experienced from more‘premium’ manufacturers. However, while the single motor E-3008's range of 326 miles is impressive, the car’s performance, dynamics and ride are less so. Would, then, the Peugeot E-3008 Dual Motor prove better than its single motor sibling?
Ostensibly, both single and twin-motor versions of the Peugeot E-3008 are the same. They both measure up at 4.6 metres long, benefit from a striking floating grille, an avant-garde fastback body style, and the cars I drove both had optional 20-inch diamond cut alloys.
Inside, the similarities continue. The dashboard is all sculpted, wacky shapes, and is dominated by a huge, curved 21-inch touchscreen. The quality, too, is genuinely excellent and the wool effect on the centre console and doors is a nice touch. Literally.
While the screen dominates proceedings, accessing some key features is done via a smaller ‘i-Toggles’ touchscreen, which you can personalise to your favourite shortcuts, whether that be access to Apple CarPlay/Android Auto, climate control, or the ADAS settings.
The E-3008’s cabin is a nice place to be, but it isn’t perfect. I would have preferred some physical buttons for the climate control, and Peugeot’s i-Cockpit is a bit tricky to get used to at first, courtesy of its tiny steering wheel. Nonetheless, when you get your head around looking over the wheel as opposed to through it, things click into a place.
PRICE: TBC
TRANSMISSION:
Dual-motor, all-wheel-drive
BATTERY: 77kWh
POWER: 321bhp
TORQUE: 375lb ft
By giving the E-3008 Dual Motor a second motor on the rear axle, the single motor’s emphysematic performance is remedied sharpish. In fact, the Dual Motor E-3008 is now the most powerful roadgoing Peugeot. The rear-mounted motor brings the E-3008’s total output up to 321bhp and 375lb ft of torque. Overall, it feels so much better for the extra power. Jab the throttle, and 0-62mph is dealt with in 6.4 seconds. Unlike the single motor, the twin motor E-3008’s power is linear and progressive. On the stretch of smooth German Autobahn we tested on, our car hoovered up the miles effortlessly. With but a whisper of road noise and a fast-climbing speedo, it was almost ghost-like in going about its business.
Something that surprised me was how much more pleasant the E-3008 Dual Motor was to drive over its less powerful sibling. The steering felt heavier and less inert, and while it wasn’t Alfa Romeo Junior levels of fun, it was certainly a lot more engaging than before. While body roll wasn’t completely
TOP SPEED: 106mph
0-62MPH: 6.4 seconds
RANGE: 303 miles
CONSUMPTION: 3.6m/kWh
CHARGING: up to 160kW
eliminated, the 321bhp Peugeot felt more balanced and supple thanks to tighter anti-rolls bars, stiffer springs and shocks, plus revised steering.
The dual-motor E-3008 shares the same 77kWh battery as the regular single-motor model, but, the extra power sees the range drop from 326 miles to 303.
Like the single motor E-3008, the Dual Motor will be available with two trim levels, entry-level Allure, and top-spec GT. Pricing, however, has yet to be announced, but the E-3008 Dual Motor will arrive later this summer.
For reference, the single motor E-3008 Allure is priced from £45,960, while the GT starts at £49,340. Given the extra motor and power, the Dual Motor will be more expensive.
I very much like the Peugeot E-3008 Dual Motor. The extra power and under-the-skin tweaks made it a far more enjoyable, and complete-feeling proposition than the single motor. The interior is a class act, and the styling truly pops when parked next to more anonymous rivals such as the Volkswagen ID.4 and the Tesla Model Y.
Everything you need to know about buying a second-hand Model 3, from the car’s model history to recalls and the model to go for
Tesla’s reputation may have taken a battering in recent months, but the used Tesla Model 3 remains a great value second-hand EV thanks to its relatively low purchasing cost, minimalist cabin, and impressive range.
Whatever you may feel about Elon Musk, there’s no denying that the Tesla Model 3 is a pioneering vehicle on the EV landscape. Following its debut in the United States for the 2017 model year, the Tesla Model 3
was the world’s first EV to sell more than a million units.
This was the car responsible for bringing wallet-friendliness and real-world usage to the masses, bolstered by its compatibility with Tesla’s fast-charging and reliable public Supercharger network.
The Tesla Model 3’s avant-garde, minimalist interior was also like nothing the EV world had seen before.
The Tesla Model 3 arrived on UK shores in 2019, and for the reasons outlined above, quickly gained favour amongst EV drivers across the country. In 2024, the Model 3 was the third biggest-selling EV in the UK behind the Audi Q4 e-tron, and its larger sibling, the Tesla Model Y SUV.
Despite undergoing a comprehensive facelift at the end of 2023 and the controversies surrounding Tesla CEO, Elon Musk, UK EV buyers still love the ‘first-gen’
Model 3, and the world’s best-selling EV in history was recently found to be the country’s fastest-selling used car under four years old.
This guide outlines what makes the pre-facelift used Tesla Model 3 such a popular choice amongst UK EV buyers and what you need to know if you're considering buying one.
Continued on next page
SINGER
When the Tesla Model 3 debuted in the UK, three models were available: Standard Range Plus, Long Range, and Model 3 Performance. Given this gets complicated to understand quite quickly, the above table will allow you to compare the different trim levels.
The Standard Range Plus was the lightest of the trio weighing in at 1,645kg, while the two dualmotor, AWD cars carry significantly more heft, weighing in at 1,847kg. Irrespective of trim level, the Tesla Model 3 has a combined 542 litres of storage space factoring in the frunk, rear boot, and underfloor storage.
Despite having only been on sale for a year, the Tesla Model 3 underwent a mild facelift for the 2020 model year. The most obvious change between pre and post-2020 cars was the switch from chrome exterior trim to black on the door handles, side mirrors, window trim, and camera covers to give the Model 3 a more mature, performance-focused appearance.
Inside, Tesla addressed the quality of materials used in the Model 3, as well as the cabin’s overall fit-and-finish.
DUAL MOTOR, AWD
Prior to the 2020 facelift, several of the criticisms levelled at the world’s best-selling EV were rattly trim, uneven panel gaps, and an overall lack of quality compared to rivals.
To improve the overall user experience, the centre console was tidied up, QI wireless charging pads were added for front occupants, and the double-pane glass was improved to reduce road noise. When it comes to tech, Tesla removed the adaptive cruise control radar sensor in April 2021. A month later, it did away with the front passenger lumbar support. In October 2022, the ultrasonic park assist sensor was removed and replaced with Tesla Vision; the US carmaker’s own-brand parking assistance feature.
Arguably, the biggest upgrade the Tesla Model 3 underwent for 2020 was the addition of an 82kWh battery to the flagship Performance model. Nonetheless, upgrades made to all Model 3 batteries led to better mileage figures across the line-up, taking the Standard Range to 267 miles; Long Range to 360 miles; and Performance to 352 miles.
Despite the changes, Tesla wasand still is - a manufacturer that prides itself on a lack of Apple
CarPlay and Android Auto. Expect neither with your used Tesla Model 3. However, every model does come with the poorly named "Autopilot" - a highway driving assistance system that combines active lane keeping assistance with adaptive cruise control. In addition, some used Tesla Model 3s may have been specified with "Enhanced Autopilot" (all Tesla Certified Pre-Owned models get this) or "Full Self-Driving Capability" at the cost of thousands of pounds. Despite the names and adding features such as lane change assistance and remote summon, neither of these is actually a selfdriving system and both are classed as level 2 semi-automated driver assistance.
While it may seem like it’s been around on UK roads for much longer, the Tesla Model 3 was introduced just six years ago. Pre-facelift models can now be found for as little as £11,300 for a high-mileage car.
However, cars built towards the end of the first-gen Model 3’s life can still command a significant premium: we found a 2022 Model 3 Long Range with 12,000 miles on the clock with an asking price of £35,995. It is worth noting that a brand new second-gen Tesla Model 3 RWD with a 323-mile range comes with a £39,990 price tag.
One of the biggest draws of the used Tesla Model 3 is its battery, and it can still hold its own in terms of efficiency and range. Naturally, how many miles you eke from your used Tesla Model 3 and how often you need to charge will depend on your driving style. Nonetheless, the entry-level Standard Range Plus with its 54kWh battery will cost just £3.78 to charge using an overnight EV charging tariff at 7p per kWh.
Charging for the more powerful used Tesla Model 3 Long Range AWD and pre-2020 facelift Performance models with their 75kWh batteries amount to a hardly-bank breaking £5.25 on the same tariff. Meanwhile, post-facelift used Tesla Model 3 Performance cars fitted with the bigger 82kWh unit will cost slightly more to charge at £5.75.
With a standard domestic charge rate of 27p/kWh, the cost to charge a used Tesla Model 3 with a 54kWh battery is £14.58, charging for the 75kWh cars amounts to £20.25, and charging for those that come with the 82kWh unit totals up to £22.14.
It is also worth noting that Tesla ownership also gains you access to its well-regarded public Supercharger network, offering ultra-fast charging speeds of up to 250kW and charging costs as low as 20p/kWh via a paid subscription.
Switching ownership can be done via the Tesla app at a Tesla Center or by yourself.
The Tesla Model 3 falls into some of the UK’s highest car insurance groups, which start at category 41
and top out at category 50. Historical issues around parts supply and the complex 'gigacasting' of body panels have led to high repair costs and associated high premiums.
The RWD Standard Range Plus is classed as a group 48 car, while the AWD Long Range and Performance models fall under group 50.
According to data from Confused. com, across all makes and models, the average cost of insurance for cars in insurance group 40 is around £1,036 per year. Meanwhile, those in category 50 will set you back £1,563 each year.
On April 1 2025, EVs became taxable under new government legislation, meaning they are no longer road tax exempt. As such, all-electric cars registered from April 1 2017 onwards will now cost £195 per year in road tax.
According to a What Car? reliability survey from February 2025, the Tesla Model 3 is still a dependable choice. It notched up a reliability score of 89.5% and ranked ninth on a list of 10 of the most reliable EVs on sale in the UK today, and even finished ahead of the slightly newer Polestar 2.
Tesla issued a four-year, 50,000-mile warranty with the Model 3, meaning cars from as far back as 2021 are
still covered as long as they haven’t exceeded the mileage limit.
Additionally, the Tesla Model 3’s battery and drivetrain are covered separately for eight years or 100,000 miles. Theoretically, a pre-facelift 2019 car could still benefit here. Tesla guarantees a minimum 70% battery capacity retention rate over the duration of the warranty. Tesla's own data suggests that even at 10,000 miles a year, it will take 20 years for a Model 3's battery to drop below 85% usable capacity.
Alongside the panel gaps and rattly trim we’ve already covered, earlier Model 3s also suffered from blistering paintwork and low-grade synthetic leather upholstery. Despite being mostly reliable, the battery and charging systems on the Tesla Model 3 have also required attention from Tesla Service.
Feedback on Tesla Centres (see, ‘dealerships’) was a mixed bag ranging from quick and professional services, to long waiting times, delays in obtaining parts, and inconsistent communication on behalf of the dealer network. Tesla’s app-based Mobile Service was just as varied, with some users finding it convenient while others faced scheduling difficulties.
Since 2019, there have been a total of nine Model 3 manufacturer recalls. The first was in 2020, when
a bolt may not have been fitted to the steering column on certain vehicles. In 2021, there were a total of four recalls ranging from issues with insufficiently-torqued suspension laterals to side airbags incorrectly deploying. The following year, there were a total of three including a recall over rear-view camera harness failures, and issues with displaying units of speed.
The 2020 facelift Tesla Model 3 Standard Range Plus is the pick of the bunch from these first-gen cars. Its 267-mile range is more than plenty for daily usage, considering the UK motorist drives an average of 583 miles per month. The black exterior trim found on these post2020 models affords them a more premium, grown-up aesthetic over earlier cars, while the improved interior makes it a much more pleasant - albeit still minimalistplace to be.
In terms of pricing, the most expensive Tesla Model 3 Standard Range Plus we found for sale via a trade dealer was a one-owner car costing £23,400 with 27,445 miles on the clock. The cheapest was also a one-owner car costing £11,950; albeit a 2020 model having covered 111,000 miles.
By buying wisely and not jumping at a low-cost high-miler, there is also a chance that your used Tesla Model 3 will still be covered by the brand’s generous car and battery warranties.
The weekend marked Formula E’s highly anticipated return to the Shanghai International Circuit, using a shortened version of the iconic F1 layout tailored to the all-electric series. Two distinctly different races—one in the dry, the other soaked by rain—showcased the diversity of driver skill and strategic adaptability at the heart of electric motorsport.
ROUND 10, SATURDAY:
Günther leads DS Penske 1-2
Maximilian Günther delivered a commanding performance to seal victory in Saturday’s Round 10, leading every lap from pole position. The DS Penske driver fended off early challenges and expertly managed energy to secure his second win of the season and close the gap to championship leader Oliver Rowland.
Jean-Éric Vergne completed a DS Penske 1-2 after a charging drive from 10th on the grid. The Frenchman made smart use of his Attack Mode activations and avoided trouble in a race that saw multiple lead changes and strategic energy saving across the pack.
Taylor Barnard, the 20-year-old McLaren rookie, impressed once again by finishing third—his second podium of the season. The Brit defended superbly in the closing stages, holding off
The ABB FIA Formula E World Championship delivered back-to-back drama in China as the 2025 Shanghai E-Prix double-header produced two masterful victories. DS PENSKE’S MAXIMILIAN GÜNTHER secured a flawless lights-toflag win in Round 10 on Saturday, while JAGUAR TCS RACING’S NICK CASSIDY handled torrential rain with calm precision to take victory in Round 11 on Sunday.
challenges from more experienced rivals in what was one of the strongest all-round performances of his Formula E career so far.
Further back, Dan Ticktum stole headlines with a remarkable recovery drive for Nissan. Starting 21st, the Brit climbed 17 positions to finish fourth. Ticktum’s performance was aided by a well-timed early Attack Mode strategy and opportunistic overtaking, particularly during a frenetic midfield battle in the race’s final third.
Oliver Rowland, meanwhile, finished fifth for Nissan. While he didn’t fight for the win, the result extended his lead in the drivers’ standings to 68 points. As others faltered, the Brit once again demonstrated the consistency that has defined his campaign.
Reigning champion Jake Dennis had a quieter race, finishing just outside the top six, as energysaving strategies limited his late charge. Jaguar’s Mitch Evans and Nick Cassidy both struggled to make headway and finished out of the points, leaving Jaguar’s title ambitions in need of a boost heading into Sunday.
ROUND 11, SUNDAY: Cassidy masters the rain
If Saturday was a show of dry-weather dominance, Sunday was all about wet-weather brilliance. In treacherous conditions, Nick Cassidy delivered a clinical drive from pole to claim a crucial win in Round 11. The Jaguar driver managed the slippery track with supreme confidence, surviving two Safety Car restarts and maintaining his composure under intense pressure.
Cassidy’s victory was his first of the season and came at a critical moment for Jaguar after a string of missed opportunities. He made a clean getaway from the front row and never looked back, using his Attack Mode activations tactically and resisting a mid-race push from McLaren’s Sam Bird.
Bird, starting from fourth, moved up into second and stayed within striking distance until the closing laps, but ultimately had to settle for P2 after struggling with rear grip. The McLaren driver nonetheless bagged his first podium since Round 4 in Cape Town.
DS Penske’s Jean-Éric Vergne continued his strong weekend with a third-place finish, giving the Frenchman consecutive podiums for the first time this season. After starting sixth, Vergne quickly made up ground in the early laps, overtaking both Andretti drivers before locking into third behind Bird and Cassidy.
The race’s biggest disappointment was once again Oliver Rowland. Starting 17th after a compromised qualifying session, the Nissan driver found himself caught in traffic throughout the race. Despite a few opportunistic moves during Safety Car bunch-ups, Rowland could only manage 13th, marking his first non-scoring result since Round 1.
However, with closest challenger Pascal Wehrlein also finishing outside the points in 11th, Rowland’s lead in the standings remained
largely intact. Heading into Jakarta and Berlin, he retains a 68-point cushion—though with four rounds remaining, the title is still mathematically open.
Notably, Porsche endured a difficult weekend overall. Wehrlein’s inability to capitalise on Rowland’s slip-up cost the team a prime opportunity in both the teams’ and manufacturers’ championships. Meanwhile, Antonio Felix da Costa was handed a five-second penalty in Sunday’s race, compounding Porsche’s frustration.
DS Penske’s double podium weekend lifted them back into serious title contention, especially in the teams’ standings where they now sit third
DAN TICKTUM stormed to his maiden ABB FIA Formula E World Championship win in a dramatic Jakarta E-Prix (Round 12), becoming the sixth different winner in the last six races and delivering CUPRA KIRO’s first win since Season 1.
Starting from fifth on the grid, Ticktum emerged as the unlikely victor after navigating a chaotic race packed with Safety Cars, Full Course Yellows, and penalties that derailed several front-runners. The Brit capitalised on a perfectly timed second ATTACK MODE activation, using Velotric’s unique sensorswap technology and his racecraft to leapfrog polesitter Jake Dennis into a net lead on Lap 29.
Ticktum then held off intense late pressure from Mahindra’s Edoardo Mortara over the final four laps to claim a historic first victory in his 60th Formula E start. It also marked a long-awaited return to the top step for CUPRA KIRO, whose last triumph came via Nelson Piquet Jr. in Moscow during Season 1.
Dennis had led most of the race but dropped down the order after a technical issue with his Full Course Yellow limiter forced an unscheduled pit stop. Meanwhile, Nyck de Vries—who briefly took the lead after a bold move on Dennis—was handed a 10-second time penalty for an over-aggressive pass at Turn 1 and later retired with a mechanical failure. That left the door wide open for Ticktum, who made his move count during the second ATTACK MODE window as chaos unfolded around him. Mortara stayed glued to the CUPRA KIRO’s rear wing but couldn’t find a way past in the closing sprint.
Andretti’s Nico Mueller charged through the pack to secure a hard-earned third place, gaining
behind Nissan and Porsche. Jaguar’s Sunday resurgence moved them closer to the top three, keeping hopes alive as the season enters its final stretch.
In the teams’ championship, Nissan still leads with 303 points, ahead of Porsche on 299, with DS Penske now on 278. Jaguar and McLaren round out the top five.
Among the drivers, Rowland remains in front with 198 points, followed by Wehrlein on 130, Cassidy now climbing to third with 127, Günther fourth on 122, and Vergne closing in on 116.
ten spots from his starting position. Porsche’s Antonio Felix da Costa and Jaguar TCS Racing’s Nick Cassidy completed the top five, while Taylor Barnard recovered from a sluggish ATTACK MODE activation to finish sixth for NEOM McLaren.
Further down the order, championship leader Oliver Rowland (Nissan) had a mixed outing. He made early progress but was hit with a time penalty for contact with DS Penske’s Maximilian Guenther. Rowland salvaged a single point by finishing 10th, but with closest rival Pascal Wehrlein also failing to score, he retains the advantage heading into the Berlin finale.
With two rounds remaining, Porsche leads Nissan 203 to 191 points in the Teams’ Championship, while Nissan tops the Manufacturers’ standings with 303 points, four ahead of Porsche.
The 2025 ABB FIA Formula E World Championship now heads to Berlin for a double-header on 12–13 July, where Rowland could clinch the Drivers’ title and the season’s unpredictable narrative is set for a thrilling conclusion.
15 riding modes (across Eco, Trail and Boost settings), and it’s clear this bike is built for control and versatility.
Despite offering a single frame size, Velotric claims the Fold 1 Plus accommodates riders from 4’9” to 6’6”. Thanks to its telescoping stem and 8 inches of seatpost adjustment, the bike proved comfortable for a 5’11” rider, with plenty of room for
Performance-wise, the Fold 1 Plus holds its own impressively. Real-world testing showed a range of 68 miles on pedal assist level 1 in Trail mode, and 30 miles at PAS level 5—figures that back up Velotric’s claims and rival much larger bikes. The 48V, 13Ah (624Wh) battery is centrally
mounted along the seatpost and rated to UL 2271 safety standards.
The Velotric Fold 1 Plus is making waves in the world of folding e-bikes with a compelling mix of performance, customisation, and tech-savvy features. Designed for urban commuters, recreational riders, and adventure-seekers alike, this foldable powerhouse aims to set a new benchmark in its class. One of the standout elements is its 750W rear hub motor that delivers a generous 75Nm of torque, making steep hills and heavy payloads feel surprisingly manageable. Riders can switch between cadence and torque sensors on the fly, a rare and welcome feature that allows for tailored responsiveness depending
Daily usability features include hydraulic disc brakes, integrated front and rear lighting with turn signals, and Apple Find My integration for added security. The 3.5-inch colour display provides comprehensive ride data and customisation tools, including speed limit settings, OTA updates, and ride diagnostics via the companion app.
Comfort hasn’t been overlooked. A 60mm suspension fork, 20x3inch all-terrain tyres, and Velotric’s wide comfort saddle make the bike smooth on both city streets and light trails. The integrated rear rack supports up to 120 lbs, and the total payload capacity is a class-leading 450 lbs, ideal for carrying cargo or a
passenger with optional pegs.
While the 15 power levels can initially seem excessive, the learning curve is short, and most riders will appreciate the flexibility once familiar. The only other real drawback is the bike’s 67-pound weight, which makes lifting and storing a consideration— though it’s typical for bikes in this performance range.
The Velotric Fold 1 Plus is available in four colours—Mango, Electric Blue, Stone Grey, and Pearl White—and includes accessories like fenders, a toolkit, and integrated lights as standard.
In a growing market of folding e-bikes, the Fold 1 Plus brings genuine innovation and excellent range-to-weight performance. Whether you’re an urban commuter or a weekend explorer, this is a serious contender for the best folding e-bike of 2025.
Electrifying commercial vehicles and HGVs is not just about the vehicles themselves – it involves a detailed consideration of how to keep them on the road without disrupting existing operations. Mer has the experience and knowledge to support you on this journey.
Download Mer’s free eguide for fleet managers to learn more about installing the right EV charging to keep your vehicles powered for their mission-critical journeys
Click here to find out more
Citroen has opened order books for the commercial version of its compact E-C3.
The E-C3 van has gone on sale priced from under £20,000 once the Plug-in Van Grant (PiVG) has been applied, making it one of the cheapest electric vans on the market.
The “van” is a simple conversion of the regular Citroen E-C3 hatchback, which removes the rear seats and blacks out the back windows. A low-level solid bulkhead has been fitted behind the front two seats, with a full-height mesh bulkhead to protect occupants from loads in the back. There’s also a mid-level load cover.
Sitting above the Ami Cargo in Citroen’s commercial vehicle range, the E-C3 van is a rival to
the Dacia Spring Cargo, which follows a similarly simple approach to conversions. The E-C3 Van’s maximum payload is 300kg – 70kg less than the Spring’s – but it has a maximum load volume of 1,220 litres – 135 litres more than the Dacia. The Citroen van can take loads up to 1.2 metres long and 1 metre wide.
The E-C3 Van uses the same powertrain as the regular E-C3 passenger car – a 111bhp front-mounted motor powered by a 44kWh battery. Citroen says that offers up to 200 miles of range – 60 miles more than the Dacia Spring Cargo. The E-C3 charges at 100kW, allowing a 20-80% charge in 26 minutes.
There is just one trim level of E-C3 van, based on the Plus specification and priced from £22,437 excluding VAT. With the £2,500 PiVG applied that brings the starting price down to £19,937. As standard, the van features Citroen’s Advanced Comfort seats and suspension, LED headlights and cruise control. It also gets wireless Apple and Android mirroring and rear parking sensors but loses the car’s diamond-cut alloy wheels in favour of cheap-to-maintain 17-inch steel models.
Kia has announced improved range for its PV5 Cargo and Passenger vans ahead of their launch later this year.
Both Standard and Long Range variants of the two vehicles have received minor updates to their WLTP figures as part of ongoing testing, boosting them by between three and 11 miles.
The PV5 Cargo now offers 184 miles of range in Standard Range form, up from 181, while the Long Range model jumps from 247 to 258 miles.
In the seven-seat Passenger version, the Standard Range has improved from 179 miles to 183 while the Long Range variant will now cover up to 256 miles, up from 249.
The PV5 is Kia’s first attempt at a commercial vehicle, and the all-new all-electric van will initially be available as the Cargo and Passenger variants, with crew cab, chassis cab and wheelchair accessible versions joining the line-up at a later date.
Pricing for the Kia PV5 Cargo model starts at £27,645 before VAT. However, the van is eligible for the full plug-in van grant, which offers a £5,000 reduction.
The PV5 passenger is priced from £32,995, with first deliveries scheduled for late 2025. Prices for other variants will be confirmed later in the year. Across commercial and passenger versions, the PV5 is offered with a choice of two powertrains. Entry-grade vans will use a 51.5kWh battery mated to a 120bhp motor driving the front wheels. As per the latest testing, in the Cargo L2/H1 this gives a maximum range of 184 miles and allows for a maximum payload of 790kg. A long-range 71.2kWh battery – priced from £30,145 +VAT – reduces the payload to 690kg due to its extra weight, but boosts the PV5 Cargo’s range to 258 miles and
gets a 161bhp motor. All L2/H1 versions offer 4.4m3 of cargo space.
Range, payload and cargo space put the launch version of the PV5 somewhere between models like the Ford E-Transit Custom and the more compact E-Transit Courier, with pricing directly competing with the smaller Ford model.
In the PV5 Passenger, the two batteries now offer ranges of 183 miles and 249 miles respectively. DC charging rates for the two batteries have not been specified but Kia says both will charge from 1080% in less than 30 minutes on a 150kW charger.
PV5 Cargo and Passenger versions will be sold in two simple trim levels – Essential and Plus. All models get 16-inch steel wheels, LED lights, front and rear parking sensors with reversing camera, a 12.9-inch touchscreen with wireless phone mirroring, 7.5-inch digital instruments and automatic air conditioning. Cargo versions get one sliding side door while Passenger variants get two.
On all versions, Plus spec adds heated front seats and steering wheel, wireless phone charging, power folding mirrors, vehicle-to-load and vehicle-to-X capabilities as well as enhanced ADAS. Passenger versions get a powered tailgate, electrically adjustable front seats and 16-inch alloy wheels, along with an upgraded cabin appearance.
The Ford Ranger dominates the pickup scene, occasionally taking more than 50% of the market share, despite strong competition from the likes of the Toyota Hilux and Volkswagen Amarok. Even the latter isn’t a big issue for Ford, as the Amarok is a Ranger underneath, built in Ford’s factory in South Africa, so it’s still getting money from every sale.
However, there hasn’t been much movement towards more sustainable versions of pickups. Yes, there’s the Maxus T90 EV, but that barely qualifies as a car, let alone a working pickup. KGM is bringing the Musso EV to the UK soon, but that’s a compact pickup with a small payload.
Ford is a long way from going all-electric with the Ranger, but it’s making one bold change: it’s dropping the 2.0-litre diesel engine and replacing it with this, a plug-in hybrid version. Does ditching diesel compromise the leading pickup?
Diesel has ruled pickup power forever, so switching to a petrol engine backed up by an electric motor is quite a controversial move. Read the forums and message boards, and it’s not a concept that’s winning many fans, but the reality is that it makes perfect sense — for most.
The engine is a 2.3-litre unit that has seen action in various Fords, including the Focus ST and Mustang. Alongside that is an electric motor powered by an 11.8kWh battery pack. In a truck that edges close to 2.5 tonnes, that’s enough for a pure-electric range of 26 miles. That’s not huge,
but enough for the daily needs of more than half of Ranger buyers, according to Ford’s data.
We did better, getting around 15 miles from a 50% charge. We then recovered 5% by using the petrol engine to charge the battery as we drove, which impacts economy a little. That said, we averaged almost 50mpg overall — way better than any Ranger that’s gone before. Keep going, relying on just the petrol engine, and expect sub-30mpg, though.
There’s no rapid charging, but the small battery pack will be fully charged in around four hours even using a regular three-pin socket, so overnight charges (or when it’s left on site while you’re working) are a breeze.
Combined, the two power units produce 277bhp and 514 lb ft of torque. That’s second in power only to the sporty Ranger Raptor and more torquey than any Ranger that’s gone before. It feels it, too, although that’s in the context of being a massive multi-tonne block on wheels. You can barrel along at motorway speeds without issue and won’t be left behind by any other vans or pickups on the twistier bits.
Off-road, it’s as capable as any other Ranger, with the novelty of crunching through a forest and hearing branches cracking and mud squelching thanks to the lack of engine noise. The engine kicks in in low range, and there’s a locking rear
diff to help with trickier stuff, but you’ll get a long way without those.
Nothing has changed on the outside, bar a second filler flap on the flank. One lets you fill the 70-litre petrol tank, while the other (with a handy lightning flash on it) reveals the Type 2 plug.
The front is still a blunt, upright slab, but it’s less aggressive than most pickups. The Wildtrak and special Stormtrak versions get LED C-clamp lights, while the workhorse XLT model makes do with light bulbs — and is better looking for it, to this reviewer’s eyes.
Inside, the only obvious change is a button to control the EV modes. You can let the Ranger decide when to use electric power, save the battery for later, use the engine to charge the battery, or drive on electric power only.
Beyond that, there’s the usual large infotainment screen mounted vertically in the centre of a stylish and rugged-looking dashboard. There’s everything you need in there: chunky steering wheel? Check. Handy phone slot? Check. Large cupholders? Check. More cupholders? Er, check. Physical controls for climate control? Yes! Check!
Put the interior into a middle-of-the-road SUV, and you’ll be pretty happy.
Ford says there’s been no compromise with the Ranger PHEV. It’ll still carry a tonne, tow 3.5
PRICE: £44,900 plus VAT and OTR
POWERTRAIN: Front petrol engine plug-in hybrid, all wheel drive
BATTERY: 11.8kWh
POWER: 277 bhp
TORQUE: 514 lb ft
TOP SPEED: N/A
0-62MPH: 9.2 seconds
RANGE: 26 miles
CHARGING: 7.2kW
tonnes, and the load box is as long and wide as ever. But there are a few caveats.
The load box is 3cm shallower to accommodate the battery pack that’s underneath. That’s unlikely to make a significant difference to most users, as there’s still around 47cm depth, but it’s something to be aware of.
More critical is the payload. Yes, it will carry a tonne, so you can claim the VAT back easily if you’re a business buyer. However, to achieve that, you have to sacrifice the sports bar, side steps, roof rails, and more. They’re all no-cost options on the Wildtrak, but adding them drops you below that vital 1,000kg limit. Style or function? That depends on whether you’re a business or private buyer... There’s a £2,500 premium for picking the PHEV, but the Ranger prices have risen a fair bit recently anyway. That means you’ll need to find £44,900 plus VAT and charges for the Wildtrak. The XLT is cheaper, at £39,500, and is (almost) a bit of a bargain, although you lose the heated seats and swish leather steering wheel and have to make do with manual air conditioning.
The PHEV-exclusive Stormtrak model has seemingly every option box ticked, but you pay the price for some extra style at £49,800.
For company car drivers, the switch to the PHEV makes an enormous difference to your tax bill, cutting it by more than 40%. Where a Wildtrak 2.0-litre would see a 40% taxpayer hit with a charge of around £7,700 a year, the PHECV cuts that to £4,400.
Traditionalists won’t like the switch to electric assistance, but emissions targets and UK taxation changes have forced Ford’s hand. Happily, it’s all worked out, as the PHEV is an utterly convincing proposition.
Yes, it won’t suit everybody. If you’re towing trailers up and down the country each day, then the diesel will be your best bet, and Ford is keeping the beefy 3.0-litre V6 diesel in production. For everybody else — including professional and private buyers — the switch to PHEV brings plenty of benefits and only a little compromise.
PHIL HUFF
The new Fiat E-Scudo might look familiar, and with good reason. It’s the Italian face of a van built in the same factory on a shared Stellantis platform alongside the Citroen e-Dispatch, Peugeot E-Expert, and Vauxhall Vivaro Electric. Even Toyota gets in on the act with its Proace Electric, and the forthcoming Iveco eJolly will be more of the same.
So, what makes the Fiat version stand out?
Beyond the badge and a few Italian design flourishes, frankly, not much. There must be something, though. Let’s find out...
There’s now only one battery option available — the previous 50kWh unit has been discontinued — and that’s the larger 75kWh pack (69kWh usable). That’s good for a WLTP-rated range of 219 miles. In our testing, with around 250kg onboard and a mixed driving route, we saw 2.4 miles per kWh reported by the onboard computer, which translates to just over 160 miles of real-world range. Respectable, but not groundbreaking.
The E-Scudo uses the familiar Stellantis electric motor, delivering 100kW (134bhp) and 199lb ft of torque to the front wheels. It’s enough for a 0–62mph sprint in 14.3 seconds, though that’s
not really the point — what matters is the instant torque and smooth, quiet driving experience in urban environments.
Performance tails off as speeds increase, leaving it feeling a little sluggish on the motorway. Adding a heavy payload also makes a noticeable dent in acceleration, but that’s true of every van in this segment.
There are three drive modes to manage power output and extend range if needed, but most will stick to ‘Normal’ for daily duties, which limits power a little.
The car-derived platform helps deliver surprisingly composed handling, with a lower centre of gravity keeping things stable in corners. Steering feel is decent, too, making the E-Scudo easy to thread through town or along a country road.
The E-Scudo’s light refresh comes as part of a group-wide update, bringing a sharper nose and a cleaner interior layout. The exterior now wears a broader gloss-black bar across the front, sitting above the Fiat logo text and flanked by squaredoff LED daytime running lights. It’s a subtle change, but it helps give the van a more contemporary look despite being built on nine-year-old underpinnings.
Inside, the transformation is more obvious. A new 10-inch infotainment touchscreen dominates the dashboard and is standard across the range, with Apple CarPlay and Android Auto baked in. Higher trim levels also offer built-in navigation and Dynamic Surround View system, a combination of rear-view and side cameras designed to reduce blind spots.
There’s also a digital instrument cluster with mild customisation options, and a much-improved centre console tray with a conveniently placed USB port. Small tweaks, perhaps, but they solve some surprisingly annoying issues with the previous setup.
That said, the driving position still isn’t ideal. Like its siblings, the pedals and steering wheel are offset, resulting in a slightly twisted seating posture. It’s manageable, but far from perfect, and once you notice it, it’s hard to ignore.
The E-Scudo doesn’t move the needle in terms of capacity, but it covers the basics well. All versions can carry more than a tonne — 1,001kg, to be exact — which puts it on par with most rivals, though not quite at the top of the class. Maxus and Ford now offer medium vans with greater payloads, and Renault isn’t far behind.
Load volume is slightly underwhelming, with 5.3m³ available in the short-wheelbase version and 6.1m³ in the long-wheelbase model. That’ll suit most trades, but both the Ford E-Transit Custom and Maxus eDeliver 7 offer more flexible configurations, including high-roof options that Fiat doesn’t match.
Still, loading up is easy. The E-Scudo comes with sliding doors on both sides — a feature not offered by all of its rivals — and rear barn doors as standard, providing excellent access to the load bay.
With prices starting from around £41,000 plus VAT and OTR costs, the Fiat E-Scudo undercuts many of its key rivals, and even sneaks in a little under the identical Vauxhall Vivaro Electric.
The entry-level model includes the essentials: 10inch infotainment screen, smartphone connectivity, air conditioning, cruise control, and parking sensors. Higher trims add sat nav, the Dynamic Surround View camera, a fold-down passenger
seat, load-through bulkhead, and body-coloured bumpers to smarten up the appearance.
However, there’s barely any financial difference between the Fiat, Volkswagen e-Transporter, which is our current favourite medium van, and the almost identical Toyota Proace Electric. While the Volkswagen is the better van to live with, both rivals come with far more impressive warranty packages.
Fiat’s cover is limited to three years or 100,000 miles, but the e-Transporter extends that to five years and includes five years of servicing, MOTs and roadside support. The Toyota can be covered for up to 10 years, which is ideal for owner-operators who keep their vans for longer than a standard three-year lease.
The Fiat E-Scudo may not revolutionise the electric van market, but it doesn’t need to. It’s a capable, well-priced, and comfortable medium van that benefits from Stellantis’s shared engineering while retaining just enough of its own identity.
But, as with the rest of the Stellantis range, the competition has moved on. In isolation, it’s a fine, capable van, but others are either cheaper, more capable, or simply better to drive. Even within its own “family”, Toyota offers a more comprehen-
sive support package, and the likes of Peugeot and Vauxhall have a wider dealer network. All of which makes it difficult for the Fiat to stand out in an aggressively competitive sector.
PRICE: £41,210 plus VAT and OTR costs
POWERTRAIN: Front-motor, front-wheel-drive
BATTERY: 69kWh usable POWER: 134bhp
TORQUE: 199lb ft
TOP SPEED: 81mph
0-62MPH: 14.3 seconds
RANGE: 219 miles
CHARGING: 100kW DC
The Renault 5 appears to have won just about every award going and with good reason. This 21st century reimagining of an icon delivers exactly what it set out to, bringing a modern twist on a timeless recipe. Its sharp styling recalls the original without ever feeling like a pastiche, but more importantly
it delivers as a characterful, fun-to-drive and practical supermini. Its 250mile range is more than enough for most users and even basic models are packed with up-to-the-minute technology. What’s more, it manages this with prices from £23,000, helping shift the needle on EV affordability.
We make no apologies for including a mid-life facelift in amongst this list of brand-new cars. The Genesis GV70 was already a delightfully easygoing and easy-to-live with EV, and the 2025 updates make it even better. The ultra-comfortable cabin has been enhanced with new technology that’s
actually useful and touches that improve on the already top-tier quality. The driving experience remains among the most soothing and refined available but it retains the ability to shock passengers with its pace. A bigger battery means improved range and faster charging, too.
The Citroen E-C3 sits in a similar space to the Renault 5 and is worthy of note for many of the same reasons. It’s a small, affordable and enjoyable electric car that delivers where it matters. Its 111bhp and 200 miles of range are plenty for a car in its class, backed up by decent charging
speeds. It has a simple user-friendly interior that won’t intimidate EV newbies and offers class-leading comfort, all for less than £22,000. Citroen says it wants to make EVs accessible for everyone and the E-C3 is a big step in the right direction.
Maserati’s two-door performance EV is ridiculously powerful, ridiculously expensive and, to most mere mortals, utterly unobtainable. But for the lucky few, it delivers on the idea of a true electric grand tourer. With three motors packing 751bhp, a well-balanced chassis and razor
sharp steering, it drives beautifully, looks ever better and goes like the proverbial off a shovel. But it backs it up with a surprisingly spacious, refined and comfortable cabin, big battery and ultra-rapid charging that means you can cover long distances with ease.
Although we got an early drive in the 600e last year, technically it’s a 2025 car and we’ve spent a lot more time with it this year. That extended time has just reinforced what a surprise package the Abarth is. The Fiat 600e on which this car is based is nothing to write home about and Abarth could
have just turned up the motor and stuck some badges on it. Instead, they’ve transformed it into a proper little hooligan with razor-sharp handling, thrilling pace and the kind of character that has long typified Abarth. It might be a little rough around the edges, but it delivers where it matters.
It might be considered cheating to include this since it’s so closely related to the Renault 5, but the Alpine appeals for different reasons. While the R5 is a thoroughly sensible choice that delivers a stylish and competent package for a commendable price, the A290’s attraction is in how it builds
on that and lets loose. It delivers on the lively, engaging drive promised by its muscular looks and will leave you smiling every time you step out of it. It’s not A110 quick but it has the kind of pace and sharpness that can be properly exploited on country roads, fulfilling the hot hatch brief beautifully.
This Tesla Model Y rival is a surprise entrant on our list. From the outside it’s nothing to write home about but beneath the surface it’s a wellconsidered and competent alternative to many more familiar models. There’s a huge amount of space in the minimalist cabin and some clever
technology too, even if some of it is fixing problems that shouldn’t exist. The long-range model offers up to 354 miles of range and combined with impressive refinement, and ultra-fast charging, makes it an appealing long-distance cruiser.
Tesla undoubtedly has an image problem at the minute but look past that and the updated Model 3 is simply fantastic. It simplifies life with thoughtful touches such as faff-free plug-and-go access to the Tesla Supercharger. And that’s just one aspect. We recently covered 800 miles in a Long Range, Rear
Wheel Drive, which dispelled any range anxiety with a real-world range of 337 miles. What’s more, they’re not just driven by the type of person who insists on mentioning they own a Tesla. The likes of James May, Jay Leno, and Richard Porter are or have been “TM3” owners at some point.
We at EVP have long been fans of Skoda’s vRS models and the Elroq lives up to every expectation. It delivers its 335bhp smoothly, without drama, and given the vRS crowd in Mladà-Boleslav don’t go too hardcore on their sporty offerings, its suspension isn’t spine-shattering.
Its nearest competitor, the excellent Abarth 600e Scorpionissima, is a more engaging drive, but the Elroq vRS is better built and a better all-rounder thanks to how effortlessly it manages to be fast, practical and charming.
Yes, it’s a facelift, but this car impressed us with how far it’s moved things on. The family-focused Enyaq is one of those cars that has been winning fans ever since it launched, simply because it’s good at what it does without any gimmicks or fuss. Granted, we think that replacing the distinctive ‘Crystal
Face’ of the previous model with the new ‘Tech Deck’ front-end is a mistake. However the other tweaks – from interior and tech updates to improved range and charging – are all welcome updates and make this flagship EV even better. News of the Enyaq vRS getting similar treatment has us very, very excited.
A poll commissioned by charger manufacturer CTEK found that 30 to 39-year-olds are the generation most primed to ditch petrol and diesel cars in favour of electric.
The survey found almost two thirds (61%) of drivers currently in their 30s foresee they will be driving an EV in the year 2035, when the complete ban on new combustion vehicles comes into effect.
Just one in six (17%) think they will still be driving an internal combustion engined (ICE) vehicle in a decade’s time. Even by 2030, a majority (59%) expect to be driving a full EV or a hybrid.
Including all age groups of drivers, by 2030 45% of motorists expect to be driving an EV, with just 34% sure they will still be at the wheel of a petrol or diesel vehicle. The remaining 21% are unsure.
The poll also found a clear plan by those currently driving hybrid models to switch up to an EV in the coming five to 10 years. Its data showed that 43%
of current plug-in hybrid (PHEV) drivers plan to go fully electric by 2030 and 57% of them by 2035. Almost one in three (28%) of self-charging hybrid drivers will also be driving a BEV by 2030 and 39% by 2035. Across all hybrid owners, just 4% said they would switch back to a pure ICE car for their next vehicle.
Daniel Forsberg, marketing manager at CTEK, said: “We’re calling UK drivers in their 30s ‘Generation E’ because they are leading the way in practically every question we asked in our nationally representative survey.
“We suspect there are several factors at play in this. People in their 30s are likely to have both the financial means to be able to choose electric and the environmental and climate awareness to want to do so. Not far behind them are the 18 to 29-year-olds, who are the second age group most set to go EV.
“In contrast, it is the older generations aged 55 and above who are least likely to switch, in spite
A new study has identified the group of motorists set to spearhead the transition to electric cars
of probably being financially able to do so. They are, we suspect, more wedded to fossil fuels after decades of driving ICE cars.”
The survey also asked drivers likely to buy a used car next what kind of vehicle they think they will choose. More than a third (35%) said it would be in some way electrified. One in ten (10%) plan to go full-EV or PHEV, with 15% looking at “self-charging” or mild hybrid. The majority (64%) think they will be opting for a used ICE car.
Forsberg addded: “The used car picture for BEVs and other EVs is evolving rapidly as the first big wave of electric cars enters the second-hand market. Our survey shows there is a demand there and again it is ‘Generation E’ in their 30s who lead the way with almost half (48%) thinking they will buy a used EV.
“Overall the survey results point to a rapidly approaching future of mass adoption of electric mobility, especially by the younger generations.”
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
As the number of electric vehicles (EVs) on our roads continues to grow, the way people think about charging is changing. Elizabeth Warren, director of public charging at Mer, talks about how new charging attitudes and habits have opened up a unique opportunity for retailers.
When people transition to an EV, they are often surprised by how different the process of charging is. With petrol or diesel cars, most people drive until they’re low on fuel, spend five minutes filling up in a petrol station, and carry on.
But for electric cars, charging from empty can take a lot longer – even a fast charge can take 15 to 30 minutes to charge a car from 0-80%, depending on battery capacity and temperature. It’s why in practice; EV owners top up more regularly.
If you have space for a home charger, regular charging is easy – plug in when you arrive home, and you’re always ready with a full tank. But if you’re heading further afield or are staying away from home for a longer period of time, then you’ll need to use public charging alternatives.
We’ve become used to seeing EV charge points in public places: in car parks, at motorway services and, increasingly, at retail parks. Public charging has become an essential part of EV infrastructure, with most people using a charging station more than 10 times in a year. And in fact, we’re seeing a continual increase in the number of EV owners who only ever charge on the public network.
Nearly half (49%) of all EV charging is currently destination charging: where we choose to charge at a public location while we take part in other
Elizabeth Warren, Director of Public Charging at Mer
activities. The demand for destination charging options will grow alongside EV usage, and this creates a real opportunity for retail land owners and operators.
EV charging hubs are not only revenuegenerating by themselves, but also deliver an increase in customer footfall and spending within the retail park. When drivers are choosing a public charging location, our research shows that they are heavily influenced by the amenities available on site. Over 50% of EV drivers say they use charging time to visit a restaurant or café, and 46% say they use the time to shop or run errands.
It's not just local people doing their weekly shop who use charging hubs at retail parks – they also
provide a valuable service to longer distance travellers. Many people are increasingly choosing retail parks to break their journeys, swapping traditional motorway service stations (with a small number of food outlets) for a retail park with restaurants, shops and other activities.
In fact, retail parks that don’t have a charging hub are arguably at a disadvantage. Online shopping remains popular, and when customers do visit a physical store, they can be highly influenced by additional factors such as the ability to charge while they’re there. It’s similar to buy-one-getone-free thinking.
And the availability of charging facilities can also influence retailers looking to open new locations. It can bring new partners into the park more quickly and reduce vacant times for units.
In an increasingly complex and competitive retail environment, providing charging facilities at your retail site can bring you more customers, and as people wait for their cars to charge, you’ll see an increase in the time and money they spend with you.
If you don’t already offer EV charging, now is the time to invest. Consumers are quick to adopt habits, and slow to change them, so the earlier you become embedded in people’s routines, the greater the business value you can achieve.
