Polestar, the Chinese owned, Swedish premium electric performance car brand has announced a partnership with the Dublin based OHM Group to sell and distribute its products in Ireland. Hitherto the Geely owned brand had sold directly to customers without using direct dealers, with servicing and vehicle maintenance requirements provided though a range of service partners
Scott Dicken, Commercial Director Europe at Polestar, said: “Spirit Motor Group has been our committed partner from the start in Ireland. We believe that the best way to develop our presence is to deepen our collaboration with OHM Group taking direct responsibility for the distribution of Polestar cars in Ireland.
OHM Group is one of Ireland’s largest
distributors and retailers, distributing Jaguar and Land vehicles as well as being the official distributor for DAF and MAN trucks and bus brands such as Neoplan, VDL and TAM. In addition its retail arm, Spirit Motor Group, is one of Ireland’s largest dealership networks.
Originally a sporting arm of Volvo, Polestar spun off to become a separate brand in 2017 focused on producing executive sporty electric models. Having launched in Ireland in 2022 with the Polestar 2, the brand has delivered over 750 cars to date. It added the Polestar 3 and Polestar 4 models to its range last year, and this year is set to add an F-segment electric performance 4-door GT, the Polestar 5 to the family.
Spirit Motor Group will develop a new permanent Polestar Space in
OHM Group becomes distributor for Polestar in Ireland
Sandyford, Dublin. The new state-ofthe-art Polestar facility, which will open during Q2 2025, will feature a seven-car showroom and customer handover bays. It will be located on Polestar’s current site in Sandyford, providing the brand with a permanent home.
Aftermarket support will continue to be offered by Spirit Motor Group while Polestar’s other five service partners in Ireland will continue to offer aftersales support.
Gerard O’Farrell, Managing Director of OHM Group’s Car Division said: “ We see a bright future for this distinctive, premium brand in Ireland and are delighted to play a key role in its continued development at a pivotal stage in Ireland’s transition to electric vehicles. With the expanded model range, this competitively priced premium brand is poised for growth in Ireland.”
Weev expands EV network in partnership with iNUA Collection hotels
EV charging network Weev is set to double its public EV network locations across Ireland with the announcement that it has partnered with Ireland’s largest hotel group, iNUA Collection to install public charging facilities at thirteen hotel locations around the country.
Hotels where the fast chargers will be installed include Radisson Sligo, Athlone, Limerick & Cork, Muckross Park Hotel, Hillgrove Hotel, and Tullamore Court Hotel and will be available for
use by both hotel guests and the wider EV-driving public. Other locations include Ballinahinch Castle, The Springfield Hotel, Dundrum House, Fork and Wheel Restaurant, Radisson Blu Royal Hotel Dublin, and The Fairways Dundalk.
Weev is also rolling out rapid chargers through partnerships with local authorities in Limerick and Roscommon, improving public access to EV infrastructure. Thomas O’Hagan, Chief Commercial Officer and Co-founder of Weev, said: “This partnership with
the iNUA Collection is a major step in bringing high-quality EV charging infrastructure to where people live, work, and travel. By working with one of Ireland’s leading hospitality brands, we’re ensuring EV drivers have reliable and accessible charging options at premium locations throughout the island. It’s about convenience, sustainability, and supporting Ireland’s journey toward widespread EV adoption.”
One-to-One with Cristiano Fiorio, Head of Marketing & Communications, Alfa Romeo
With Jarlath Sweeney, Fleet Car
On the Junior name, there were complications with regards to using the original name Milano, hence the change to Junior, which is also a badge resonant with Alfa Romeo, being a former model name. What was that key element in bringing back the Junior name to this particular model?
Alfa has a huge history and our history is a differentiator from many other brands when you are able to translate history into the present. For sure, naming is just a little part of it, because now we can continue give the contents the look and feel of an Alfa Romeo. We try to find some links with the past, but not always. Sometimes it doesn’t happen for some new models like the Stelvio SUV, for example. In today’s world, to have a real link with the past helps to tell a good story and that’s why we do it.
It worked with the latest Giulietta, for example.
Absolutely, yes. Which is by the way, like the Junior is a great name. Those are names that we welcome back at a certain point in time.
Will you continue to use an actual model name rather than a number, like the 133, 146, 147, 159, 166 from previous decades?
It’s a good question. So I tell you that as of today, we are more into names than numbers. I believe it’s also a question of, that maybe for some decades some auto brands go for numbers but can switch. When you have a long history it brings the possibility of picking from the past. It’s a good option to have.
This Junior model is termed a global
car, but as there’s so much differentiation with world markets, will this be an issue for you. In Europe the Alfa Romeo brand is deemed as more premium. What about Japan and Mexico, and other countries that may not see it in the same way. Is it a challenge to elevate the Alfa Romeo brand to the level that you wish?
Well, I think that in the majority of countries, our position is pretty clear. We do not play a game against others. We play our game, which is a game of being sharp, being true to our positioning and having the affordability. I don’t like the word, but the possibility to have an offering that appeals to young generations, as well to people my age. The Junior is an example of the extension of our potential to attract newer clients. And yes, we are targeting more 30 to 40 year olds. Younger clients compared to Giulia and Stelvio. So, I believe that the positioning for the Junior is pretty clear, and the marketing programme we are undertaking in countries outside Europe is even sharper than here because of the position of Alfa Romeo elsewhere. Japan is is a perfect example; Japanese love Alfa Romeo.
Within the Stellantis family do you consider that the Alfa Romeo brand is unique and still stands out from Peugeot, Citroën Fiat, Opel, etc., What is the main differentiation between the Stellantis brands and Alfa Romeo?
I always like
to speak about Alfa Romeo rather than the other brands, and am telling you what I believe is what I see. And I see that Alfa Romeo is probably one of the most unique brands in the galaxy of car brands. So wherever I speak as an Alfa Romeo representative, the positioning is very, very clear and it still stands out. Alfa Romeo has a sharpness, has sportiness as a part of its DNA, has a driving dynamic centred around the pleasure of driving. This is one of our key pillars of our cars.
I believe that there are not many brands with such a strong, fixed, clear positioning. And for Stellantis this is a good strength.
But do you see also that you could maybe conquest some of the current Stellantis brand owners to Alfa Romeo as their next step? You mentioned the target age profile, and that this could be the entry level maybe for other age groups to Alfa Romeo, a stepping stone perhaps, but also move on into other levels and models in due course?
When I look at competition, I prefer to look at outside competition first. So, I would like to attract people from other brands to Stellantis rather than
swapping. While we always compete with the outside market first, we are in competition with our brothers and sisters inside the Stellantis galaxy, which is normal. So I don’t see any issue in a person stepping up from another brand to an Alfa Romeo. It happens and has it happened that an Alfa Romeo owner could buy a Fiat Topolino or a 500. Yeah. I mean we are a family, we compete against each other of course, but first of all, we compete against the people outside in the market.
I would say that I don’t see issues in that happening, but my focus is to conquer people from outside the Stellantis Group first.
It was mentioned earlier about the success of the Junior Elettrica model, but for the Junior Ibrida [Mild Hybrid] version, is this model better placed presently because many countries are not fully up to pace yet with the infrastructure required for fully electric?Yes, a good observation because at the end of the day, what I really believe is the
facts. And the facts are that in these years we have been a little bit biased, [as in] do what they (the EU) told us to do instead of what the clients want us to do.
You just said what would you want? You want an hybrid and that is exactly what we have to do. We have to respond to client needs.
And this is why also we selected the multi-energy platform back then. Because we knew that the world could change, rules could change, of course this platform could be adapted to what the client wants. This is exactly what we’re doing. Trying to be responsive and quick and agile in order to meet all the needs of the clients in the different parts of the world.
So will we see a plug-in hybrid (PHEV) in the Junior in due course? Is that part of the plan?
Well, we have a plug-in hybrid today in Tonale. I do not foresee a plug-in hybrid in Junior. We have various engines and I think a very good offering with the Junior offering. We might see PHEV in other models or not, because we know for sure that we will launch the Giulia and Stelvio as electric. But we also know that we will have other propulsion. At the moment, we are at the final stage of saying A or B or C, And it mainly is dependent on what is better for the client at the end.
Text & Photos: Jarlath Sweeney - editor@fleet.ie
Opel is launching a face-lifted version of its popular compact Crossover, the Mokka, and ahead of its arrival in Ireland, Fleet Car drove the latest model abroad.
As facelifts go, this is a fairly mild one with the Mokka getting new front and rear bumpers, a revised Opel ‘lightening’ badge, some new air intakes and new paint colours options including Grafik Grey, Kolibri Blue and Tropikal
First Drive: Opel Mokka Model Year 2025
Green. Inside, the cabin materials have been updated and the Mokka boasts new software for the touchscreen. Most significant is the addition of ChatGPT AI software which in theory at least allows you to communicate with the car for a host of interactions, not just basic car functions.
The Mokka is being offered in petrol (1.2i - 136PS), Hybrid (1.2 PureTech 136PS) or full electric (155PS) variants, with the electric version offering a range of up to 403 km. It uses a 51kWh battery and can charge at up to 100kW on DC charging.
Return of an icon as Renault 5 E-Tech Electric goes on sale in Ireland
Announced as European Car of the Year 2025 at the start of the year, the Renault 5 E-Tech Electric is now on sale in Ireland. More than just the relaunch of an historic brand name, the all-electric supermini draws heavily on styling cues from the original Renault 5 of the seventies and eighties to create a distinctive and attractive retroyet-modern design.
Competitively priced from €25,995 to €32,995, the Renault 5 E-Tech is being offered with either 40kWh or 53kWh
batteries. The former, matched to a 120bhp electric motor has a driving range of up to 310km, while the 52kWh version combines with a 150kWh motor to give a range of up to 410km. Smaller battery versions are offered in three trims of evolution, techno and iconic, while customers opting for the bigger battery can choose between techno and iconic trims.
A choice of five colours include vibrant Pop Yellow! and Pop Green! options that recall the more colourful
Chinese brand BYD is continuing to roll out new products in Europe. The latest model to go on sale in Ireland is the Sealion 7 - an all-electric SUV. It brings to five the number of cars BYD now offers here.
Priced from €45,435, the Sealion 7 is available with a single-motor, rear-wheeldrive ‘Comfort’ edition, or a choice of two all-wheel-drive models designated ‘Design’ and ‘Excellence’. Using BYD’s
We drove the hybrid version aboard which uses a 21PS electric motor combined with the familiar Stellantis 1.2 litre 3-cylinder petrol engine. The two motors work well in partnership, with a peppy feel to performance. Even though the underlying car is a few years old it feels fresh and well able to take on the latest new rivals in this competitive category.
Customers can choose from three trims of SC, Elegance and GS. Prices are from €29,995 for SC 1.2 models with GS versions from €34,495. The petrol and hybrid models are now on sale with the electric version due later in 2025.
choices on cars of the seventies when the original 5 made its debut. Specification is generous, with all models getting Apple Carplay / Android Auto, auto climate control and auto LED lights. Opt for the top trim and you get niceties like hands free parking, heated seats and intelligent adaptive cruise control.
BYD range offering expands with new Sealion 7
82.5 kWh cobalt free Blade Battery, Comfort and Design versions offer ranges of 482km and 456km (WLTP) respectively, while the Excellence version comes with a larger 91.3 kWh battery that promises a range of up to 502km (WLTP) range, can be charged from 10% to 80% in 24 minutes. AC charging at up to 11kW can be accepted. 160mm taller and 30mm longer than the regular Seal model already on sale, a 2,930 mm wheelbase provides for generous passenger space, while luggage capacity is 520 litres increasing to 1,789 litres with the seats down. There’s also a 58 litre ‘frunk’ while the
cabin boasts up to 20 separate storage spaces.
Standard equipment and safety features include front and rear parking sensors, 360-degree camera, adaptive cruise control, traffic-sign recognition and intelligent speed-limit control, while features such as ventilated and heated front seats, double-layered laminated glass in the front doors and a large panoramic sunroof bring luxury refinement
A six-year manufacturer’s warranty and an eight year battery and electric motor warranty applies to all BYD Sealion 7 models.
Text: Cathal Doyle - cathal@fleet.ie
Kia has been producing impressive electric vehicles for a few years now, notably recording back to back Irish Car of the Year in association with Continental Tyres titles in 2020 and 2021 with the e-Soul and EV6 respectively. The launch of the EV3 is its first purpose built contender in the compact market where it will compete against the likes of the Hyundai Kona Electric, Skoda Elroq, Cupra Born, Volkswagen ID.3 and Renault Megane E-Tech.
Measured against rivals in that class the EV3 is the widest, and indeed a long wheelbase which is the same length as the bigger Sportage maximises interior space for passengers. It feels like a car from a bigger class given its dimensions.
Offered with a choice of 58.3kWh or 81.4kWh batteries, both of which are matched to an electric motor outputting 204hp with power to the front wheels, tested here is the Long Range version which promises a WLTP range of 605km fully charged. In real world conditions over 500km range should be easily achievable, making this one of the best performing cars in its class for range capability. Moreover, unlike some EVs, the stated
Tested: Dacia Duster 4x4
The merits of the Dacia Duster are well documented, a competent, practical crossover that offers unparalleled value for money. The third generation model has gone on sale and promises more of the same with added refinement, toughness, sustainability and a hybrid powered version.
There’s also a 4x4 version, and if most crossovers look the part but fail to deliver, this one can talk the talk as well. Granted, it’s not designed for heavy duty off-roading - there’s no low ratio gearbox, but with a ground clearance of 217mm and five Terrain Control settings depending on conditions, it will certainly go places most crossovers fear to tread. Downhill speed control and OEM-fitted all-season tyres further add to driver security in winter driving conditions, while the exterior gets extra heavy duty shielding and skid plates, with the inside getting washable TEP MicroCloud upholstery, and rubber mats in the front, rear and boot.
The 4x4 version is only available with a 3 cylinder 1.2 litre 130hp TCe petrol engine with a 48V mild hybrid motor matched to a six speed manual gearbox. A new engine for Dacia, it’s lively enough on the move, but a lack of torque can make starting off a little jerky if you don’t apply sufficient revs, something you feel would be detrimental when manoeuvring in tricky off-road conditions. But it’s frugal - we returned an average of 5.6l/100km during a week with it.
Overall the new Duster has moved upmarket, something that is reflected in the price which now starts from €25,990 but is still definitely at the bargain end of today’s car market. Inside, while hard plastics still abound, they come in textures and colours
Tested: Kia EV3
range generally runs true, giving you the confidence that you can get to your destination without running out of juice.
Driven here in range topping GT Line trim, the EV3 rides nicely, a little firm like most EVs, but it’s well damped and passengers won’t feel they are been bounced around on poorly surfaced roads. Noticeable too is that this is a well insulated car - it can be surprising just how much road noise some EVs generate, but the EV3 cabin is an oasis of calm even at motorway speeds.
Indeed that cabin is one of the more pleasant places in which to spend longer periods of time. It majors on recycled materials - a bonus reason for purchasing in itself, but the quality of the finishings is top notch. The seats are very comfortable over longer distances it’s very well laid out with a triple screen layout that’s easy to read and operate.
Overall one of the best EVs I have driven to date.
Model Tested KIA EV3 GT-Line Long Distance
Price as tested €47,190 (prices from €36,790)
Battery 81.4kWh
Range Up to 605km
Electric motor output 204hp (FWD)
DC Charging time 10-80% 31 minutes
0-100km/h 7.7 seconds
that make them visually appealing. Passenger room is generous as is boot space, and the seats, which are clad from a neoprene like material made from re-cycled plastic, are comfortable over long distances. You still notice where money is saved, such as the cheap clang when closing the doors, and relatively high road noise levels. But for anyone looking for a budget priced crossover with off-road ability, there’s little to match this latest Duster 4x4.
Model Tested Dacia Duster 4x4 Extreme
Price as tested €34,840 (prices from €25,990)
Engine 1.2 litre 3 cylinder TCe petrol mild hybrid
Power / Torque 130 PS / 230 Nm
Emissions 135 g/km (WLTP)
Stated fuel economy 5.6l/100km (50.4 mpg) tested
Text: Cathal Doyle - cathal@fleet.ie
The new speed limits reducing the speed on ‘L’ designated rural secondary roads have been in place a few months now, with what was previously an 80km/h speed limit now reduced to 60km/h. While this has resulted in plenty of robust feedback from both sides of the argument, what’s coming down the line is likely to be much more impactful, as the Government is also planning, probably later this year, to introduce new limits on urban and national secondary routes. These will see speed limits in urban cores, which include built-up areas as well as housing estates and town centres, being brought down from 50km/h to 30km/h, while the speed limit on national secondary roads will also be reduced from 100km/h to 80km/h.
The New Speed Limits -
are they working?
So are the new limits having any impact? As somebody who lives on a road that is now limited to 60km/h, I welcome the new reduced limit. It’s a typical country road that for the most part isn’t wide enough to accommodate two vehicles without having to slow down, something that has become more noticeable over the years as cars have got progressively larger and wider.
Unfortunately this road has also become something of a rat run in recent years as it offers a shorter distance between towns than going by the ‘main road’, meaning that particularly during morning and evening rush hours the volume of traffic far exceeds what the road is capable of taking.
It’s been interesting to observe driver behaviour since the new limits came into effect. Certainly initially there had definitely been a decrease in speed with a majority of drivers at least conscious of the reduced limits. That said there were always still a hardcore group, particularly during rush hours, who have continued to travel at whatever speed they feel is appropriate - and to be clear those same drivers weren’t bothered by the previous 80km/h limit either. They’re also the kind of drivers who tend to hold forth on a road, forcing the driver coming the other way to keep in or take evasive action.
Sadly, if not surprisingly, in the subsequent weeks since the new limits have been in effect, the number of drivers clearly adhering to the limits seems to be decreasing. One interesting phenomenon is how often two cars close together go past, both clearly speeding. Is it a case that the driver in front feels pressurised to not hold up the car behind while the second driver is happy to go however fast the first car is going, meaning they both end up going faster than they would on their own, in the first place?
The obvious charge is that unless there is regular enforcement, people will see speed limits as advisories rather than something to rigidly stick to. However in fairness to An Garda Síochána, any time they do set up a speed control, local social media sites are quickly alive with warnings about where to find them.
Ultimately I feel that, much as the attempt to improve road safety is to be lauded, we are missing an opportunity by not putting in place properly appropriate speed limits for specific sections of road. My road is typical - while for a lot of it 60km/h an hour is more than fast enough, there are sections where that speed feels desperately slow. So of course, drivers will feel they can safely go faster if they feel they won’t be caught.
Our road network is largely developed from paths and walkways, and how roads are designated are by and large decided by their importance in connecting towns and villages, rather than their quality. There are plenty of ‘L’ roads that are wider and safer than ‘R’ ones, so why apply a lower speed limit? Equally why should a poorly maintained or twisty National road be given a 100km/h default speed limit?
What should be done is what happens in other countries - speed limits vary depending on the quality of the road, not its designation. Is it beyond our capabilities to decide one twisty section of road should be, say, 50km/h, but where the same road widens later the speed should be increased to 80km/h?
A major step towards reducing accidents is having appropriate speed limits for the road being driven. The new blanket designations do not achieve that.
Text: Cathal Doyle - cathal@fleet.ie
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