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Welcome to this edition of EV Powered.
It’s been another busy month as the onslaught of all-new EVs continued apace. But one of my highlights was spending time at the wheel of the Munro M280 and chatting to the man behind it, Russell Peterson.
You can read about my experience of driving the radical 4x4 on page 14 and hear from Russell about the motivation behind it on p10. Sitting in the car park of a rough ‘n’ ready off-road centre, I found it fascinating hearing about the firm’s laser-guided vision, his admission that it’s been tough at times, and his belief that Munro’s approach is a realistic and viable one. I sincerely hope it is. Elsewhere in this month’s mag (p42) we explore some of the biggest failures in the EV world. Many of these seem to involve a great deal of hubris and a lack of understanding of the market – neither of which are flaws that could be levelled at the Munro team.
It’s fascinating to consider how even some of the biggest and best names in tech and innovation struggled to succeed, and makes the brilliant advances the industry has seen all the more impressive.
It also reinforces how remarkable Tesla is. Whatever you think of the company’s senior figures or the sometimes peculiar behaviour of its most ardent fans, the fact it has succeeded in growing from nothing to being a byword for EVs in just 20 years is impressive. And it’s thanks to ever-improving cars like the Model Y. I’ve just driven the updated Juniper version, which feels like Tesla’s best car yet, but if you’re in the market for a secondhand Model Y, we’ve got you covered with our comprehensive used buying guide on page 36.
Reflecting on such progress and success does leave me worrying for Japanese car makers, who still seem to be lagging behind. They will tell you that they operate in global markets where EVs are less viable or less in demand, so are pursuing multiple paths. That is fair enough but the fact is that in Europe they’re behind the curve.
Toyota seems to have finally made progress with its new C-HR+ (p22). It’s undoubtedly the brand’s best EV so far and feels like it has finally caught up
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with the pack. But from an innovative brand like Toyota, catching up feels like underachieving.
It’s a similar story for Suzuki, whose new e Vitara arrives in a massively competitive class and manages nothing more than to be average. We expect new cars, especially from established brands, to move the game on but it doesn’t. Mazda, if anything, is in even worse straights. The 6e I review on page 26 is not a bad car but like the Suzuki and Toyota, it brings nothing new to the party and doesn’t excel anywhere. The biggest problem, however, is that it’s not even a Mazda. To save time and money it’s based on a Changan and built in China, and lacks the polish of a “real” Mazda. If Mazda wants to be taken seriously in the EV age and to maintain the goodwill so many people (myself included) feel towards it, it needs to do better than this.
Nissan, at least, seems to be finding its mojo – but even then, that’s largely thanks to its partnership with Renault. Using the same platforms and tech as its French alliance partner means new cars like the Micra and Leaf (see page 20) jump straight to the top of the class when they arrive. We just have to hope that this success spurs Nissan into further action. This is, after all, the brand behind the world’s first truly mainstream EV.
In the coming weeks I’m off to drive cars from brands that have superseded the Japanese giants – Kia and MG among others. I’ll share my thoughts on those next month.
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than maximum range but Ferrari says it should deliver more than 329 miles on a charge, and charge at up to 350kW.
The first details of the Ferrari Elettrica were revealed at its 2025 Capital Markets Day. There was no hint of what the car will look like but plenty of technical details about what the Italian supercar brand described as a milestone in its multi-energy strategy.
Scheduled to go on sale in late 2026, the Elettrica is a radical departure for a firm long associated with howling V12s and meaty V8s but Ferrari says it meets the brief of offering a truly authentic Ferrari driving experience.
The Elettrica uses a four-motor all-wheel-drive setup to deliver in excess of 1,000bhp. Two motors on the rear axle produce a total of 831bhp and up to 5,900lb ft of torque. These are supplemented by 281bhp and 2,581lb ft from the front axle’s two smaller motors. In all, they give the Elletrica a 0-62mph time of 2.5 seconds and a top speed of 192mph.
The Elettrica uses a massive 122kWh battery (gross), integrated into the chassis structure. This has been designed to deliver repeatable performance rather
Topping things off, the Elettrica features an “authentic voice unique to the electric engine”. Rather than mimic a petrol engine, this uses sensors to pick up vibrations from the powertrain and amplify them like the pick-up on an electric guitar. This, says Ferrari, only makes itself heard when “functionally useful”, providing feedback to the driver and enhancing the sensation of dynamic response.
Ferrari was keen to point out the many challenges posed by trying to deliver its new all-electric powertrain at the same time as retaining its famous driving feel.
Huge effort has gone into saving weight while delivering refinement and comfort suitable for a grand tourer. Among the innovations are a new “elasticised” rear subframe housing the rear e-axles, and the use of hollow one-piece casting for chassis elements.
Allied to that, the Elettrica uses the third generation of Ferrari’s 48V active suspension which Ferrari
says will take ride comfort and body control to new heights and help deliver a true Ferrari driving experience without compromising on comfort.
Torque vectoring allows the Elettrica to manage its output almost instantaneously to suit driving conditions, and four-wheel steering brings more precise control at any speed.
The look of the new Elettrica is being kept under wraps but we do know it’s going to be a four-door, four-seater.
Ferrari says it features an “extremely short wheelbase” of 2.96m, with short overhangs and a front-forward cabin with the driving position close to the front axle. This will allow for the “purest dynamic feedback” and for GT-like accessibility and comfort.
Early test mules for the Elettrica ran on a Maserati Levante chassis, suggesting the Elettrica may be a similar size to the V12-powered Purosangue crossover.
We’ll get our first look at the Ferrari Elettrica interior in early 2026, with a full interior and exterior reveal in spring 2026.
Adopting a blocky, utilitarian design, the Hipster measures just 1.55 metres wide, 1.5 metres high, and three metres long, making it shorter than any car on sale today.
It is expected that any production version could fall under the European 'E-car' category currently under consideration by the European Commission and act as an all-electric European equivalent of the famous Japanese Kei cars.
Should it make it to production, the Dacia Hipster will weigh in at less than 800kg thanks to a minimalist manufacturing strategy and will focus on efficiency to eke out maximum range from a small, light battery. Dacia hasn’t given technical specifications but indicated that the Hipster should only need to be charged twice a week in most typical use cases.
The Hipster's bare-bones nature, which includes sliding windows and an app in place of a physical
key, seeks to address the issue of rising vehicle costs, which Dacia claims have risen by 77% from 2010 to 2024. In place of an infotainment touchscreen, the Hipster comes with a smartphone mount instead to align with Dacia's cost-saving
Dacia has unveiled its Hipster, a four-seat city car concept aimed at bringing down the price of EVs and fitting in with the proposed European 'E-car' category.
'bring your own device' ethos. It also promises to do away with costly ADAS systems. Inside, there are also 11 of Dacia's 'YouClip' accessory mounts capable of holding Bluetooth speakers, cup holders, armrests, and additional lighting.
Dutch ultra-rapid charging company Fastned has gained approval for the UK’s first indoor charging hub.
The landmark project will transform a disused warehouse on Virginia Street, part of Aberdeen’s inner-city ring road, into a 12-bay charging
facility capable of delivering up to 400kW per charger. The company says the site will allow drivers to add 100 miles of range in as little as five minutes.
Construction is expected to begin early next year, with a winter 2026 opening targeted.
Fastned’s new Aberdeen hub represents a bold new phase for Britain’s EV infrastructure. It combines the company’s signature drive-thru layout — allowing drivers to pull in, charge, and exit in a single flow — with a fully enclosed design that protects users from Scotland’s famously wet and windy weather.
The hub will feature a shop, toilets, and a seating area, creating a premium experience similar to modern service stations but designed specifically for electric vehicles.
By reusing the existing Grampian House warehouse, the development drastically reduces environmental impact compared to new builds. It also aligns with the Scottish Government’s wider regeneration goals by turning an industrial brownfield site into clean-energy infrastructure.
“I’m over the moon that Aberdeen City Council has supported our application,” said Tom Hurst, Fastned’s UK country director. “This really is a revolutionary approach to EV charging and will transform the experience for many customers, especially in a part of the country where the weather isn’t always the best.”
Porsche has unveiled its first ever Porsche Macan GTS Electric, which sits between the 4S and the Turbo flagship in the all-electric SUV's hierarchy.
Priced from £89,000, the Porsche Macan GTS Electric gets 509bhp from its twin-motor powertrain. This can, however, be increased in short bursts to 563bhp via an overboost system. Paired with a hefty 704lb ft of torque, this gives the Macan GTS Electric 129bhp and 299lb ft of torque more than the most powerful petrol version.
Most of the Macan GTS Electric's power comes from its rear-mounted motor borrowed from the Turbo. Paired with a 48:52 weight distribution and 10mm suspension drop, Porsche claims this rear bias gives the GTS a more engaging feel.
To improve driver engagement, this fifth member of the Macan Electric family also gets a speciallytuned anti-roll bar, and a bespoke electric
Porsche Traction Management (ePTM) system along with Porsche Torque Vectoring Plus, or 'PTV Plus'. There's also Porsche Electric Sport Sounda sound signature specifically created for the GTS.
With the performance tweaks, the Macan GTS Electric will complete the 0-62mph run in 3.8 seconds, and power on to an electronicallylimited top speed of 155mph.
Externally, the Macan GTS Electric adopts an aggressive design. As standard, there's plenty of black detailing, widened side skirts, a bigger rear diffuser panel, and 21-inch wheels. If you want to sacrifice any of its claimed 363-mile range, then 22-inchers are available as an option. Another handling-related option available is rear-wheel steering.
The Toyota FT-Me concept has taken a step closer to becoming a reality, courtesy of a £15 million investment from the UK Government that will see prototype vehicles built at the Japanese giant's Burnaston plant in the Midlands.
Toyota's answer to the likes of the Citroen Ami, the Fiat Topolino, and the Luvly 0, the FT-Me microcar will be built to the same L6e quadricycle regulations as these models, meaning it will be limited to a top speed of 28mph and a power output of 8bhp.
Like its rivals, the two-seat Toyota FT-Me is designed as a private transport solution for cities where congestion is rising, and increasing numbers of low-emissions zones are being introduced.
Toyota says that the UK Government's funding will allow it to advance its understanding of the need and feasibility of an EV that tackles the issue of sustainable urban mobility.
The Japanese manufacturer is said to be working alongside last-mile delivery van manufacturer Elm, materials manufacturer Savcor, and the University of Derby to investigate whether the FT-Me should make the transition from concept to production vehicle.
The FT-Me concept will borrow components from Elm's Evolv delivery van, while Savcor will provide the solar-panelled roof, which Toyota claims can recover up to 19 miles of range per day in sunny weather conditions.
The FT-Me concept will be built at the Toyota plant in Burnaston, Derbyshire, where the Corolla is made. The nearby University of Derby will conduct a study into how the vehicle would be used by prospective buyers.
Mercedes-Benz has taken the wraps off its Vision Iconic concept, which adopts a bold art-deco design and provides a glimpse at the next-generation S-Class due to arrive in the UK in 2028.
The Vision Iconic riffs heavily on Mercedes' heritage, and takes on a long bonnet with a rear end inspired by the 1954 Mercedes 300 SL 'Gullwing'. Up front, the illuminated upright grille is similar to the bold unit fitted to the recentlyreleased all-electric GLC.
Taking the theme one step further than the GLC, the Mercedes Vision Iconic's three-pointed star also lights up - a design cue that could carry over to the upcoming S-Class.
The Vision Iconic serves as a rolling laboratory and comes with a suite of new automotive technologies still under development, including level-four autonomous driving for hands-off, eyes-off driving. The system has a new 'neomorphic' computer system, which Mercedes claims mimics the human brain's neural networks. In further nod to what's coming on from the all-electric S-Class, the Vision Iconic showcases a steer-by-wire system to increase agility and low-speed manoeuvrability.
Inside, the Vision Iconic continues the old-meetsnew theme. The dashboard is crafted from glass, and comes to life with an "entirely analogue animation" as the doors are opened.
Around the cabin, a variety of high-end materials are used, including polished brass door handles off-set with mother-of-pearl and silver-gold tones. Meanwhile, the front bench seat is finished in dark blue velvet.
As well as hinting heavily at the next S-Class saloon, the two-door Vision Iconic suggests a return of the S-Class coupé and convertible with the next iteration of Mercedes' flagship.
The Polestar 3 has received a series of updates for 2026, including new 800V electrical architecture, more power, and new batteries.
The performance EV brand's flagship SUV previously ran on 400V architecture delivering DC charging up to 250kW and allowing for a 30-minute 10-80% charge.
The new 800V architecture means that dualmotor 2026 Polestar 3 models can now be charged from 10-80% in just 22 minutes thanks to a peak charging rate of 350kW. The refreshed 'P3' comes with two new batteries sourced from
China's CATL and a new rear motor developed inhouse at Polestar.
Entry-level single motor cars now get a 92kWh battery and a 329bhp and 354lb ft motor, a significant upgrade over its previous 303bhp.
The mid-tier Dual motor's power output has been boosted to 536bhp. Meanwhile, the flagship Performance now produces 670bhp and can manage the 0-62mph run in 3.8 seconds on its way to a top speed of 140mph.
Both dual-motor versions of the 2026 Polestar 3 get a 106kWh battery.
The changes in performance mean the Polestar 3 Single motor's range is now reduced by 63 miles to 375 miles, as is the Dual motor's by 0.6 miles. However, the Polestar 3 Performance's range is improved to 368 miles, 16 miles more than before. Inside and out, Polestar has made a handful of changes. Air suspension is now standard on the Performance, but an option on the Dual motor. A new 'Climate' pack includes heated rear seats, a heated steering wheel, and heated front wiper blades. The 'Prime' pack clubs together Polestar's Pilot, Plus, and Climate packs.
The all-electric Twingo will be fully unveiled to the public later in November but, before that, the French brand has shared a few choice details.
The teaser images show that the production car will stick very closely to the design of the concept car revealed in mid-2024.
As with the concept, the finished vehicle echoes the original cult-favourite Twingo from its “frogeye” headlights to its curved rear glass.
Just like the original car, the new Twingo features a short, sloped bonnet that flows smoothly into the windscreen to recreate the one-box look of its predecessor. The split LED headlights copy the flat-bottomed circle shape of the original car for what Renualt describes as a "mischievous gaze”.
Also mimicking the 1993 original, the new model features a “smiling grille” finished in gloss black along with three small off-centre air vents just beneath the windscreen.
Renault says that it wants the new Twingo to blend technical elements with soft curves and be
Renault has revealed the first images of the road-ready version of its new Twingo as it launches R-Pass pre-orders for its new city car.
a car with a contemporary edge that doesn’t take itself too seriously.
The Twingo is intended as a smaller, cheaper sibling to the award-winning Renault 5. At 3.75m,
it is 30cm longer than the original car but 17cm shorter than the R5. It is also fractionally bigger than the budget-focused Dacia Spring. Pricing will start from under €20,000 (£17,370).
Vauxhall has announced pricing for its dual-motor, Grandland Electric AWD, which will start from £36,995, dropping to £35,495 thanks to the Government Electric Car Grant.
For its flagship powertrain, Vauxhall has done away with the entry-level Design trim and offers the Grandland AWD in either mid-tier GS or flagship Ultimate trim.
Externally, the AWD gets 19-inch diamond-cut alloys, a black roof with a matching front panel
and rear spoiler, plus darkened rear windows and an illuminated 3D 'Vizor' grille.
Inside, the GS comes with a heated steering wheel and a 16-inch infotainment system with wireless Apple CarPlay and Android Auto. Further tech includes a 10inch digital driver display, plus wireless phone charging.
The range-topping Ultimate spec is priced from £36,995 after the grant and comes with matrix LED headlights, a heated windscreen, heated front seats, a driver's head-up display, and a 10-speaker Focal sound system. The wheels are also upgraded to 20 inches.
Irrespective of trim, the Vauxhall Grandland AWD comes with a 73kWh battery returning up to 311 miles and peak charging of 160kW.
With 320bhp and a 0-62 run of 6.1 seconds, the Grandland AWD is the most powerful EV Vauxhall has produced and comes with four driving modes: 'Normal' restricts power to 313bhp through the front wheels, with the rears engaged when necessary.
'AWD' splits power 50:50 between the front and rear and unleashes all 320bhp, while 'Sport' divides power 60:40, and adds heavier steering and a sharper throttle response into the mix. Finally, 'Eco' limits the Grandland AWD's power to 215bhp and is FWD only.
EV Powered spends time with RUSSELL PETERSON, CEO AND CO-FOUNDER OF SCOTTISH STARTUP MUNRO to learn more about the brand’s ambition to develop a truly all-terrain electric vehicle.
Like all good automotive stories, the roots of Munro EV don’t lie in some stuffy boardroom with accountants tapping away on calculators.
Instead, the seed of this Scottish EV start-up can be traced back to a friendly chat over a campfire somewhere in the Highlands.
It was there that off-road enthusiasts Russell Peterson and Ross Anderson decided that what the world needed was a truly capable off-roader powered by electricity.
Having driven their share of diesel-powered 4x4s, the pair recognised the potential of an electric powertrain in coping with tough terrain where torque and fine control are more important than speed and range.
Russell explains: “I grew up on a farm, so I was always into 4x4s. As I grew up, I moved into software, but I was missing the feeling of the outdoors adventure, so I started off-roading as a hobby.
“It started out as I was driving around in diesel and petrol 4x4s and thinking ‘it would be great if this was electric’. Then my friend Ross Anderson, who's our co-founder, and I went on this camping trip up into the Highlands and we both had this epiphany of ’this definitely needs to be a thing’.
“This was back in 2018 and most electric vehicles were like the Renault Zoe, Nissan Leaf and quite early Teslas. So we were thinking ‘what if it had this really rugged, mechanical off-road drivetrain and could navigate really extreme terrain, but had electric drive?’.”
SPARK OF INSPIRATION
The idea of a “proper” off-roader with Land Rover-like ability but a zero-emissions powertrain started out as a one-off vehicle for their own amusement but, says Russell, as they considered it more the duo realised there was a wider demand.
“It started out as a very personal thing, but then we started thinking about it further, thinking maybe this thing has legs and could work in the market.”
That shift from hobby to business idea also brought a change in focus from a leisure activity vehicle for weekend bog-bashing to a workhorse designed for some of the toughest industries on earth.
Says Russell: “When we started thinking about commercialisation, we were getting a lot of outreach from commercial groups and fleet operators who said to us, look, we've electrified our cars, electrified our vans, but we're really struggling to electrify our 4x4 fleet. And that really was the birth of Munro.”
That interest, says Russell, helped focus the company’s direction and determine its core mission. This was not to be a road vehicle that could be taken off-road but something designed to spend its life away from the Tarmac in hostile working environments – whether in the frozen mines of Scandinavia or the boggy hillsides of Scotland.
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To that end, the Munro M-Series uses a single electric motor of up to 280kW connected to a traditional four-wheel-drive system with a transfer box, high-low ratios and up to three locking differentials. There’s no complicated multi-motor arrangement or expensive in-wheel tech, just a tried-and-tested four-wheel-drive format with an electric motor in place of a diesel one.
Form follows function with a brutally boxy body constructed from simple-tomake and easy-to-replace panels, and with touches such as in-board lights and scratch-resistant finishes to minimise the risk of damage. That sits atop a high-riding chassis designed to cope with the roughest terrain and most challenging climbs and descents.
The utility body provides a spacious, if spartan, cab for five occupants while pick-up and chassis cab variants offer flexibility and scope for custom bodies. All three bring the benchmark 3.5-tonne towing and one-tonne carrying capacity of any self-respecting utility vehicle. Range is around 170 miles onroad or, more importantly, 16 hours of operation off-road.
Such stats are important when Munro’s target customers are forestry operators, blue-light services, mining companies and utility firms working in the most remote locations. These are the people for whom the current crop of heavily compromised electric pick-ups simply aren’t tough enough.
“We're pretty much exclusively operating at the extremes of the market,” Russell tells EV Powered. “We’re working with mining, forestry, fire and rescue, and defence. We don't even think about the vehicle as a car, we are treating this more like a piece of machinery.”
From the start, Russell says Munro’s focus has been on building the vehicle customers want and delivering the services they need.
Early on, the firm interviewed 120 fleet managers and users to understand how they use their vehicles, and early "validation" prototypes were provided to customers as part of a rolling test bed.
Feedback from those interviews and early customers has helped shape the M-Series’s development and features, with a focus on keeping things simple.
“If you're building a product for a consumer market, you can sell the customer things that they didn't know they needed,” notes Russell. “With the commercial vehicle space, it's the complete opposite. They know what they need, they don't need anything more or less than that.”
So the M-Series has hard-wearing touchpoints, a hose-down interior, heated seats and vehicle-to-load power. But it doesn’t have the multiple drive modes, massive touchscreen or fancy sound system of a modern SUV or pick-up.
It also, crucially, has fewer moving parts than an ICE equivalent and a simple, easy-access construction. That’s useful on a road car but on a vehicle that could be hundreds of miles from a service centre it’s a massive advantage.
Russell talks of visiting a mining site off the coast of Scotland. Every diesel pick-up at the facility had a dashboard lit up with warnings about clogged air filters, blocked DPFs and a host of other engine-related issues. Being located several hours and a ferry ride from the closest dealership meant manufacturer support was too expensive and complicated to arrange, leaving the trucks to succumb to problems that simply don’t affect an electric motor or battery.
Munro’s name hints both at its rugged ambition and its Scottish roots – Munros are the country's challenging mountains measuring more than 3,000
feet. And while it’s focused on serving customers worldwide, the small team at the heart of the organisation is proud of its Scottish origins.
The vehicle has been developed on off-road trails around the country, prototypes built in East Kilbride and early customer test models shipped to operators in the Highlands and Islands.
Russell says there’s a focus on using local suppliers and smaller enterprises wherever possible. Scottish firms provide everything from chassis metalwork to the seats, while components such as motors and suspension are sourced from as nearby as possible and integrated in-house.
“We try to prioritise local. So the first thing we'll do is we'll look at Scottish companies and UK companies, and if we can't find anything in that region, we'll look at Northern Europe. That is reflected in the bill of materials. You're looking at about 80% through UK suppliers, which is pretty good, I think.”
Parts are sourced from experts in their respective fields – “There’s no need to reinvent the wheel here” – but Munro’s team also takes a very hands-on approach.
“There's so many businesses that are founded on a great idea but can't execute. They end up with this committee of people that have all these amazing ideas but can't execute, can't actually put spanner to machine,” reflects Russell.
“I think our secret was bringing people into the team from a very early stage who aren't necessarily known names in the automotive industry, but they're makers. They're really good at just saying; ‘I get that. I can see how we can do that. I'm going to go in the workshop and machine that part, or weld that together’. Just going ahead and doing it.”
'A
That’s one attribute Russell believes will help Munro succeed where others have failed.
Recent years have seen the automotive sphere littered with EV start-ups which flounder. Look at Lunaz, Arrival, Canoo or Volta. Russell admits that it’s a tough landscape, and getting the M-Series to market hasn’t been easy. But he’s confident Munro is taking a sustainable approach.
“We have a team that’s so dedicated to just doing what we set out to. Not talking about all the things we possibly could do, but looking at what we can do today to move the business forward every day,” he says.
“Hyperfocus is critical. We just keep boiling it back to ‘what will it be doing on a day-to-day basis?’ and not getting distracted by all the things we could do with the platform.”
Russell says Munro is determined to avoid the overreach which he believes tripped up some EV start-ups.
Even as it progresses from the hand-built to volume manufacturing, Russell says Munro remains focused on using customer feedback to fine-tune the vehicle.
“We’ve got customer vehicles out in the real world already supported by the factory and being continuously improved and developed and we’re going to keep doing that. It’s working really well for us and the customers.
“We’re at the tail end of our development now, so next year we'll get to the point where we can put on more of a production line. But the vehicles will still be made to order and probably each one will be a little bit different from the last one because of customer specifications.”
There’s clearly still a lot of work ahead to get to that point but if any vehicle feels built to traverse such tough terrain, it’s the Munro M-Series.
“We're not trying to create a compromise for the whole market, and we're also not being greedy and thinking the global market for this is enormous.
“We know what we're good at. We're going to build this very specialist vehicle for a very specialist market. People will need one or they won’t. And that's fine.”
That focus on a narrow market and dedication to delivering what customers ask for – whether it’s a better turning circle or an accessories fit-out service – will be vital, especially as the hands-on hand-built approach makes way for large-scale production.
Up until now, Munro vehicles have been built at the firm’s HQ in East Kilbride. However, by mid-2026 operations will have moved to a new factory on the outskirts of Glasgow.
By the end of next year, Munro aims to have built between 100 and 200 customer vehicles, ultimately ramping up to around 500 units a year, each tailored to customer’s specific needs.
as tough as its makers claim?
The past decade of innovation has proved that EVs are brilliant at a great many things. Whether it’s delivering silent luxury, smashing speed records or plugging away on construction sites, electric power is at the forefront.
However, it is yet to make its mark in the world of “proper” 4x4s. There are plenty of all-wheel-drive EVs out there, some with “off-road” driving modes. There are electric pick-ups trucks too. But there’s nothing in the vein of an old-school Land Rover or the current crop of rugged diesel pick-up trucks. Nothing electric that can plough its way across hillsides or through quarries with a literal tonne of detritus in the back.
And that’s where Munro EV hopes to step in with its M-Series. You can read our interview with Munro CEO Russell Peterson about the company and its ambitions on the previous pages, but for now we’re concentrating on the “car”, which EV Powered got an early drive of recently.
It’s not really a car though, Peterson describes it as a “tool”. This is a purpose-built all-electric 4x4 designed to perform in the most hostile working environments. It aims to blend hardcore off-road ability with smooth, quiet and dependable electric power.
At the heart of it all is a single electric motor with up to 375bhp and 516lb ft sending its power and torque to all four wheels via an old-school two-speed transfer box. The thinking is that you get the seamless delivery and minute controllability of electric power allied to proven four-wheel-drive hardware that is cheap and easy to maintain.
That’s all packaged in a platform design to be put to work in forestry operations, mines and mountain rescue.
Under the skin there’s a traditional ladder frame chassis with coil-sprug live axles and underbody protection. Ground clearance is a whopping 480mm (a Toyota Hilux tops out at 330mm) and wading depth is 800mm. Short overhangs allow an approach angle of 84 degrees, departure angle of 51 degrees and breakover of 148 degrees. All of which prove what you can achieve if you prioritise off-road ability above all else.
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That off-road focus is clear in the M-Series’s design. It's big, bluff and, frankly, a bit weird looking. Form follows function with flat aluminium body panels, square edges and peculiar in-set LED lights. Everything is coated in a scratch-resistant finish and there are definite old-school Defender vibes. Depending on your needs, Munro can supply an SUV-style Utility body, crew cab pick-up or two-door chassis cab with various configurable body styles.
At 4.59m long, the M-Series is roughly the same length as a family SUV like the Skoda Enyaq. But it is 2m tall, 1.8m wide and with a massive 3.25m wheelbase that creates acres of space for a crew of five and allows the Utility model to offer 1,600 litres of cargo space in its load bed.
The M-Series’ interior is deliberately spartan. This is a vehicle designed to deliver what users need with none of the fripperies of modern “lifestyle” trucks or SUVs.
The floor can be hosed down, the door pulls are big chunks of billet aluminium and there’s hard-wearing leather on the five individual seats. The instruments are a basic digital speedo while the heater controls are two big simple dials and there are chunky rocker switches for most other functions. There are some concessions to comfort, not least heated seats for everyone and an Android Auto screen that doubles as a monitor for the reversing camera.
Our test car still features lots of elements that feel “prototype-y” but give an indication of the focus of the vehicle. Touchpoints feel solid in the way you’d want – not the slightly flimsy buttons and dials of some current commercial pick-ups.
There are two powertrain options for the M-Series. The M170 uses a 223bhp version of the motor, with 443lb ft of torque. The M280 gets 375bhp and 516lb ft for greater towing capacity.
Both use an 85kWh LFP battery that Munro says was chosen for its durability, stability and ability to function better in extreme temperatures than NMC chemistry. In both versions range is estimated at 170 miles on road or 16 hours of use off-road. DC charging of 130kW allows a 15-80% top-up in 30 minutes.
From the wheel, all those stats come together in a seriously competent package. Drumclog Off-Road Centre, where we tested it, is the sort of place where you see everything from trail bikes to Unimogs. It’s 1,600 acres of rutted, mud-soaked valleys, boggy flatlands and vertiginous rock-strewn slopes. The terrain changes day by day and hour by hour and proves a stern test for our M-Series.
Thankfully, the massive suspension travel, extreme axle articulation and huge ground clearance mean that the Munro can handle deep ruts, cloying mud and sudden shifts in terrain with relative ease. The short overhangs mean it can scrabble over steep ascents and descents like a (very heavy) mountain goat and the linear electric drive makes it easy to make steady, safe progress.
There’s a seamlessness to the power delivery that’s familiar to any EV driver and replaces the sometimes peaky feel of an ICE 4x4. It makes ploughing through the mud or up a rutted slope deceptively easy – pick your line, squeeze the throttle and let the mechanical bits underneath pull you through. There are no fancy drive modes, just the choice of high- or low-range to keep things simple for operators. A hill descent function is always there to keep things steady on tricky downhills. But that’s it for driver aids.
For all of its 21st-century powertrain, the M-Series feels much closer to a classic Defender than Solihull’s current £90k Chelsea Tractors.
Equipped with the more powerful of the two motor options the Munro M-Series will carry up to a tonne of cargo or tow up to 3.5 tonnes – the current default numbers for any true “utility vehicle”.
All that capability comes at a cost and explains, partly, why the M-Series can do things that electric trucks from established brands can’t.
Prices start at £69,662 (Exc VAT) for the M170 Utility and rise to £82,495 (Exc VAT) for the M280. You can then build from there with accessories such as extra heaters and roof racks or bespoke fit-out services for lights, beacons, winches and more.
Munro argues that operators will easily make their money back in saved costs. It estimates that operational costs are 60% lower than an equivalent
diesel vehicle. There’s also the small matter of a 4.5-tonne saving on CO2 emissions every year.
With operators looking to cut their corporate emissions, that’s an attractive prospect. So, too is the ability to charge vehicles using on-site generation at remote locations, saving costs on diesel shipped in from outside at great expense.
Munro EV is clear that the M-Series is not a vehicle for everyone. It’s a niche tool intended for specialist markets.
Within that context it feels like it hits the brief. It’s spacious and practical and delivers the benefits of an electric drivetrain without compromising on capability.
Price: £82,495 (Exc VAT)
Transmission: Single-motor, permanent four-wheel-drive
Battery: 85kWh
Power: 375bhp
Torque: 516lb ft
Top speed: 95mph
0-62mph: N/A
Range: 170 miles (est)
Consumption: 2m/kWh
Charging: up to 130kW
ground to newer, more advanced rivals. CAN THIS ALL-NEW VERSION COMPETE WITH THE VERY BEST OF THE C-SEGMENT EVS?
inefficient, or weird looking. Yet as time rolled on and EVs became more mainstream, the Leaf gen 1.5 and 2 became gradually outdated, to the extent that in 2024, production was stopped at its Sunderland factory in England's north east.
In raw numbers, the C-HR+ is 4.52m long and 1.87m wide – that’s 13cm longer and 10cm wider than the hybrid C-HR and 17cm shorter but 1cm wider than the bZ4X. In the metal and parked side-by-side, the C-HR+ dwarfs its namesake, but it’s hard to discern much difference between it and the current bZ4X.
Design-wise, the C-HR+ clearly borrows from both the bZ4X and C-HR. The headlights and bonnet line could have been lifted wholesale from the bZ4X. But the angled sculpting on the doors and the way the beltline rises to meet the sloping roof bring common ground with its smaller sibling. While it doesn’t look much smaller than the bZ4X, styling touches around the lights, bumpers and doors give the C-HR+ a neater, tighter, more athletic look.
Inside, the C-HR+’s cabin appears to have been lifted directly from the bZ4X. On the plus side, that means a logical user-friendly layout with rock-solid build quality. There’s a big easy-to-use 14-inch touchscreen mounted high on the dash, with sensible physical controls for climate control and other frequently used functions. There are also twin wireless charging pads which, like the large screen, are standard on all models.
In the negative column, there’s not much creativity and everything is made from dull grey or black materials that create a dreary ambience. The gloominess is alleviated a bit by the panoramic roof in top-spec cars but it doesn’t change the fact it’s an almost entirely monochrome finish.
Toyota claims the C-HR+ offers “space from the class above” but it all depends on how you break down the classes. The boot’s a relatively small 416 litres – rivals offer between 20 and 100 litres more – but there is decent passenger space. Four average sized adults will fit comfortably thanks to good leg and headroom, and taller drivers should manage to get comfortable easily. However, the floor in the rear feels high relative to the seat cushion giving an odd knees-up seating position. And, like the smaller C-HR, the rear seats feel quite enclosed due to the shape of the rear glass and the gloomy interior colour palette.
When the C-HR+ goes on sale it will be offered with two battery and motor options.
Entry-level cars get a 54kWh (usable) battery with a 165bhp motor powering the front wheels and returning up to 283 miles of range.
Higher-tier grades get a 72kWh battery paired with a 221bhp motor. Preliminary WLTP tests put that version’s range at up to 378 miles – that is seriously impressive, beating the Elroq, Enyaq and matching the Scenic. Charging tops out at 150kW, which is on a par with the Scenic but behind cars like the Skodas.
As with Toyota’s larger EV model, the 221bhp motor feels powerful enough and probably a better choice than the 165bhp option. A 0-62mph time of 7.3 seconds won’t set the world alight but it’s quick enough for day-to-day motoring and acceleration is delivered smoothly and evenly. To match that there’s a similarly wellcalibrated braking regeneration with four well-balanced modes. These range from effectively off to near one-pedal operation and can be adjusted quickly via big steering column paddles.
There is a more powerful all-wheel-drive variant with 338bhp and a 0-62mph time of 5.2 seconds, but the UK isn’t getting that. That’s not a problem, though, because based on back-to-back drives the front-wheel-drive one is the nicer feeling on the road.
It’s not some dynamic handling god but it feels lighter and neater from the driver’s seat. The steering has enough weight to give confidence in the car, although enthusiastic cornering reveals a generous scoop of body roll.
One of the most appealing parts of the hybrid C-HR is that it’s actually quite fun to drive. Toyota would have you believe the EV C-HR+ is in a similar vein but it’s not really. It’s a little too heavy and ponderous to meet the engineers’ claims of an exciting driving experience.
That’s mostly forgivable because the ride, especially in the FWD car, is impressive – far more of a priority in a family SUV than envelope-pushing handling. Pleasingly, there’s no unconvincing “Sport” mode, just Eco and Snow settings to conserve energy or manage torque in slippery conditions.
Toyota has been vague on pricing so far but indications are that the C-HR+ will sit closer to the hybrid C-HR in price than the bZ4X. We’d hazard a guess of around £34,000 for the most basic model, rising to around £40,000 for the top-spec version.
That could put the bZ4X in an awkward position. The C-HR+ offers a bigger battery, longer range, broadly similar space and the same tech and safety kit, yet will potentially cost thousands of pounds less.
It’s too early to say whether the C-HR+ might qualify for the Electric Car Grant but it seems likely. The bZ4X with which it shares hardware and a production line does get a £1,500 discount so, in theory, so should the C-HR+ when it goes on sale.
When it does go on sale in the UK there will be three trims, confusingly called Mid, Mid+ and High. Full specs will be confirmed closer to launch but we do know all versions will get the connected 14-inch screen, LED lights, 18-inch alloy wheels, heated seats and steering wheel, a heat pump and Toyota Safety Sense driver assistance.
High grade will get a more appealing faux-suede and synthetic leather upholstery, 20-inch wheels and the panoramic roof. It will also add a 22kW AC charger in place of the standard 11kW, a JBL premium stereo, and the option of bi-tone paint.
Every version will also come with Toyota’s industry-leading 10year, 650,000-mile battery warranty.
We’ll have to wait for final pricing and the finishing touches to be applied but the Toyota C-HR+ could, potentially, kill off its bigger brother and offer an interesting alternative to established players.
On first acquaintance, it certainly feels every bit as competent as the bZ4X, with range and power to rival some of the best in its class. It doesn’t feel ground-breaking, however, and there are plenty of other very competent cars in a similar space, so pricing could be vital.
PRICE: £TBC
TRANSMISSION:
Single-motor, front-wheel-drive
BATTERY: 72kWh
POWER: 221bhp
TORQUE: 198lb ft
TOP SPEED: 99mph
0-62MPH: 7.3 seconds
RANGE: 378 miles (18-inch wheels)
CONSUMPTION: TBC
CHARGING: up to 150kW
Unlike most rivals, the more powerful version of the 6e comes with the smaller battery. Confusingly, this is also the battery with the faster charging rate.
Opt for the 254bhp variant and you’ll get a 68.8kWh battery with peak charging of 165kW. That’ll manage 300 miles of range and charge from 10-80% in 22 minutes. It will also crack 0-62mph in 7.6 seconds – just 0.2 seconds quicker than the less-powerful car.
For maximum range, you’ll need the 241bhp model, which comes with an 80kWh battery. This offers up to 345 miles but charging peaks at just 90kW, meaning the 10-80% charge takes a glacial 45 minutes.
We only tested the 241bhp motor which still felt punchy enough. Power comes on smoothly and steadily and is balanced by well-calibrated linear braking.
What’s not smooth or well-calibrated is the ride. There is an ever-present chatter transmitted from the road into the cabin that leaves passengers feeling jostled around and the car feeling unsettled.
The chatter from the ride is in direct contrast with the lack of communication from the steering. Mazda usually prides itself on the connection between car and driver but that’s entirely missing here due to overly light, vague steering.
Pricing for the Mazda 6e is still some way off but given its market position in Europe, where it’s already on sale, we’d expect it to cost from around £45,000.
We also know that there will be two trim levels – Takumi and Takumi Plus –and that all cars will feature premium kit such as adaptive LED headlights, 19-inch alloys, a panoramic roof and augmented reality head-up display.
I came away from the Mazda 6e disappointed. It might look like a Mazda but it doesn’t feel like one.
The brand’s appeal has always been its user-friendly interiors and a superior driving experience. But the 6e doesn’t deliver either.
The interior isn’t bad but nor does it stand out as we’ve come to expect. Likewise the driving experience is on a par with the Ioniq 6 or Seal but some way off what the Mazda badge promises.
There’s still time for Mazda to fix the ride and handling before UK cars arrive in June 2026. If it can do that then the 6e will at least have some glimmer of the old Mazda magic but for now it feels distinctly average among tough competition.
PRICE: £TBC
POWERTRAIN:
Single-motor, rear-wheel-drive
BATTERY: 80kWh
POWER: 241bhp
TORQUE: 236lb ft
TOP SPEED: 108mph
0-62MPH: 7.8 seconds
RANGE: 343 miles
CONSUMPTION: 3.77m/kWh
CHARGING: up to 90kW
It was bound to happen eventually. After months of trouble-free easy motoring with the Renault Scenic, I’ve begun to pick up on a few issues.
at where Renault has saved a few quid. It’s forgivable given the Scenic’s strong value proposition, but just a bit more obvious than in rivals from Korea or the VW Group.
The second, connected, worry is the quality of some of the plastics around the cabin. All the main touchpoints are pretty decent and, that squeak apart, everything still feels well screwed together. But here and there, on the lower section of the armrest console, for instance, there’s a scratchiness that hints
It’s a similar story with the ride. The Scenic is by no means bad but nor is it quite as composed as rivals. There’s a slight firmness that probably isn’t helping that squeak and it can’t quite match the comfort of alternatives from Skoda or Kia, for instance.
It’s still a lot better than some cars I’ve driven over the last couple of weeks (*cough, Suzuki e Vitara*). As is the user interface. I’ve praised the simplicity of the Android Automotive system before but recent experience with various in-house setups, and some other Android-based ones, has reinforced how good it is.
The menu buttons are big and clear, and most important functions are quickly and easily accessible, not buried eight menus deep. Key information is close at hand, whether on the main screen or via the crisp digital instruments. And the simple action of being able to adjust the temperature with a rocker switch in the Renault always pleases me after time with another hateful screen-based arrangement.
PRICE: £45,495 (£46,745 as tested)
POWERTRAIN: Single-motor, front-wheel-drive
BATTERY: 87kWh
POWER: 215bhp
TORQUE: 221lb ft
TOP SPEED: 105mph
0-62MPH: 7.9 seconds
RANGE: 369 miles
CONSUMPTION: 3.7m/kWh
CHARGING: up to 150kW
After a couple of weeks of family duties, I’ve been on my travels again and the colder weather and long high-speed runs are taking their toll on the Scenic’s efficiency. Again this month, I’ve struggled to break the 3.3m/kWh average, although some less-intensive runs have still seen it knocking on for 4m/kWh. I suspect my 600-mile motorway schleps aren’t what your average Scenic will be doing on a regular basis, so most people can expect better efficiency than me. Even then, the trip computer still estimates just shy of 300 miles per charge.
On one of those long motorway slogs, I had my first real charging headache when the car simply refused to connect or charge at multiple devices. Whether it was the car’s fault or the chargers’ isn’t entirely clear but it did coincide with an over-the-air update and me tinkering with scheduling in the app, so I suspect a problem at the car end.
The good news is that after a couple of days’ frustration everything is working fine again now and another long journey to the Midlands presented no challenges apart from resisting the lure of the Golden Arches at Ionity’s Lancaster hub.
Hopefully the next few weeks won’t involve any more trips on the bleak M6, giving me and the Scenic’s efficiency a chance to recover.
As we close the chapter on the fiveyear run of Extreme E, Richard Alvin reflects on how this radical off-road electric-SUV series has not just rattled the sand under conventional motorsport but reset many of its rules.
From its debut in remote desert dunes in 2021 to its finale in the Tuwaiq Mountains of Saudi Arabia in 2025, the series combined adventure with advocacy, speed with sustainability, and global spectacle with purpose.
Launched in spring 2021, Extreme E was the brain-child of Alejandro Agag (who had already delivered Formula E) and racingveteran Gil de Ferran. Their aim was audacious: to take electric vehicles into some of the planet’s most vulnerable – and visually striking – environments, to use racing as a stage for climate-change awareness, gender equality and technological innovation.
That premise alone set the series apart. Rather than the tidy, safe and urbane circuits of mainstream racing, Extreme E placed electric SUVs in deserts, arctic ice, wild islands, even the wild Scottish countryside. The idea: turn landscape into message, tyre tracks into a legacy. By its very format – each team pairing a male and a female driver
sharing identical vehicles – it insisted that the spectacle of racing and the substance of equality go hand in hand.
Eighteen teams competed across the duration, with 43 drivers from 16 countries (24 male, 19 female). Highprofile names and manufacturers joined: Volkswagen (via Cupra), General Motors’ GMC Hummer EV, McLaren, while team-owners included the likes of Lewis Hamilton, Nico Rosberg, Jenson Button, Carlos Sainz, and Jimmie Johnson.
When it comes to standout driver pairings: Kristoffersson and ÅhlinKottulinsky became a dominant force; Molly Taylor (Australia) and Kristoffersson achieved eight wins between them; at the same time reserve ‘Championship Drivers’ played a vital role – 19 of the 20 Championship drivers have graduated into race seats. That highlights the developmental value the series afforded emerging talent.
Three debutants also achieved podiums on first outing: Klara Andersson became the youngest podium finisher and youngest winner in her very second start. These are the kind of stories that capture new audiences.
Over its five calendar years, Extreme E travelled to eight countries. The Kingdom of Saudi Arabia led the way, hosting eight rounds (including both the inaugural 2021 Al-‘Ula and the final 2025 Qiddiya event). That the series began and ended in Saudi Arabia is more than poetic: it reflects the Kingdom’s broader sporting ambitions under Vision 2030.
Other frequent stops: Sardinia hosted seven rounds; Dumfries & Galloway (Scotland) four rounds; the Atacama Desert (Chile) staged a double-header. Additional one-off venues included Lac Rose (Senegal), Greenland, Bovington (England), Punta del Este (Uruguay). This breadth of terrain –from ice-fields to deserts to islands –emphasised the series’ global scope and its intention to highlight climatevulnerable regions.
So, what does the legacy of Extreme E mean for the broader electric-vehicle and motorsport ecosystem?
First: technology matters, but context matters too. EVs in city circuits are one thing; EVs in the Arctic or in desert dunes carry a very different narrative. Extreme E underlined that electrified propulsion is capable even in the harshest terrain — which, in turn, packages into a compelling message for consumers and manufacturers alike.
Second: equality and representation. By mandating a 50/50 gender split, shared driving duties and equal machinery, the series sent a clear message: motorsport need not be defined by exclusion. The narrowing performance gap is evidence that the real barriers are opportunity and investment rather than ability, with
Reuters reporting a 68 % reduction in the gender performance gap.
Third: sustainability must run through the logistics too, not just the cars. Sea-freight, remote broadcasting, hydrogen-charging at events, on-site renewables – these were genuine mechanisms deployed by Extreme E, not just rhetoric. This holistic approach to green motorsport has set a benchmark.
Fourth: audience engagement. The series found that younger fans want purpose as well as performance. By combining digital-first content, shortform storytelling, interactive formats and racing in visually arresting landscapes, Extreme E brought a fresh demographic into motorsport. That has implications for every EV brand and every media channel seeking engagement.
There were, of course, challenges. Season 4 (2024) was truncated: only four of ten planned rounds were completed before the series announced its transition. The final one-off ‘The Final Lap’ event in October 2025 in Saudi Arabia closed the curtain on the electric iteration.
Nevertheless, the spirit lives on and evolves. The series hands over to Extreme H — a hydrogen-powered off-road championship, set to carry forward many of the same principles.
For the UK and indeed for the EV industry, the lessons are clear: electrification is no longer novelty, it is credible; diversity in motorsport is not optional, it is essential; sustainability cannot be silo-driven; and young audiences demand more than horsepower.
When you look back at a list of the top turning-points in EV culture of the past decade, you might list citycentre charging roll-outs, batterycost tipping-points, or major OEMs’ model launches. But I contend that Extreme E – though a motorsport oddity to some – occupies a unique slot: it proved that electric power, real terrain, real competition, and real purpose could converge.
For the readers of EV Powered, the relevance is not just in the spectacle; it is in the message. Whether you’re analysing the next SUV, the next charging model, or yout next brand choice, remember that the reset happened not just in boardrooms, but on deserts and ice-fields, behind the wheel of electric SUVs that carried both hope and carbon-offset certificates.
Extreme E may have ended. Its story, however, is far from over.
Here, then, are the five achievements that most clearly mark Extreme E’s imprint
1. The world’s first fully gender-equal motorsport platform: Every team in Extreme E fielded one male and one female driver, each sharing driving duties equally. Over the four full seasons (2021-24) the data showed the performance gap between male and female drivers narrowed by roughly 70 % (from a 6.51 % gap in Season 1 to about 2.73 % in Season 4).
This is not just a headline: it is a demonstration that, given equal machinery and equal time, female drivers can match the pace of their male counterparts. More than that, they often beat them — for example, the driver with the most podiums in the series is female.
2. A global Gen-Z audience built on purpose and content: Extreme E was never about ticking boxes. It understood that younger audiences – average age 29 across its fan-base –demanded more than lap-times and overtakes. The series blended short-form digital storytelling, interactive content, and racing in compelling locations. It thus built one of the youngest, most diverse followings in sport (a roughly 60/40 male-to-female split). In doing so it gave motorsport a fresh face.
3. Championing sustainability and low-emission logistics: Electric vehicles alone are not enough. Extreme E set out to press every conceivable green button: EV race cars, hydrogenpowered paddocks, sea-freight logistics (via the ship RMS St Helena), remote broadcasting to minimise travel, plus full carbonoffsetting of unavoidable emissions via ALLCOT. For example, the 2024 Scottish round (Hydro X Prix) used 80 % of on-site power from hydrogen fuel cells, exceeding pre-season targets.
4. On-track milestones and genuine competition: In its fiveyear span there were 26 races, 16 different winners (nine male, seven female), and standout performers such as Sweden’s Mikaela Åhlin-Kottulinsky (16 podiums) and Johan Kristoffersson (10 wins). The younger Hansen brother notched five wins, underlining just how dominant Kristoffersson was given he contested almost the same number of rounds.
In fact, one female driver topped all drivers (male or female) for podium finishes. In that sense the series didn’t just promote equality—it delivered it.
5. A lasting environmental and social legacy on-site: Beyond the spectacle, Extreme E delivered tangible action in every race location: a million mangroves planted in Senegal, coral-reef and turtle conservation in Saudi Arabia, salmon protection in Scotland, rewilding in the UK, schools’ climate education in Greenland, seagrass planting in Sardinia, frog-species conservation in Chile. These programmes were integral to each event and not merely PR extras.
Since its introduction in 2022, the Tesla Model Y has been a hit. Replaced earlier this year by a newer, less-awkward looking model, Tesla's success story remains a great option for used EV buyers.
Believe it or not, but the Tesla Model Y has been on sale less than four years in the United Kingdom. During its debut year, it was the country's best-selling allelectric car. This was no stroke of beginner’s luck, as for the next two years, Tesla's answer to the likes of the Kia EV6 and the Peugeot e-3008
once again topped Britain's EV sales charts.
As recently as August 2025, the first-gen ‘TMY’ was yet again the UK's best-selling EV, despite a facelifted version (codenamed 'Juniper' for the Teslararti out there) going on sale in June this year.
While the updated car looks less like a Model 3 that's discovered the joys of the roadside burger van, the pre-facelift car remains an excellent used choice thanks to its ease of use, practicality, strong performance, and that all-important access to Tesla's excellent Supercharger network.
TThe Tesla Model Y made its global debut in 2020 but hit UK shores in 2022, making it somewhat of a latecomer to the party.
Initially, UK buyers had a choice of Long Range and Performance models returning respective ranges of 331 and 319 miles. For 2023, a shorter-range entry-level model capable of 283 miles from a single charge joined the fold. That same year, the Long Range's range was improved to 373 miles.
When the Tesla Model Y Performance arrived, much was made of its 483bhp as this 1.9-tonne SUV could do the 0-62mph run in a neck-snapping 3.5 seconds. On paper, this made it faster in a straight line than the 522bhp, V8powered BMW M5 of the day.
Despite the ludicrous performance, the Model Y is not the most comfortable car in its class and jiggles around on poor road surfaces. That said, the incredibly quick steering rack borrowed from the Tesla Model 3 (with which it shares 75% of its parts) and stiff
dampers make for decent handling, even if it is a family hauler at heart.
The Performance model is underpinned by a dual-motor, allwheel drive layout shared with the Long Range AWD models. The rest of the range is RWD only.
Given how closely related it is to the Model 3, it's no surprise that the Model Y's interior is largely the same as its smaller sibling's.
As with the Model 3, all of the Model Y's functions - from drive modes to the dual-zone climate controlare managed through a 15.4-inch touchscreen mounted in the centre of the dashboard. While this may sound alarming to some of you, Tesla is the only brand whose 'allin' approach with the infotainment system appears to work seamlessly.
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Neither Apple CarPlay nor Android is available on any Tesla. You can obtain it via a third party, but as always, it's something we would advise against.
The infotainment system plays host to the rather excellent satnav system, plus integrated apps for Spotify and a series of games, which you can play using the car's wheel when charging. Further charging time distractions include Netflix integration and a whoopie cushion.
Whether you go for RWD, Long Range, or Performance trim, the Tesla Model Y is well-equipped. Across the range, all Model Ys come with front and rear parking sensors, and there are multiple cameras around the car to detect pedestrians and nearby vehicles.
LED headlights are also standard along with adaptive cruise control, front and rear heated seats, electric tailgate, and keyless entry via the Tesla smartphone app.
All pre-facelift Model Ys get the oldstyle Tesla steering wheel, with Tesla Coil badging instead of the new 'T E S L A' wording. What's more, the wood trim on the previous-gen cars can make things look a little dated.
When it comes to practicality, there's plenty of it in the Tesla Model Y. In the back, there's plenty of space for passengers over six feet thanks to 920mm of headroom. As well as the SUV's high roof line and flat floor, this sense of airiness can also be attributed to how much natural light the Model Y's ultra-minimalist cabin lets in.
With the rear seats up, the Tesla Model Y has a claimed 854 litres of boot capacity - that's measured to the roof and includes a large underfloor area.
Price range and running costs
Tesla is notoriously cagey about its battery sizes, but after some digging, we found that most Model Y RWD, Long Range, and Performance models come with a 75kWh battery. Some unconfirmed reports suggest that some early RWD models came with a 60kWh unit.
Charging at home remains the cheapest charge option. With an off-peak home charging tariff, a 0-100% charge can cost as little as £4.20 with the 60kWh battery, and £5.25 for the larger of the two.
In our research, we once again took to AutoTrader to check out the state of the used Tesla Model Y market. As always, we would recommend buying from a - preferably official - dealer as opposed to a private vendor.
At the time of writing, there are a total of 690 used Tesla Model Ys available via dealerships on AutoTrader. The most expensive pre-facelift Model Y we found was a Tesla Certified 2025 Long Range RWD priced at £43,800 with 7,556 miles on the clock.
The cheapest non-certified dealer car was a 2022 Long Range AWD, albeit one having covered 96,405 miles and priced at £18,473.
The Tesla Model Y comes with a basic warranty covering parts
manufactured or provided by Tesla for 50,000 miles or four years. Seatbelts and airbag systems are covered for five years/60,000 miles. As per European requirements, Model Y Long Range and Performance models have their batteries and drive units covered by the manufacturer for eight years, or 120,000 miles.
A major draw of the Tesla Model Y is its compatibility with Tesla’s unparalleled public Supercharger network. To charge the vehicle, all that’s required is to plug the car in at the charge point and the session commences while you go and do something else.
For peace of mind, the rate of charge can be managed via the Tesla mobile app.
As well as offering charging speeds of up to 250kW, Superchargers can offer charging prices as low as 0.29p/kWh during off-peak hours in selected locations.
Historically, Teslas are not cheap to insure and the Model Y is no different. Even the cheapest model to cover – the entry-level RWD –sits in insurance group 46. With UK insurance groups only going up to 50, that gives some indication of
how expensive Model Y insurance is likely to be.
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.
Throughout its life, the Tesla Model Y has shown itself to be a dependable family hauler, with WhatCar? giving it a 99.3% reliability score.
That doesn't mean it's been an entirely problem-free run over the last three-and-a-bit years, though. Issues with the charging port can cause slow, intermittent, or even all-
out charging failure, while connecting mobile devices to the touchscreen via Bluetooth can be glitchy.
Tesla's paint is notoriously susceptible to stone chips, swirl marks, and scratches. Unfortunately, the Model Y is no exception here. Poor quality rubber seals and panel gaps on early cars can lead to water leaks in the boot, while a loose fitting can cause regulators to wobble and rattle.
Given it's held down with doublesided sticky tape, the carbonfibre rear spoiler on Tesla Model Y Performance models can come loose.
When it comes to earlier cars, it's worth noting that they were built at Tesla's Shanghai Gigafactory. Later prefacelift cars built at the US carmaker's Berlin plant come with a much better fit and finish inside and out.
Like the Model 3, opinions are split on Tesla's dealer service. Some have been praised for their ease of scheduling and their technicians' knowledge and quality of work. Others, though, were criticised for a
lack of communication and delayed service appointments.
Since its arrival on UK shores, the Tesla Model Y has undergone a total of five recalls. The first was due to a front suspension link possibly being insufficiently torqued. The most recent was due to a rear view camera failure.
As much as the Performance model is a tempting proposition, be honest with yourself – unless you're a degree or two away from Max Verstappen, you simply don't need almost 600bhp, let alone 600bhp in a family SUV weighing just shy of two tonnes.
All things considered then, we'd opt for a 2023 model year Long Range rear-wheel drive. It has 373 miles worth of range – the most of any pre-facelift Model Y – and given it was built in the Berlin Gigafactory, it will be better put together than earlier Shanghai cars. With 304bhp on tap, it's all the Tesla Model Y you’ll ever need.
By RICHARD ALVIN
It’s not often I get to test an electric bike that’s truly British-built. In a market dominated by German engineering, Chinese motors and Dutch design, the ARCC Rosemont Electric stands out as a genuine product of Cambridgeshire craftsmanship — and one that’s refreshingly different in both concept and execution.
ARCC Innovations has built a reputation for combining traditional frame-building know-how with clever, homegrown electrification. The company not only manufactures its own bikes but also converts Bromptons and Moultons into pedal-assisted versions. The Rosemont Electric, however, is a model designed from the ground up, blending elegant Reynolds steel tubing with ARCC’s unique power system — one that’s powered not by a proprietary battery, but by something you might already have in your shed: a Bosch 36V powertool battery.
At first glance, the Rosemont Electric looks like a classic step-through city bike, complete with a swept-back handlebar, upright posture, and a beautifully finished frame that oozes craftsmanship. Each bike is sprayed locally in a choice of vibrant colours, and you can feel the attention to detail in every weld and cable routing. The riding position is superb — straightbacked, shoulders relaxed, and hands resting naturally on comfortable grips. It’s the sort of posture that makes you want to keep pedalling long after you’ve reached your destination.
That comfort is matched by build quality. The frame combines Reynolds 631 and Chromoly steel, making it strong yet pleasantly compliant on rough tarmac. My test bike was fitted with Schwalbe Marathon Plus tyres and a Madison saddle, though upgrades to a Brooks B17 are available — and well worth the extra outlay. The result is a smooth, forgiving ride that glides across urban streets with minimal vibration.
The ARCC system is unlike anything else I’ve tested. Instead of a bulky, integrated battery, it uses a removable Bosch 4Ah powertool battery, which slots neatly into the bike’s frontmounted housing. This design keeps weight low, makes recharging a breeze, and — best of all — means replacements are readily available from most hardware stores. A 6Ah upgrade is available for longer rides, and you can even add a second battery bracket for £125 if you want extra range.
There are trade-offs, of course. The smaller Bosch cells mean a range of around 20 miles per charge, depending on terrain and rider weight. But for most short, flat urban commutes, that’s perfectly adequate. The system is light, convenient, and clever — and because you can carry spare batteries easily, “range anxiety” all but disappears.
In use, the Rosemont Electric feels poised and confidence-inspiring. The power delivery is gentle but effective, helping you get up to speed without jerky surges. The motor is quiet, and though it’s not the most powerful in its class, it’s perfectly suited to the bike’s urban remit. For gentle commutes and errands, it’s near-perfect.
ARCC offers a range of customisation options via its online configurator, allowing buyers to tailor everything from gearing to saddles and paint colours. Each bike is hand-assembled and tested in-house, with a five-year frame warranty and three years on the electronics — a strong statement of confidence from a small British builder.
The ARCC Rosemont Electric isn’t trying to compete with mass-produced, high-speed folders or longrange tourers. Instead, it offers something far rarer: a British-made e-bike that prioritises quality, simplicity, and craftsmanship. Yes, it’s pricey, and the range won’t suit everyone, but the design ingenuity and local production values make it something special. It’s elegant, comfortable, and built to last — a modern classic for those who value substance over flash. In an industry dominated by imports, the Rosemont Electric is proof that the UK can still handcraft an e-bike worth celebrating.
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For every all-electric success such as Tesla or Polestar, there have been plenty of EV businesses and models that have missed the mark.
This list is made up of 10 EVs and EV manufacturers that didn't quite make it, showing that even some of the best in the business can get things wrong.
MacBook. iPhone. iPad. iMac. Apple has plenty of success stories. But the Apple Car - or 'Project Titan' - won't go down as one of its finest hours. Developed from 2015 until 2024, the Apple Car was planned to run Apple's own self-driving tech and hit the market in 2028. Several factors leading to the Car's cancellation included fluctuations in the EV market, high staff
turnover, and a lack of backing from an established automaker. Problems with the autonomous driving tech were also cited. After spending $1bn a year on the project, Apple laid off 600 employees involved with it. Those remaining were moved across to work on its Apple Intelligence programme.
Another case of what might have been for the British car industry, the Aston Martin Rapide E was the Gaydon-based brand's debut EV. Based on the four-door Rapide S, the all-electric Rapide E was co-developed with Williams Advanced Engineering. In place of the Rapide's 5.9-litre V12, the Rapide E was based on an 800V
electrical system with a 65kWh battery and two motors producing a combined 604bhp. Initially, a "strictly limited" production run of just 155 cars was planned for 2018. But delays and financial turmoil for Aston Martin saw the Rapide E shelved as a "research project" in January 2020.
In 2025, electric vans are very much a thing - from the Farizon SV to the multi-talented Kia PV5. To all intents and purposes then, Canoo was a good idea. Founded in 2017, Canoo intended to corner the US delivery van market with its sculpted all-electric vans as well as a people-carrier variant. But there was a catch. Canoo’s vans were
sold via a subscription model - no big deal in 2025, but way too early in 2017. Neither product caught on and even a deal with NASA to use the Lifestyle Vehicle as astronaut transport couldn't salvage the brand. On January 17 this year, Canoo finally bit the bullet and filed for bankruptcy.
Not quite dead but definitely on life support, Faraday has existed since 2014 but has delivered fewer than 20 vehicles to date. Each of these were its only EV, the FF 91, which has been in production since 2023. Despite having attracted over a billion US dollars in investment, the Sino-American firm burnt through an exceptional
amount of money in a development and spending frenzy which eventually saw its CEO file for personal bankruptcy and the brand evicted from its California HQ. Despite these difficulties it is still technically operating and has now announced plans to sell the FX SUper One luxury minivan - a rebadged Great Wall Wey Gaoshan-based plug-in hybrid.
As James Dyson of vacuum cleaner and Brexit notoriety discovered, making a car – especially an EV – is both difficult and expensive. In 2014, Dyson announced that he would set about building a seven-seat EV with all-wheel-drive 492bhp and a 600-mile range courtesy of a massive 150kWh lithium-ion battery. After hoovering up £500m worth
of development costs, Dyson himself announced in February 2021 that he "simply cannot make [project N526] commercially viable”. Had a production version of the Singapore-built Dyson car made it to light, it promised sculpted ergonomic seats, individual-zone climate control, and a hologram-based system to replace a regular head-up display.
A product of Fisker Inc. – itself a brand born from the ashes of Fisker Automotive – the Fisker Ocean was a mid-sized all-electric crossover aimed at the likes of the Tesla Model Y. Everything looked good on paper – it was reportedly decent to drive, neatly styled and promised up to 440 miles of range. What's more, UK cars were priced from a very reasonable
£36,900. The Ocean's biggest problem was that Fisker had no money to support its production or solve catastrophic problems with its operating systems. After a production run from 2022 to 2024, the Ocean was consigned to automotive history when Fisker Inc. filed for bankruptcy leaving Ocean owners without a warranty or any aftersale support.
Prior to its radical electric-only rebrand, Jaguar came within touching distance of launching a fully-electrified version of its XJ saloon. Named Project X391, this luxury barge would take the fight to the Mercedes EQS and the BMW i7 following its 2020 launch. Until it didn't. Shortly before it was due to be publicly unveiled,
Jaguar pulled the plug on its XJ EV. The reasons are murky but it's said that poor XJ sales, the Covid-19 pandemic, and second thoughts around the brand's decision to go all-electric by 2025 contributed to the car's demise. The move left the I-Pace as Jaguar's only production EV until it too was scrapped in 2024.
Back in 2018 the Russian government commissioned gunmaker Kalashnikov to build an EV capable of taking on the Tesla Model 3. The result was the Kalashnikov CV-1. Despite looking like a restomodded Soviet-era Moskvich 412 Kombi, the Kalashnikov CV-1 promised around 680bhp, and its 90kWh battery was said to be capable of 220 miles from a single charge. The veracity
of this was never proved, however. The windows of the demonstrator were blacked out and curious journalists who asked to look inside or for any more technical details were met with a stern 'nyet'. Propaganda stunt or not, the CV-1 showed that oil-rich Russia was toying with the EV game, but its invasion of Ukraine in 2022 put paid to any potential as a global EV player.
The oddly-titled Lordstown was named after a former General Motors plant acquired by this Ohio-based start-up. The brand planned an allelectric pickup truck to challenge the Rivian R1T and Ford F-150 Lightning with a 200-mile range, 446bhp, and a 3.6-tonne towing capacity. After five years of development the Lordstown Endurance launched in 2022. Based
on a vehicle called the Workhorse W-15 purchased from the Lordstown CEO's previous firm, the Workhorse Group, fewer than 50 of these $68,000 vehicles were produced. While Covid played a part in Lordstown's demise, lawsuits, corporate struggles, and financial mismanagement all helped ensure that this particular EV startup was very much dead on arrival.
We came oh-so-close with this one. As recently as December 2024, Maserati stood on the cusp of launching an all-electric version of its gorgeous MC20 Folgore sports car. Then it changed its mind. Just like the electric Jaguar XJ, parent company Stellantis pulled the plug at the 11th hour citing a lack of demand. With a clever torque vectoring
system, a tri-motor layout producing over 700bhp and a 0-62mph time of two seconds, the Folgore MC20 would have most likely been fantastic. Yet interest in high-performance EVs remains muted and with Maserati’s much-reported financial struggles, its demise is perhaps no surprise.
That is according to new figures from leading dealership chain Evans Halshaw, which analysed thousands of part exchanges across the UK and found that 83.9 per cent of EV drivers who traded in their car chose another electric model.
Showcasing a loyalty rate that is significantly higher than any other fuel type, Rob Miller, group vice president at Evans Halshaw, commented: “EVs have soared in popularity over the past few years, with our research now finding that once drivers experience electric, they rarely go back or regret making the switch.”
The data also found that a significant number of hybrid drivers also made the step up to an allelectric model when trading in.
The data from Evans Halshaw’s Sell Your Car breakdown shows that 23.5 per cent of petrol plug-in hybrid drivers moved to electric when changing their car.
Miller pointed out: “Plug-in hybrids certainly seem to be acting as a key stepping stone for motorists looking to go electric, with the transition more of a long-term commitment instead of just being first-time EV adoption.
More than four in five EV drivers choose another EV when trading in their car for a new model, highlighting the loyalty of electric vehicle drivers when it comes to fuel choice.
“Almost one in four plug-in hybrid drivers going on to choose a full EV proves that electrified technology is helping more motorists to take the leap into all-electric driving.”
Miller argued that there are several reasons why EV ownership is proving so popular and why once drivers go electric they rarely go back to ICE.
Financial incentives are encouraging adoption. Motorists can save up to £3,750 when buying from a selection of new EV models through the UK government’s Electric Car Grant scheme, which has helped to make driving electric more affordable.
Further savings could be made with the government’s EV chargepoint grants, which allow drivers who rent their home or live in a flat to cover up to 75 per cent of the cost of purchasing and installing a home chargepoint (capped at £350).
Infrastructure has also improved rapidly, with the number of public chargepoints across the nation jumping from 28,460 in 2021 to 85,163 setups in 2025 – an increase of almost 200%, making it easier than ever before to keep an EV charged whilst travelling.
Miller commented: “From saving money when first purchasing their EV to a lot more options to keep their vehicles charged when on the go, it is no surprise that more motorists are going electric and don’t look back.
“This is especially the case once they experience the quieter and more relaxing drives that these cars provide too.”
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Replacing Maserati with Citroën as its second Formula E team is a bold gamble by Stellantis, but it’s a move that shows the automotive giant is fully focused on an all-electric future, writes George East
On paper, Citroën’s Formula E entry is a seemingly odd move.
Throughout its history, the majority of its motorsport successes have been claimed on the rough and tumble stages of the Paris-Dakar and the World Rally Championship.
In fact, throughout its 106-year history, Citroën has produced just one single-seat race car – the MEP, an experimental vehicle during the 1960s. Formula E, then, doesn’t appear to be a natural home for the Poissy-based carmaker.
Yet by pulling Maserati from Formula E and replacing it with Citroën, Stellantis has created a win-win situation for itself. This is because over the last year and a bit, Citroën has undergone some serious changes.
Today, Citroën is positioned around four pillars: comfort, simplicity, sustainability, and affordability. With prices for its oh-so-comfy, allelectric ë-C3 starting from £20,095 with the UK Government’s electric car grant, it’s arguably the most accessible Stellantis-owned brand out there.
In the last 18 months, Citroën has also renewed its entire road car line-up, with all-electric versions of its internal combustion engine cars now available. It has also introduced two all-new electric models, the ë-C3 and ë-C5 Aircrosses.
Unlike Maserati, itself no stranger to success in circuit racing, Citroën has nothing to lose from its FE incursion. If it succeeds – and given its motorsport track record, there is no reason why it shouldn’t – then Stellantis has a cult hero on its hands; the championship-winning EV manufacturer that everyone can afford.
Should the project turn out to be a failure, Citroën still has Sébastian Loeb’s unbeaten run of nine consecutive WRC titles from 2004 to 2013 to fall back on. In the event of things being somewhat underwhelming, then Citroën in Formula E will be quickly forgotten – much like Michael Schumacher’s Formula 1 return.
Perhaps most tellingly about all of this is Stellantis’ choice to put its most attainable brand out there and Citroën’s agreeing to it. The decision underlines a level of dedication to allelectric motoring unseen by any other ‘legacy’ manufacturer.
Sure, DS – another Stellantis brand, and Citroën’s posh sibling – competes in FE, but its cars aren’t exactly bestsellers. During its time in FE, Maserati was suffering another identity crisis, and its prices were – and are still – largely beyond the reach of the average Formula E fan.
By putting a mainstream brand in the shop window of Formula E, this is the biggest sign yet that Stellantis is taking its electrification strategy very, very seriously.
With that level of dedication, it’s impossible to not wish them – and Citroën – well in their endeavours. Allez les bleus!
