THE SKODA ENYAQ VRS IS BACK with a new face and more power than before + GO BEHIND THE SCENES WITH VOLVO CE DEALER WORLD RALLYCROSS TEAM P14
OUR PICK OF THE BEST SECONDHAND EVS, FROM RENAULT AND POLESTAR TO TESLA AND PORSCHE
DON’T MISS
Enjoy fast, rapid or ultra-rapid charging on 98% of our network.
Whether it’s local deliveries or long-range journeys, we’re here to keep your drivers and your business powered up for the road ahead.
Allstar One Electric. Got yours yet?
Allstar One Electric
Welcome to another edition of EV Powered.
This month I’ve been reminded how quickly EV technology has progressed. There’s the small matter of the 3,000bhp EV that can do almost 300mph, which you can read about on page 5, but more relevant to most people is the fact that a bog-standard Polestar 3 has just covered 581 miles on a single charge. That’s at the careful hands of three efficiency experts, but even that car’s WLTP range of 438 miles shows what is now possible with massproduced EVs.
It feels particularly relevant to me because in recent weeks I’ve spent quite a lot of time covering big distances in a couple of EVs. A few years ago these might have given pause for thought amid concerns around charging provision, range or charging speeds, but not one of those is an issue any more.
As usual, when I declared I was driving from Scotland to central France in an EV I encountered one or two comments questioning my sanity. And as usual, the EV in question – this time a Volkswagen ID Buzz LWB – was more than up to the task. We covered more than 2,000 stress-free miles, never worrying about if or where we could charge or whether we’d be hanging around for ages waiting. The Buzz’s 200kW charging and the usual messing about of travelling with three kids meant the van was almost always ready to go before we were.
When we did stop I discovered the joy of plug-and-charge technology. I’ve seen it mentioned in a growing number of press packs and spec sheets but had never used it until now, and it’s a revelation. It’s as simple as it sounds, drive up, plug in, walk away. There’s no faffing with RFID cards or apps or scanning QR codes and everything is automatically billed, with a handy charging report at the end of the month. It’s the way of the future.
My long-term Renault Scenic has the same functionality although I haven’t had a chance to set it up yet. I have, however, had a chance to test its longrange capabilities and it again proves the “EVs can’t do long distances” brigade wrong.
Ltd, Level 18, 40th Floor, London, E14 5NR. Tel: 020 7148 3861
There’s a full report on p26, but I went from home to rural Wales – a distance of more than 300 miles – with one brief charging stop. I could probably have done it without stopping, but I needed a break anyway. And that’s in a mainstream family car that’s eligible for the Electric Car Grant, not some unobtainable premium model.
While I was touring the warmer parts of the world, my colleague George spent a hectic few days in Finland observing the Volvo CE Dealer World Rallycross team in action. You can read his behind-the-pit-wall look at what it takes to run an all-electric race team in a cross-technology championship on page 14. At a slower pace, he also took time to speak with Volvo Construction Equipment's Arvid Rinaldo about how electrification is helping make the construction sector cleaner, greener and more neighbour-friendly.
Elsewhere this month we’re reviewing the lively Skoda Enyaq vRS and the Xpeng G6 as well as rounding up our favourite used EVs and diving into the world of electric powerboats at the Monaco Energy Boat Challenge.
Until next month, enjoy the read.
Editor
Matt Allan
Reporter
George East
Graphic Designer
Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
Business Development Director
Stephen Banks
Chief Creative Director
Stuart Hyde
Finance Director
Andrew Martin
Peugeot has revealed its new E-308 promising improved range and a bold new look for its VW ID.3 rival.
Most noticeably, the new E-308 is the first Peugeot to feature an illuminated front badge. The light-up Peugeot shield sits in a redesigned front end with LED ‘strands’ radiating out towards new slimline headlights above a redesigned bumper.
Elsewhere, Peugeot has ditched chrome trim completely and there are new alloy wheel designs and an exclusive Lagoa Blue paint for the hatchback.
Under the skin, the E-308 uses the same 154bhp motor as before but gets a marginal battery upgrade. The new 55.4kWh pack along with efficiency improvements mean the E-308 will now travel up to 281 miles on a charge – 23 miles more than before.
Charging remains capped at 100kW, meaning a 20-80% charge takes 32 minutes. However, new for 2025 are a heat pump – standard on GT Premium grade and optional on others – threephase 11kW charging, vehicle-to-load and plugand-charge capability.
Prices and full specifications are expected shortly but Peugeot has confirmed that the E-308 and E-308 SW will come in three trim levels – Allure, GT and GT Premium. The current model starts at around £35,000.
The Yangwang U9 has become the world’s fastest electric car after hitting a top speed of 293.5mph.
The 3,000bhp hypercar smashed through the Aspark Owl SP600’s previous record of 272mph at the Papenburg test track in Germany in early August.
The U9 is the first supercar from BYD’s Yangwang performance sub-brand. Based on the 1,200V e4 platform, it features a quad-motor set-up which in the Track Edition delivers peak power of 744bhp per motor. Yangwang says that, in use, the U9 Track Edition delivers more than 2,959bhp. The standard U9, in comparison, produces 1,288bhp.
Based on the U9 already on sale in China, as well as a motor upgrade, the Track Edition features a bespoke carbon fibre front splitter to improve aerodynamics and uses electronically controlled adaptive suspension to deliver optimal on-track behaviour.
The record was set by German driver Marc Basseng, who also set the previous record. He said: “I never expected to break my own record so soon — but here we are, at the same track, with new technologies that have made it possible.”
Skoda has given a first glimpse of its Vision O concept car which is widely tipped to preview a new all-electric Octavia.
A new teaser video and photograph show the silhouetted outline of a large estate car which Skoda says previews its future in a segment where it has enjoyed huge success.
The Vision O will make its full debut at the Munich motor show on September 8 and is expected to give a clear indication of the size and style of the next-generation Octavia EV.
The Vision O embraces and develops Skoda’s Modern Solid design language already in use on the Elroq and Enyaq, but maintains links to Skoda’s existing successful estate range.
The new video and image show a curved bonnet line similar to that on the Elroq and a sloping roofline down to a raked tailgate with a split roof spoiler. Slimline taillights form a narrow T shape
and, in keeping with Skoda’s current approach, the brand name is spelled out across the rear panel.
Technical details are still under wraps but it is believed that Skoda will use the Volkswagen Group’s new SSP platform rather than the existing MEB architecture that underpins its current allelectric model range.
BYD has opened order books for its new Atto 2 with prices for the compact SUV starting at just over £30,000.
The 4.3-metre-long crossover is the brand’s latest all-electric offering and is set to compete against the likes of the Kia EV3, Skoda Elroq, Volvo EX30, Suzuki E-Vitara and Fiat 600e.
The £30,850 entry-level Boost model comes with a 174bhp motor powering the front wheels. A 51.1kWh battery provides up to 214 miles of range, while 82kW DC charging is standard.
The Comfort grade is priced from £34,950 and comes with a 201bhp motor and a 64.8kWh battery. That’s good for up to 261 miles of range and also features faster DC charging of 155kW. Both versions manage 0-62mph in 7.9 seconds and top out at 99mph.
Both grades come with a heat pump and vehicleto-load capability as standard and feature a rotating 12.8-inch touchscreen. Other standard kit includes 17-inch alloy wheels, a panoramic sunroof, heated seats, a heated steering wheel, a 360-degree camera and wireless phone charging.
Intended to showcase the future of the GSE sub-brand, the Corsa GSE Vision Gran Turismo packs two motors offering all-wheel drive and a combined 789bhp and 590lb ft of torque.
As well as appearing at the Munich motor show, the Corsa GSE Gran Turismo will make its digital debut in Gran Turismo 7 so players can take a virtual spin at the wheel.
Unlike the Mokka GSE, the Corsa GSE Gran Turismo won’t make it to production. But it does suggest that Vauxhall could be planning a road-going version of the Corsa GSE that would act as a twin to the recently revealed 276bhp Peugeot E-208 GTI.
Steve Catlin, managing director of Vauxhall commented: “The Vauxhall Corsa GSE Vision Gran Turismo takes the GSE sub-brand to the next level. It not only shows what is possible on a small car platform, it also displays a clear view to the future.”
Vauxhall has unveiled a Corsa GSe concept that will accelerate from 0-62mph in 2 seconds and hit 199mph.
The Polestar 3 has claimed a Guinness World Record for the longest trip on a single charge by an electric SUV, travelling almost 600 miles.
The unmodified Polestar 3 Long Range Single Motor managed to cover 581.3 miles on a single charge on UK public roads.
Sam Clarke, Kevin Booker and Richard Parker eked out the large SUV’s energy efficiency to 5.13 miles per kWh –significantly better than its official WLTP figure of 3.53m/kWh
The epic 23-hour drive also saw the longrange version of the Polestar 3 cover 143 miles more than its official range. The car hit its WLTP range of 438 miles with an indicated 20% left in the 111kWh battery and went on to cover an extra eight miles even after the range indicator hit zero.
Matt Galvin, Polestar UK managing director said: “While Kevin, Sam and Richard pushed the Polestar 3 to the boundaries of its range capability, it goes to show how battery range has improved exponentially over the past few years. For a large luxury SUV to go way beyond a London-toEdinburgh distance is truly impressive.”
China's Xiaomi is set to bring its all-electric models to Europe within two years.
The marque, which has its roots in consumer technology, launched its first electric car in China in 2023. Since then it has grown rapidly, and president William Lu said the brand wants to become one of the world’s five biggest car makers.
On an earnings call with international media, Lu confirmed that as part of that plan, Xiaomi will launch its first cars in Europe in 2027.
He gave no details of the timescale or model strategy. However, he previously shared an image of the brand’s SU7 wearing German number plates.
It is expected that the SU7 sports saloon along with the Tesla Model Y-rivalling YU7 SUV will form the first wave of models launched in Europe. Both come with two- or fourwheel-drive powertrains offering up to 664bhp and more than 500 miles of range on the Chinese testing cycle.
Nissan has cut prices of the Ariya by up to £7,500, bringing more versions of its flagship EV under £40,000.
The latest price changes along with the Ariya’s approval for the Electric Car Grant mean the family crossover now costs from £33,500 for the entry-level Engage specification.
All two-wheel drive versions of the Ariya qualify for the band 2 ECG, bringing their list price down by £1,500. Only the e-4ORCE all-wheel-drive and Nismo performance variants are excluded.
The shift means the Ariya Engage with the 63kWh battery has dropped from £39,655 to £33,500 including the ECG. With the grant factored in, the 87kWh battery model now starts at £35,500 – a near £9,000 reduction.
Mid-spec Advance models have seen prices cut from £43,155 and £48,155 for the 63kWh and 87kWh versions respectively, to £37,500 and £39,500 including the grant.
The latest changes mean the Advance grade falls below the £40,000 Expensive Car Supplement threshold, saving buyers £425 per year in tax over five years.
UK researchers have developed an almost instant battery test that could help divert millions of EV batteries from recycling or scrappage.
The team from University College London and the University of Oxford, have developed a diagnostic method that can check the health of a battery module in just one second. Previously, such tests could take up to several hours to assess a single cell, meaning testing an entire module could take days. They have also been expensive to carry out.
The researchers say their new faster, cheaper technology could help ensure more batteries are put into ‘second-life’ use such as home energy storage rather than being discarded or stripped down and recycled.
Professor Paul Shearing, director of the Oxford Martin School Programme on Circular Battery Economies, said: “One of the biggest barriers to reusing EV batteries is knowing, quickly and accurately, which ones are still good enough.
“This breakthrough means we can check the health of a whole module in seconds. That makes large-scale reuse viable and will help batteries last longer, perform better and create less waste.”
The car retail chain launched the £30 million Arnold Clark Charge network last year, offering users of its exclusive app bookable access to ultra-rapid chargers at dozens of locations.
It has now extended that, allowing any EV driver to simply turn up and charge.
More than 240 chargers have been installed at more than 50 Arnold Clark dealerships. Each site has up to eight devices offering 150kW charging rates, with a flat rate of 55p/kWh.
Drivers can pay for their charging with contactless card payment, through the Arnold Clark app or a number of roaming services including Allstar, Zap-Pay, Octopus Electroverse and Plugsurfing.
Access to the bays will be split between pay-and-go customers and those booking in advance using the Arnold Clark app. Through the app, drivers can pre-book a charging time and location to suit them, with most sites accessible 24/7.
You don't need to spend much time in Finland to understand why it has ranked as the world's happiest country for the last eight consecutive years.
Its sprawling forests are rich and verdant, while the abundant lakes and rivers are full of crystalline water. Education and healthcare is free, while national sports include rallying and ice hockey. Then, of course, there are two of the Finns' age-old restorative practices – sauna and kalsarikännit.
While on-site at the KymiRing to cover the Finnish round of the FIA World Rallycross (World RX) championship, it wasn't a complete surprise to discover that part of the Finnish state's duty of care towards its residents is
Volvo
Construction
Equipment’s head of brand and partnerships, ARVID RINALDO, joins EV Powered to delve into why the future of construction is very much electric.
to look after the environment in which they live and for the country to be carbon neutral by 2035.
Across the country, part of this social contract is working with municipalities, the environmental ministry, climate lobbies, and the construction industry to usher in fossil fuel-free worksites. Already, in the capital Helsinki, contracting firms are being offered bonuses via a 'Green Deal' to upscale the all-electric, zero emissions construction equipment they use on building projects.
It’s easy to understand the thinking behind such deals – the human impact of construction equipment, especially in urban areas, has been readily apparent for years.
In addition to the annoyance of the noise that comes with building work – let's face it, we've all been woken up by a digger at 5am on a Monday – the European Union has found that exposure to environmental noise over long periods increases the risk of cardiovascular diseases and oxidative stress. In fact, an estimated 48,000 new cases of heart disease are related to noise exposure each year. Moreover, the 5,000 or so diesel excavators operating in London each year have been found by Volvo Construction Equipment (Volvo CE) and the City of London to emit as much carbon monoxide or 'black carbon' pollutants as 100,000 diesel cars.
Continue on next page
is at the absolute top of everything we do
So the low-noise, zero-emissions operation of electric diggers, dumpers and more makes perfect sense for local authorities and residents. But it also makes sense for operators, as Arvid Rinaldo – Volvo CE's chief of brand and partnership – explained when we caught up with him at the KymiRing. At this point, it's also probably worth noting that Volvo CE is responsible for the all-electric Volvo CE Dealer Team in World RX.
"We already know that you have zero carbon emissions as well as very little noise when you run electric construction equipment, so that's beneficial in areas like town and city centres," Rinaldo explains. "From a functionality and operational aspect, though, we've seen that electrification can speed up transportation periods, and provide better response times and controllability across our vehicles.
"Everything within our vehicles is electric, so the energy flow in the machine is more efficient and you can control it in a smoother, and more effective way," he continues. "With a fully electric system, the instant torque means you can direct the energy exactly where you want it to go, making it easier to use. This leads to an overall lesser energy consumption rate than you'd get in a diesel vehicle. Overall, I'd say right now that electric vehicles are maybe unbeatable in the construction world."
Volvo CE currently offers an entire range of all-electric construction equipment ranging from its smallest product, a 2.6-tonne compact excavator, to the enormous, 39-tonne A40 electric; the world's first battery-powered articulated hauler. At all rounds of the 2025 World RX season, a fleet of Volvo CE's EVs are responsible for track construction and maintenance.
As with electric cars, electric construction equipment has come under fire for "virtue signalling". It's often assumed that the batteries powering all-electric telehandlers and the likes are charged via enormous diesel generators, rendering them pointless.
But no. Volvo CE offers "plug and play" power units, which operate in the same way as a mobile phone power bank. Within this range of transportable charging devices, the flagship product is the PU500 offering a massive 540kWh of stored energy. It also packs 240kW DC charging capability, enabling the rapid charging of construction machinery, cars, and trucks. The PU500's one- and three-phase outputs can also be used to charge power tools and other related equipment.
Despite the big numbers produced by Volvo CE's portable chargers, Rinaldo is aware of why construction operators may be hesitant – for now, at least –to make the switch to all-electric.
"I completely understand there are some concerns, because you need a working power source to make this work," the Swede explains. "On the other hand, though, operators can really optimise their working process because while you may need to charge some of our vehicles during a break or something, others will run all day. We have to remember that our industry is very conservative, so this is also an educational exercise for us."
And it's World Rallycross that serves as that educational tool. The sport introduced EVs in 2021, with the CE Dealer Team arriving in the championship the following year. It's no secret that motorsport has long served as a marketing exercise, and Rinaldo doesn't shy away from the fact.
"I think one of the reasons we're here in World RX is to showcase what we can do with EVs – our RX1e car has 680bhp and does 0-100 kilometers per hour in under two seconds," he says. “We've also built this KymiRing rallycross track using our fully-electric L120 wheel loader. All of this is to showcase the power of electricity and to educate the market that you can very much work with electric vehicles in the construction sector.
"Sustainability is at the absolute top of everything we do, so our aim is to have the whole carbon footprint of the sport reduced to the bare minimum."
While far removed from the car-building world, where sustainability is the buzzword of the moment, Volvo CE is just as keen on environmental friendliness
and being as green as possible. As well as the zero-emissions charging and operation of its heavy plant equipment, its articulated hauler plant in Braås, Sweden, is the world's first construction equipment factory to be carbon neutral.
"I don't know if I can dare to say it, but if you look around, I'm pretty sure that we're the leaders in this field in our industry," Rinaldo adds. "We also do environmental declarations for all of our products."
As we conclude our talk, the CE Dealer Team garage once again becomes a hive of activity. The outfit’s two cars, driven by Niclas Grönholm and Klara Andersson, roll silently back from qualifying sessions, mechanics immediately clamour around them to top up their 52kWh batteries and wipe away any battle scars.
Now’s time to wrap things up with Rinaldo by asking him about the future of electrification in the construction world.
"The biggest things on the horizon - at the moment at least - are the speed of battery development, charging, power availability, the grid, and other green energy sources," he concludes. "If some other solutions develop that might be even more sustainable, then we'll explore those, as we’re always striving to look for the most sustainable way forward.
"At the moment, though, we see electric as being the most promising route to take."
You have ZERO CARBON EMISSIONS as well as very little noise when you run electric construction equipment, so that's beneficial in town and city centres
As the younger Grönholm and Andersson head out for Q3, the former's mum arrives. Much more akin to Niclas in character, she says hello to everyone and quickly heads off to her own space to watch the session. Despite his having competed in the World RX since 2015, she still worries about Niclas. As Marcus says: "He's her baby, albeit one who's nearly 30."
In Q3, Niclas starts second but takes the lead after a tyre-smoking pass into the first corner at the end of the KymiRing's 1.1km straight. Watching on a TV screen in the back of the awning, the Swedish CE Dealer Team's largely Finnish technical
crew holler and cheer their driver's performance with a chorus of Finnish rally noises. You know, the likes of "oiiiii... ai, ai, ai".
He returns to the garage to a round of applause and sums his performance up with a laugh and a succinct "that was not s**t". While Marcus didn't compete in World RX and Niclas has not competed in the WRC as of yet, the sense of humour shared between father and son is extremely close.
As Niclas gets changed to meet the team's guests – this weekend, they're Volvo employees over from Sweden – the mechanics begin changing bumpers, buffing out battle scars and wiping the
cars down to prepare for Q4. A whine, not dissimilar to that of an air-raid siren, fills the air as both RX1es are cooled.
Come Q4, it's the same again. Niclas takes the lead and the heat win. The team cheers him on around the TV, while his parents watch it in the privacy of their own motorhome not wanting to be disturbed. The reticent Pinomäki clenches his fist, smiles, and tells me: “Let's go for it.”
The turnaround between Q4 and the start of the final is tight. Just 40 minutes. Again, Grönholm lines up second. The atmosphere in the garage turns serious. The playlist – largely metal, of
course – blasting out from where the mechanics are working is turned off. Everything everyone in the team has been working for over the weekend comes down to these six laps.
Again, Niclas executes the start perfectly and he's leading by the first corner. Then as almost as he's there, he's hit in the back by PGRX's Juha Rytkönen. Now tilting sideways, Grönholm's car takes another blow from Kristofferson’s VW Polo.
The impact from the VW sends an excessive amount of force through the battery of Finn's car, causing it to shut down on the spot and forcing him to retire. In the garage, there are no tears, no
shouting, no tantrums. Just an enormous crushing sense of disappointment. With Kristofferson finishing second, the championship gap has grown to 15 points. Stony faces all around.
Grönholm returns to the garage amidst hugs and handshakes. “Blue light,” he shrugs in reference to the car’s on-board indicator that there has been a system failure. Evidently disappointed, the 29-year-old takes it on the chin like a champ. There is, however, an unspoken feeling that this was his and CE Dealer's weekend.
Marcus, meanwhile, is far from happy about Rytkönen's driving. The Finn is eventually dropped
from third to fifth for his driving by the stewards, albeit some hours after the race.
As the team begins to pack up and Enter Sandman starts up once again, Niclas takes me to one side. With a bone-crushing handshake, he assures me: "I'm not giving up on the championship."
With just one more round to run, it’s a big ask, but the Finn and his Volvo CE Dealer team are clearly determined to give it their all and whatever the outcome, we're guaranteed sparks when the title decider hits Istanbul Park in Turkey, on September 21.
It’s been nearly 25 years since Skoda’s vRS badge first raced onto UK roads.
Back then it was attached to a petrol-powered Octavia and it has since been applied to superminis, estates and SUVs with both petrol and diesel power. In 2022, the Enyaq vRS became the first electric car to wear the badge, bringing Skoda’s unique brand of accessible performance to its award-winning family SUV.
While there are other “hot” electric SUVs, the Enyaq is in a slightly different position. It’s bigger than things like the Alfa Romeo Junior Veloce, but not as potent or expensive as the Hyundai Ioniq 5 N.
THE SKODA ENYAQ VRS IS BACK with a new face and more power than before. We find out if that’s enough to make it stand out
That gives it room to appeal to a slightly different market and new updates for 2025 aim to reinforce that appeal. But do they work?
Often when we talk about mid-run facelifts the differences are hard to spot. Not so with the Enyaq vRS, which adopts the “Modern Solid” approach first seen on the Elroq and which is exemplified by the Tech Deck front end.
The new “face” is a big improvement over the older design. It’s sharper, neater and more modern and makes the car look sleeker than before. It works particularly well on the vRS model where the gloss black finish on the bonnet script, mirror
caps and window frames ties in with the dark slimline grille.
Along with the black trim, other vRS-specific touches include lowered sports suspension, 20inch black “Draconis” alloy wheels, bespoke front and rear bumpers with black inserts, “finlets” at the front and a full-width reflector strip at the back. The overall effect, especially in the slippery Coupe, is to give the Enyaq vRS a more dynamic and assertive look.
Continued on next page
The cabin gets a similar vRS treatment. There are brilliantly supportive and comfortable sports seats finished in a choice of Microsuede with green piping, or more subdued all-black leather. That Microsuede finish extends to the dashboard and there are also stainless steel sports pedals and a heated vRS sports steering wheel. It’s not too overt, but enough to highlight this isn’t a regular Enyaq.
Everything else is regular Enyaq, though. That means a classy and high-quality look and feel that shames its VW Group siblings. There's a neat minimalist five-inch instrument display and 13-inch infotainment screen running a much improved and more responsive operating system. A bank of physical shortcut buttons gives access to functions such as drive mode select and
climate but most things still require on-screen adjustment.
Rear space is generous, with plenty of room for a couple of adults in the back, and there’s plenty of storage for smaller items, plus a wireless phone charging pad. The feeling of room is enhanced in the Coupe thanks to a panoramic glass roof that comes as standard. Boot space is among the best in class at 585 litres in the SUV and 570 in the coupe. And all vRS versions get a powered tailgate.
When the Enayq vRS was launched in 2022 it was the most powerful Skoda yet, with 295bhp from its two-motor, all-wheel-drive powertrain. For 2025, Skoda has turned the power up even more. It’s still a two-motor, all-wheel-drive package but now with 335bhp and 402lb ft.
The new motors make the Enyaq vRS the jointfastest Skoda ever. The 0-62mph run takes just 5.4 seconds (the same as the smaller Elroq) and it certainly feels quick off the mark. There’s also plenty of shove from the twin-motor system whenever you ask for it, as well as decent grip and more powerful brakes, which allow you to press on quickly wherever you are.
The trouble is that for all its pace the Enyaq vRS lacks the bite or sharpness of a truly “hot” car. The steering is accurate and well weighted but not as direct or communicative as you’d want.
Dynamic Chassis Control is now standard and does a surprisingly good job of keeping body movement under control while offering a range of suspension settings from comfy to sporty. But even with the adaptive damping set to the stiffest
of its 15 settings the Enyaq feels a bit soft and careful.
Like many other vRS models over the years it’s quick, controlled and comfortable but not super-engaging. For many drivers that’s the sweet spot – there’s a reason vRS models account for so many Skoda sales, especially in the UK –but for ultimate driving thrills it’s a little wide of the mark.
Powering those motors is the recently upgraded 79kWh battery which offers up to 344 miles of range in the SUV and 347 in the more streamlined Coupe. Charging has also received a bump. Its 185kW capability means a 10-80% charge takes 26 minutes, while there’s also onboard 11kW AC charging.
The vRS sits at the top of the Enyaq range and is priced from £51,660 for the SUV and £53,560 for the Coupe, commanding a £2,900 premium over the Sportline 85x. That’s actually £1,470 cheaper than the outgoing Enyaq vRS.
As you’d expect from the range-topping model, the vRS gets all the kit Skoda can throw at it, from heated seats and adaptive headlights to a Canton sound system, three-zone climate control and 360-degree parking camera. The vRS also adds metallic paint as standard along with an electrically adjustable massage passenger seat, remote parking and ‘trained’ parking that will remember a pre-set route into a space.
There’s also all the vRS-specific elements, from the exterior styling and 21-inch alloy wheels to
the super-supportive sports seats and DCC package.
The Enyaq is a brilliant car. It’s spacious, stylish, well-equipped and well-mannered. The vRS takes that and sprinkles some extra power, chassis tweaks and “more” styling. All of which are great, but it’s still not a “hot” car in the way some others are.
The vRS badge isn’t the same as an N or M. And that’s fine. You can still make quick and reasonably fun progress on a tricky road, then do the school run in supreme comfort.
With that in mind, it comes down to personal preference whether the vRS enhancements are worth the extra money over a top-spec Sportline.
Price: £54,830 (£55,450 as tested)
Powertrain: Two-motor, all-wheel-drive
Battery: 79kWh
Power: 335bhp
Torque: 402lb ft
Top speed: 111mph
0-62mph: 5.4 seconds
Range: 347 miles
Consumption: 3.9m/kWh
Charging: up to 185kW
On the negative side, it means you rely on the 15-inch touchscreen for virtually everything. There aren’t even physical adjusters for the air vents. Xpeng has at least put some thought into its system and it’s far better than the screen-only setup in some rivals. There are shortcut bars pulled up or down from the screen edge that bring up key functions then disappear when not in use rather than clogging up the screen. The steering wheel controls can also be customised, which means you can adjust the air conditioning with a simple four-way thumb control. It’s a clever solution but one to a problem that shouldn’t exist in the first place.
Similarly, the adaptive cruise control is activated by a single pull on the drive selector rather than multiple presses of steering wheel buttons. That’s great, but to adjust any of its parameters you need to delve into submenus on the screen. The same is true for the four-stage braking
regeneration, which can only be adjusted via the screen.
Away from the tech, our test car’s cabin emitted creaks and rattles that I wouldn’t expect in a car with less than 3,000 miles on the clock. And the faux ‘leather’ upholstery is fooling no-one. It’s a shame because in other ways, such as the plentiful storage, clean design and elements such as the well positioned dual wireless chargers, it’s an impressive cabin.
Unlike some rivals, there are just two powertrain options in the Xpeng G6.
Standard Range cars use a 65kWh LFP battery and 255bhp motor, while the Long Range model I tested gets an 85kWh NMC pack and a 281bhp rear-mounted motor.
That delivers 62mph in just over six seconds, which feels plenty quick enough. It’s also well calibrated to keep delivering decent shove all the
way to higher speeds, rather then peaking early than running out of steam.
Powering up to motorway speeds, the G6 feels supremely at home. Its high-speed ride and refinement are impeccable and it feels built to soak up long distances. That’s backed up by a real-world range of around 300 miles and ultrarapid charging of 280kW that’ll take it from 1080% in just 20 minutes. That’s the current model, the recently revealed facelift will operate at up to 451kW, although good luck finding a charger that powerful.
Back on the road and away from the motorway, the G6 feels less comfortable. While its highspeed ride is composed, at lower speed it is less well resolved, bumping harshly across poor urban surfaces. It’s also not particularly adept on faster rural roads. It grips well but the steering is largely inert and you’re aware of the car’s height and weight if you take a corner too quickly. There are four driving modes to suit different scenarios but, like many rivals, their impact on the overall experience is very limited.
From a buyer’s perspective, the Xpeng G6 range is blessedly simple. There are two trims
and the only difference between them is the battery.
Standard Range models are priced at £39,990, the Long Range at £44,990. The only option is £700 metallic paint.
All models come with a healthy equipment list that includes 20-inch alloy wheels, a powered tailgate and panoramic sunroof. Heated and ventilated front seats, heated rear seats and a heated steering wheel are also standard, along with wireless Android and Apple mirroring, an 18-speaker sound system, and a suite of driver aids ranging from adaptive cruise control to remote parking assistance.
That’s a pretty generous spec and brings more for the money than some similarly priced alternatives, scoring another positive mark for the Xpeng.
Overall, the G6 is very close to being a great car. It offers impressive comfort and refinement, strong equipment levels, plus a commendable real-world range and some of the quickest charging out there. Its bland looks are forgivable but less so are the dubious low-speed ride and an overreliance on the touchscreen for functions that should be more readily accessible.
Even with those caveats, though, this is one newcomer that deserves to be given the same consideration as any of its myriad rivals.
FROM A BUYER’S PERSPECTIVE, THE XPENG G6 RANGE IS BLESSEDLY SIMPLE THERE ARE TWO TRIMS AND THE ONLY DIFFERENCE BETWEEN THEM IS THE BATTERY
PRICE: £44,990 (£45,690 as tested)
POWERTRAIN: Single-motor, rear-wheel-drive
BATTERY: 85kWh POWER: 281bhp
TORQUE: 325lb ft TOP SPEED: 124mph
0-62MPH: 6.2 seconds RANGE: 354 miles CONSUMPTION: 3.55m/kWh
CHARGING: up to 280kW
We put the Scenic's long-range credentials to the test with an adventure to rural Wales
After all, this is a car that claims class-leading range of 379 miles from its 87kWh battery (369 with my car's 20-inch wheels), so an 11-hour, 605-mile round trip to deepest Wales should be no sweat.
Based on the trip computer’s predicted real-world range of 348 miles I could have made it to my destination near Aberystwyth with electricity to spare. However, plugging my route into the onboard Google Maps, the car disagreed and warned I’d get there (or wouldn’t) with -2% battery.
What’s clever about the Google-based system is that as well as taking into account the different roads and speeds along the route and their impact on your efficiency, it also lets you choose your desired state of charge on arrival, and tells you where to stop and how long to charge to attain that. It will also activate battery pre-conditioning, should the car need it.
It also does it with all the live traffic and accurate directions any Google Maps user will be familiar with. It’s a brilliantly integrated and intuitive system that puts other baked-in setups in the shade and is one of the Scenic’s stand-out features. Using all that cleverness, I calculated three stops in total to get me to Wales and back, the longest of which was still less than half an hour. The Scenic’s
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
150kW maximum charging rate is a little behind top-spec Fords and Skodas which offer 185kW, but still quick enough to mean charging stops aren’t an inconvenience. By the time I’d had a pee, bought a cuppa and checked my emails, it was ready to go again. All-in I saw energy consumption of 3.5m/ kWh, not too bad considering about three-quarters of my trip was on the M6. The long drive proved the Scenic’s big-range credentials but also focused my attention on the very low seating position and short (for me) seat squabs that meant a lack of leg support. It’s not uncomfortable but long-legged drivers will notice it. The drive also let me test the massage function that’s exclusive to this top-spec Iconic trim. That proved disappointingly weedy –think small cat rather than muscular Swede. Still, my crumbling back was pain-free after two long days at the wheel, so Renault’s got the basics right. Off the motorway, the Scenic’s performance confirmed my initial suspicions. The famous sinuous roads of Wales revealed a car set up for comfortable cruising rather than B-road blasts. Words like secure, stable and predictable spring to mind rather than pace-quickening or lively.
That’s exactly what I want from a family car, though. The steering is light enough for urban manoeuvres but not so light that it feels vague at high speeds and
body control is composed but not too rigid. The ride isn’t quite a match for the best in class but it still coped well enough with broken chunks of Welsh B roads, and on the motorway there’s a pleasing lack of wind or tyre noise.
All-in-all, it’s not a car that cries out to be driven but it’s one that I’m more than happy to find myself at the wheel of. Which is just as well because I’ve got plenty more motoring to do in it before it heads back.
Price as tested:
Mileage since arrival:
Average consumption: Monthly charging costs: Costs: Faults:
In summer 2023, an entry-level eDrive35 model was introduced with 278bhp and a 67.1kWh battery providing a 299-mile range. Like the i4 eDrive40, it's available in either Sport or M Sport guise.
That same year also saw BMW give the i4 a mid-life facelift. Externally, these small updates included redesigned head and tail lights, a choice of optional 19- or 20-inch alloys, plus the addition of Cape York Green and Fire Red to the colour palate. The grille also benefited from a matt chrome surround.
Inside, the updated i4 came with a tweaked interior with a flat-bottomed M-Sport steering wheel, new upholstery, and more trim choices. It is worth nothing that no changes were made to the drivetrain - and subsequently, the range - until 2025.
In terms of software, BMW i4s built from 2021 to 2023 will only run the iDrive 8 operating system, while some of those manufactured after that are capable of running the more sophisticated and feature-packed iDrive 8.5.
Irrespective of trim level, the 2021-23 BMW i4 gets a curved 12.3-inch driver display, and a 14.9-inch infotainment screen. Both are crystal clear, and compatible with Apple CarPlay. Android Auto is also available, but only if your car is fitted with Connected Package Professional and smartphone integration. Like all BMWs since the early 2000s, the i4's functions are controlled easily via an iDrive rotary dial. If there's one criticism to be levelled at the ergonomics, it's that the climate controls are controlled via the infotainment screen.
This, however, is not a BMW-specific issue in 2025, and Munich has sought to improve the i4's largely solid ergonomics by adding physical control buttons for the radio, heated windscreen, and heated rear window. The same goes for the Eco Pro (see, 'Sensible' in BMW), Comfort (see, 'Normal' in BMW) and 'Sport' (see, 'Silly' in BMW) drive modes. The Start button and side of the gear selector
are finished in the BMW i range's electric blue to remind you that you're in an electric BMW, and not one powered by a yobbish internal combustion engine.
Given the i4's initial asking price, BMW wasn't tight with equipment. The 'base' Sport trim comes with dual-zone climate control, front and rear parking sensors, a reversing camera, plus heated front seats and cruise control. Both the BMW i4 Sport and M Sport benefit from several electric blue exterior elements serving as gentle, futuristic nods to the i4's all-electric credentials.
Upgrade to the mid-spec M Sport version, and a slightly aggressive bodykit is thrown in, while the standard 18-inch wheels are sized up from the 17-inchers on the Sport. The M Sport can be specced with 19-inch wheels, while the Sport gets 18-inch wheels as an option. Inside, the i4 M Sport trades gloss piano black trim for aluminium effect inserts, and comes with an M Sport steering wheel.
The flagship i4 M50 - visually, at least - differs very little from the M Sport. There's some Cerium Grey detailing on the exterior along with more gloss black, plus 19-inch M Sport alloys. The biggest difference isn't just in the 250bhp-plus power hike over the eDrive40 - underneath, the i4 M50 gets adaptive M suspension, performance brakes, and variable sports steering.
Across the range, BMW has sought to make the i4 as comfortable as possible courtesy of standard air suspension at the rear. While the i4 doesn't come anywhere close to venturing into roly-poly Citroen territory, the air suspension provides a pleasant antidote to BMW's traditionally firm ride.
While already generously equipped, BMW offered plenty of options on the i4. Full leather trim available in black, red, or beige was an additional £1,500, while the Comfort Pack ushered in keyless entry and a heated steering wheel. The Visibility Pack offered laser light LED tech front and rear, plus high beam assist. Other add-ons include a 17-speaker Harman Kardon
sound system - a seven-speaker boost over the standard fit - and a retractable tow bar.
The quirkiest option, though, is the £99 IconicSounds pack. Available via the online BMW ConnectedDrive store, the IconicSounds add-on provides a space-inspired, synthetic engine note created by composer Hans Zimmer. Yes, THAT Hans Zimmer - he of the Interstellar soundtrack.
If you don't want your i4 to sound like an X-wing Starfighter, you can either 1) simply not buy the IconicSounds pack, or 2) deactivate it via the infotainment screen if your used BMW i4 already has it downloaded.
Thanks to being a fleet favourite, there are plenty of BMW i4s on the pre-owned market. On the flip side, this also means there are plenty of high-milers out there. Not that mileage should be an issuedon't forget that ADAC, Germany's equivalent to the AA, found that their Volkswagen ID.3 lost just eight miles of range after covering 107,000 miles during its four-year lifespan.
The cheapest i4 we found for sale via a used dealer was a £22,399 eDrive40 M Sport from 2022 with 76,603 miles on the clock. Be willing to spend around £3,000 more, and by looking carefully, you'll be able to find a similarly-aged car with much less mileage.
We came across a 27,000-mile eDrive40 from 2022 for £26,499. Perhaps the biggest steal we discovered was a £28,441 i4 eDrive40 Sport from the same year, which had clocked up just 13,238 miles over three years. Cars facelifted in 2023 start around £30,000 if buying outright. The most expensive used BMW i4 we came across was a low-mileage 2023 i4 M50 priced at £44,099.
The running costs of the BMW i4 will all depend on the size of its battery and your home charging tariff. With a 7p per kilowatt hour off-peak tariff, the i4 eDrive35 with its 70kWh battery will cost £10.04 to charge from 0% - 100%. Opt for the larger
longer-range 80kWh battery in the i4 eDrive40 or M50, and the cost for the same charge period will rise slightly to £11.52.
With the newly introduced standard variable tariff of 25.7p/kWh, the BMW i4 eDrive 35 will cost £29.62 to charge fully at home, while the eDrive40 and i50 will set you back £32.12.
Being a mid-sized executive car, the BMW i4 falls towards the upper half of the UK's 50 car insurance groups. Both Sport and M Sport eDrive35 cars fall under insurance group 34, while the eDrive40 is in group 38.
Not surprisingly, the more powerful M50 sits in a higher bracket. Strangely, though, the i4 M50 riding on 18-inch alloys is in insurance group 44, while the same car with the larger 19-inch wheels is a group below.
For comparison, the BMW i4's main rival, the Tesla Model 3, is one of the most expensive cars in the UK to insure, falling into insurance groups 48-50. As always, car insurance prices will depend on age, where you live, and the type of property you live in.
We know we've said it in every used buying guide and review so far, but don't forget that EVs are no longer exempt from road tax. Cars registered from April 1, 2017 will now cost £195 in road tax annually. The i4 as a post-2017 car is no exception.
The BMW i4 has proven to be largely reliable. The 2024 What Car reliability survey found that the i4 ranked third out of 18 EVs for reliability, with a 95.5% reliability score. Moreover, BMW finished eighth among 31 manufacturers.
The i4's drivetrain has proven to be solid and relatively free of problems. Most issues concerned faults and glitches in the infotainment system and problems with the driver assistance features. Owners also reported repeat warning lights and like the i3, some issues surrounding charging.
BMW dealerships received mixed reviews in relation to the i4. Some were praised for their efficiency and response times when it came to managing software updates and repairs. Others came under criticism for logistics delays and obtaining parts to repair electronic faults. To ensure the best possible service, search for online reviews of your closest BMW retailers and decide accordingly.
From 2021 to 2023, the BMW i4 was recalled a total of four times. The first was in January 2022 due to crash
pads possibly not being added to the battery during manufacture.
The second recall - October 2022 - was the most serious, when the cell's cathode plates may have damaged while being assembled. This potential manufacturing defect could have led to battery fires. BMW replaced the battery packs on the 83 i4s affected.
The i4 is a relatively new proposition, and there are plenty available to choose from. As always, we would recommend that you check for the
usual wear and tear. Moreover, buy the best possible condition car your budget - either outright purchase or monthly payments - will allow. Let's get down to the nitty gritty, though.
While the 537bhp of the i4 M50 will be impossible to resist for some, the 335bhp i4 eDrive40 and 278bhp eDrive35 will provide plenty of oomph. The same can be said for the range.
While the eDrive35's 299-mile range will more than suffice for most drivers - don't forget that the average UK motorist covers around 583 miles each month - the 370 miles returned from the eDrive40
will understandably hold a bigger sway, especially if you suffer from range anxiety.
The trim levels are largely aesthetic. The i4 M50 and the M Sport models have a sportier appearance than the Sport trim courtesy of a more aggressive body kit. However, the latter cars lean into their allelectric lineage with that tasteful blue exterior detailing. It's all very Interstellar. In fact, we think that in white, the BMW i4 Sport looks just as cool as its quirky predecessor, the i3.
The one to have, then? That'll be an i4 eDrive40 Sport in white.
As someone who’s tested more than that their fair share of e-bikes over the years, Richard Alvin wasn’t expecting to be surprised by a folding model. But the Heybike Mars 3.0 had him raising an eyebrow—in the best possible way.
With 1400W of peak power, fat tyres, full suspension and a top throttle speed of over 30mph, this is the most powerful folder I’ve ridden to date.
The model I tested came in Nightrider Black—a stealthy, all-black finish with just a few chrome flourishes. At a glance, it’s clear the Mars 3.0 isn’t pretending to be a minimalist city bike. This thing means business. It’s big for a folder and tips the scales accordingly, but the build quality feels solid, and there’s a rugged charm to its stance that I found instantly appealing. Climb aboard, and the Mars 3.0 delivers. The 750W rear hub motor (which peaks at 1400W) and a seriously punchy 95Nm of torque mean it accelerates fast and climbs with confidence. I was consistently hitting 30mph on throttle alone— completely legal off-road, and highly grin-inducing. Whether I was darting through traffic or powering up steep
suburban hills, the Mars 3.0 never felt underpowered.
The ride quality is equally impressive, thanks to full suspension—rare in folding e-bikes. Up front, you get 50mm of travel with preload and lockout options, and at the rear, a Horst link system smooths out rough ground. Paired with the 4-inch-wide Chaoyang tyres, it made light work of mixed terrain, from gravel paths to bumpy city shortcuts. It’s surprisingly composed for a bike that folds in half.
The hydraulic disc brakes are another strong point, using 180mm rotors that are slightly thicker than average, giving more reliable stopping power and reduced fade. It’s a thoughtful spec choice, especially considering the bike’s weight and speed potential.
One of the biggest leaps forward is the tech. The Mars 3.0 features NFC unlocking via a proximity card (useful for quick getaways), a full-colour TFT
display with USB-A charging, and a companion app that allows motor tuning across pedal assist levels. You can even cap the throttle speed for legal compliance or safety—a handy tool if you’re sharing the bike with a less experienced rider.
Range-wise, Heybike claims up to 65 miles per charge. My real-world testing produced 54 miles on Eco mode and 35 in Turbo—not quite the top-line figure, but still respectable given the power on offer. The 48V 13Ah battery is removable, though you’ll need to fold the bike to access it, which isn’t ideal for those charging indoors.
Commuters will also appreciate the lighting package. An adjustable headlight, a rear rack-mounted taillight, brake light and turn signals all come as standard. For urban riding, especially in traffic, the added visibility is genuinely reassuring—and more brands should follow Heybike’s lead here.
There are a few areas where cost savings show through. The plastic folding pedals feel a little flimsy, and the slide-on rubber grips can rotate under pressure. But these are easy aftermarket upgrades if they bother you, and nothing that detracted from my overall enjoyment.
The Mars 3.0 comes with mounting points for a front rack or basket, and a solid rear rack is included. Load capacity is a generous 440lbs, making it a capable cargo hauler for shopping runs or even light deliveries.
In short, this is a folding e-bike that punches above its weight—both figuratively and literally. It’s quick, comfortable, tech-savvy and wellequipped, with a personality that leans far more towards weekend trail fun than inner-city errands. Yes, there are more refined folders on the market, and yes, it could use a couple of tweaks. But for the price and the sheer joy of riding it, the Mars 3.0 is hard to beat.
Electrifying commercial vehicles and HGVs is not just about the vehicles themselves – it involves a detailed consideration of how to keep them on the road without disrupting existing operations. Mer has the experience and knowledge to support you on this journey.
Download Mer’s free eguide for fleet managers to learn more about installing the right EV charging to keep your vehicles powered for their mission-critical journeys
Click here to find out more
The Nissan Leaf has been around since 2010. That means you can pick up very early examples of this mid-sized hatchback for as little as £2,000. That’s a very cheap way into an EV but these older cars feel pretty low-tech and their already small range is likely to have dropped noticeably. Second-
PRICE FROM: £2,000
gen cars start at around £7,000 and offer newer technology, more power and a longer range. Just be aware that there are two battery and motor options, with the smaller 42kWh battery offering around 50 miles less range and 65bhp less power from the motor than the 62kWh/215bhp version.
The Zoe was on sale for a decade, meaning it’s an affordable way into EV ownership. While its compact size means it’s not a great family car it is stylish and decent to drive. Early cars had a 22kWh battery and range of around 130 miles, but a couple of upgrades meant late models had a 52kWh battery with
PRICE FROM: £2,500
240 miles of range. Many pre-facelift cars were sold with a battery lease deal that tied owners into a monthly payment scheme and was passed on with the car. From late 2019 the lease scheme was scrapped and all cars were battery-owned, which is usually reflected in a higher asking price.
The Soul’s looks are unconventional but beneath the surface it’s a surprisingly spacious and practical stablemate to the more popular Niro. The first generation (2014-2020) offers a roomy but slightly cheap-looking interior, 110bhp motor and a 27kWh battery (later 30kWh) good for around
PRICE FROM: £4,000
132 miles. You can pick one of those up for under £10,000. Second-gen cars start at £17,000 and keep the unique styling but with a nicer interior, nearly twice as much power and a 64kWh battery good for 280 miles. Even early ones still have some warranty to run, too.
Hyundai is one of the car makers that has most successfully embraced the EV transition and the Kona has helped spearhead that. On sale since 2018, this mid-sized SUV is a practical family-friendly option with a high specification and interesting looks. A 39kWh battery version was
PRICE FROM: £7,000
available with 133bhp and a 189-mile range but the secondhand market is dominated by the 64kWh version with 201bhp and up to 300 miles of range, plus 100kW DC charging. Starting at less than £10,000, this would be our choice.
BMW’s i3 was a groundbreaking car back in 2013 and even today it looks fresh and unique. It’s a sharp-handling compact, premium hatchback packed with radical ideas, from its rear-hinged doors to its unique interior and option of a range-extender hybrid. Purely electric versions
PRICE FROM: £5,500
saw various upgrades over the years, with the battery growing from 22kWh to 33kWh and eventually 42.2kWh, with ranges of 80, 121 and 165 miles respectively, and 2019’s i3s got a power boost too. Some versions overlapped, so look closely at the spec of any potential purchase.
The first-generation Mini Electric was hard to recommend brand-new due to its high price and low range. But as a used option it’s far more attractive. The 32kWh battery is still only good for 100 miles of range but as a city runaround there’s a lot to love. Aside from the famous Mini
PRICE FROM: £10,000
looks and stylish interior, there’s the thrilling go-kart driving experience. If the Mini isn’t for you but you still fancy a cute compact EV with a city-friendly range, there’s always the Honda e, which starts from around £11,000.
The Model 3 arrived in the UK in 2020, which means there are plenty of ex-company cars now flooding the secondhand market, with prices starting at around £10,000. The weird interior and Tesla’s brand image might put some buyers off but the Model 3 offers seriously
PRICE FROM: £10,000
impressive performance and range, clever navigation, plus access to the excellent Supercharger network. Build quality is also far better than the troublesome Models S and X, although insurance can be shockingly high.
The EV6 is the car that signalled Kia’s intention to move beyond its valuefocused mainstream models like the Soul and the E-Niro. Its sharp SUVcoupe design was a complete departure and it brought new levels of sophistication and technology as well as an entry price starting with a 4. Four years on from its launch and with a facelift last year, early models
PRICE FROM: £16,000
are now much more affordable. The most popular and readily available models are RWD GT-Line spec which come with heaps of equipment, a 225bhp motor and a 74kWh battery good for 328 miles. From £20k the AWD version is also an option, with 320bhp but a 314-mile range. Every version gets 238kW DC charging for ultra-rapid top-ups on the go.
Skoda excels at offering more space and value than its VW Group stablemates and the Enyaq is another example of this. It’s a roomy, practical and stylish family SUV with a nicer interior than the VW ID.4 or Audi Q4 e-tron. The high-spec ‘80’ setup
PRICE FROM: £12,500
offers 201bhp and a 82kWh battery good for 311 miles, while cheaper ‘60’ cars pack a 62kWh battery, 177bhp motor and a 242-mile range. There’s also a wealth of trim levels and interior packages to choose from.
The Taycan was one of the first cars to show there was more to EVs than just going fast in a straight line. It can certainly do that, but its appeal lies in the way it handles any situation with traditional Porsche poise and dynamism. While brand-new models start at £88,200, second-hand examples now start at less than half that. The cheapest RWD models still
PRICE FROM: £34,000
get 470bhp, a blistering 0-62mph time of 5.4 seconds but even under £50k most are the 563bhp all-wheel-drive variant. Regardless of the motor every Taycan features sleek futuristic looks and a beautifully designed and finished cabin. Many of the examples on sale are also loaded with optional extras that will have set the original owners back a five-figure sum.
EVs are far less polluting over their lifetime than petrol or diesel-powered cars, and are getting cleaner, according to new research.
A comprehensive study of vehicle lifecycle emissions by the International Council on Clean Transportation (ICCT) estimates that across their entire life, EVs in Europe emit nearly four times fewer greenhouse gases than their combustionengined (ICE) counterparts.
The study found that even factoring in production – an area where EVs are claimed to be more
polluting – EVs generate 73% less greenhouse gases than ICE over their lifetime. It also found a 24% improvement in predicted emissions compared with 2021 estimates, showing EVs are actually getting cleaner as the years progress.
This improvement is largely down to the growing adoption of renewable energy generation around Europe. The report’s authors say that cars sold
now will see their environmental impact reduce further as this dependence on renewables grows. By the end of this year, renewable sources are expected to produce 56% of Europe’s electricity and the EU Joint Research Centre estimates this will reach 86% by 2045.
“Battery electric cars in Europe are getting cleaner faster than we expected and outperform all other technologies, including hybrids and plug-in hybrids,” said Dr. Marta Negri, researcher at the ICCT and co-author of the report.
“This progress is largely due to the fast deployment of renewable electricity across the continent and the greater energy efficiency of battery electric cars.”
The ICCT report factored in vehicle production, maintenance, fuel production and fuel consumption for a medium-sized car over an average 20-year lifespan. It found that a petrol car will emit 235g/km of greenhouse gases while an EV will produce just 63g/km based on the predicted 2025-44 grid mix.
The report noted that the production impact of EVs was higher – largely due to the CO2 emitted in battery production – but estimated that this is offset by around 17,000km (10,500 miles) of driving.
The study also found that other propulsion systems did have a reduced environmental impact compared with traditional ICE cars, but the gap was far smaller than for BEVs. Plug-in hybrid cars offer 30% lower lifetime emissions than pure ICE, with PHEVs found to be driven less on electricity than previously assumed.
Hydrogen fuel cell vehicles also bring reductions but are heavily dependent on the type of hydrogen used. While a FCEV running on 100% “green” hydrogen can cut emissions by 79% compared with a petrol car, that is not produced or supplied at scale in Europe. Using hydrogen produced from natural gas, the reduction is just 26%.
“We hope this study brings clarity to the public conversation, so that policymakers and industry leaders can make informed decisions,” said Dr. Georg Bieker, ICCT senior researcher.
“We’ve recently seen auto industry leaders misrepresenting the emissions math on hybrids. But life-cycle analysis is not a choose-your-ownadventure exercise. Our study accounts for the most representative use cases and is grounded in real-world data. Consumers deserve accurate, science-backed information.”
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
expansion. Governments and private stakeholders must now invest strategically to meet the needs of a growing EV market. Large-scale deployment of high-speed chargers, particularly in residential areas and commercial hubs, will be key.
Early concerns about charging access are fading. Range anxiety has diminished as charging networks expand, giving drivers the confidence to travel without fear. The key factor? Adaptation.
Gareth Brunton, UK managing director at energy solutions specialist Bender on why EV adoption will continue to accelerate, what industry and government can do to support this, and the hurdles that still
According to an IEA report from 2024, the global stock of electric vehicles (EVs) surpassed 40 million units in 2023, a figure that more than doubled in just two years. Even more striking, one in five cars sold in 2023 was electric, a sharp rise from just 2% five years earlier. This rapid acceleration signals that EVs are here to stay, and the challenges that once stalled the e-mobility market are being overcome.
Infrastructure is expanding, consumer confidence is growing, and industry is addressing the technical barriers that once slowed adoption. The next five years will define the future of road travel, and this time, e-mobility has the momentum and demand to establish itself as the dominant force.
need to be overcome
In 2016, e-mobility stations started appearing beyond service stations, expanding into offroad locations, and making charging more convenient. This shift was crucial in breaking the perception that EVs were impractical for long journeys. At the same time, charging technology evolved. Smart charging solutions now optimise grid usage, ensuring power is distributed efficiently. Infrastructure is no longer the limiting factor – scalability is now the challenge.
Despite these advancements, council funding has stalled. However, with EV sales growing all the time and legislation guiding more buyers to electric cars, demand will force further
Just as owners of petrol cars rarely worry about finding a petrol station, EV drivers are now planning their journeys with charging stops in mind. This shift in perception has been critical to wider acceptance. Businesses are also responding by integrating charging solutions into workplaces, retail parks, and residential areas. Yet, some challenges still remain unsolved.
The UK power grid presents a significant challenge. The existing infrastructure can only support a certain amount of power at any given time which could become a significant constraint. It’s not a question of if the number of EVs will grow and dominate the market, but when. Without upgrades, demand could outstrip supply. Dynamic load management solutions are already improving power distribution, optimising grid efficiency in real time. However, long-term investment in grid expansion is essential to ensure the infrastructure can keep pace with the growing needs of an electrified transport system.
Collaboration between technology providers, energy companies, and policymakers will be key to creating a resilient grid. Without these advancements, EV growth risks being limited by the very system meant to support it.
One of the biggest hurdles to mass EV adoption remains cost. Electric vehicles are still priced higher than their internal combustion engine (ICE) counterparts. To bridge this gap, incentives such as tax cuts and subsidies are essential.
Beyond affordability, consumer education remains a factor. Many prospective buyers still hold misconceptions about battery lifespan, maintenance costs and overall performance. The industry must bridge these knowledge gaps.
The future of road mobility is undoubtedly green, and the next five years will shape it for generations to come. To drive meaningful change, we must have the right infrastructure, policies, and public awareness in place to ensure that e-mobility delivers on its promise to reduce emissions and create a cleaner, more sustainable future.
A celebration of innovation, sustainability and the future of electric maritime propulsion. 42 teams representing 20 nationalities and over 1,000 students converged at the Yacht Club de Monaco to showcase the latest advances in electric, hydrogen, AI and hybrid boats.
This year’s event not only served as a platform for state-of-the-art technology but also reinforced Monaco’s growing reputation as the crucible for green maritime innovation.
The roots of the Challenge trace back to 1904, when Monaco hosted its first international powerboat contest which was a bold merging of nautical glamour and emerging technology. Fast forward to 2014, the Solar Class and the aptly called “Solar One” was introduced, marking a pivotal shift toward eco -friendly boating.
Now, in its twelfth edition, the Monaco Energy Boat Challenge is a fully-fledged laboratory of marine innovations, with four distinct categories—Energy, Solar, SeaLab, AI and Open Sea—each pushing the boundaries of sustainable yachting.
Participants: 42 teams, over 1,000 students, spanning 20 nationalities.
Classes:
• Energy Class: 20 entrants, featuring nearly double battery storage capacity for similar weight compared to four years ago, with increased safety—a clear sign of progress.
• AI Class: Debut of fully autonomous boats, integrating sensors and AI for manoeuvring, docking and energy optimisation.
• SeaLab Class: Hosted hydrogen- centric floating laboratories, exploring cutting- edge clean- energy systems.
• Open Sea Class: CE- certified, zero - emission prototypes up to 25 m carrying at least three persons.
Fuel Breakdown: 30 boats powered by electricity, 12 by hydrogen, and 12 employing hydrofoils, emphasising the diversification of propulsion tech.
Propulsion & Materials:
• Hydrogen remains promising, especially for retrofits.
• Fuel cells now rival batteries in weight and efficiency.
Renewable materials like balsa fibre are gaining traction for hull construction—ecofriendly, strong, and cost-effective.
Collaborative Spirit: Teams openly shared knowledge at Tech Talks; notably, Indian team Sea Sakthi assisted France’s Néréides.
Continued on next page
UniBoAT – University of Bologna Argonauts Team (Italy) emerged as the 2025 MEBC Champions, repeating their dominance in the Energy Class for the fourth time (2021, 2022, 2023 & 2025). They not only clinched the Innovation and Design Prizes, but also set a blistering speed record of 26.63 knots.
The AI Class was won by the Antwerp Solar Boat Team (University of Antwerp, Belgium). In the SeaLab Class, it was Red Wave (University of Bologna) who triumphed, while the Prince Albert II of Monaco Foundation Sustainable Yachting Technology Award (worth €25,000) went to Alma Mater Studiorum-Università di Bologna for their demonstrably impactful solution.
Other notable recognitions:
• Communication Prize: Sea Sakthi (India)
• Eco -Conception Prize: Elettra UniGe (Univ. of Genova, Italy)
• Coup de Cœur: DHAMMA BLUE (Spain)
• Rookie of the Year: DTU Float Forward (Denmark)
• Speed Record (Open Sea): Frauscher Boats (Austria)
• SeaLab 16-nm Record: Inocel (France – 30 mins 9 secs)
• E-Sport Championship: BME Solar Boat Team (Hungary)
The University of Cambridge returned with their Riviera Racing team—ambitious students pioneering modular catamarans focused on sustainability and seamless propulsion upgrades . Their design ethos includes a modular hull enabling rapid integration of new technologies without full reconstruction. They’re developing a linear fin propulsion system, projected to boost efficiency by 13% over traditional propellers. Although not medalists, their forward-looking approach to design resembles and may yet inform mainstream marine innovation. UK readers should keep an eye on such academic pioneers— they’re the seedbed of future industry standards.
HSH Prince Albert II of Monaco visited each paddock, engaging with students and marking the finale with the rallying call:“Technologies are advancing, the ideas also, now we must speed up. We all have a role to play – institutions, manufacturers, owners –it’s time to turn intentions into actions.”
Back in 2019, Prince Albert reflected on Monaco’s shifting identity: “It is the future of the whole planet that now lies with the sea... the time for raising awareness must give way to action”. His words remain prescient and very much alive in 2025’s outcome.
Continued on next page
The Monaco Energy Boat Challenge doesn’t just inspire students—it ripples across the marine industry.
• Battery tech: Doubling energy density in 4 years shows how energy storage is getting lighter, safer, and more powerful—an evolution already shaping electric yachts and workboats.
• Hydrogen & fuel cells: As these technologies approach parity in weight and efficiency with traditional batteries, retrofits and new builds alike are on the cusp of a green transition.
• AI for energy management: Autonomous systems that optimise charge and discharge
in real-time herald smarter, longer-ranging electric vessels.
• Eco-sensitive materials: Balsa fibre and other renewables offer structural and environmental benefits while remaining cost- effective.
• Open-source spirit: Knowledge-sharing among teams is accelerating the pace of innovation, lowering barriers for commercial adoption.
Manufacturers in the UK would do well to monitor these developments. Expect next-gen electric tenders, day-boats and workboats integrating modular propulsion, AI-managed energy systems and sustainable composites—ideas being prototyped now, thanks to Monaco.
For the British electric -marine market, the Monaco Energy Boat Challenge is far more than a student contest; it’s a predictor of where the industry will sail next.
• The modular design ethos showcased by Cambridge University could drastically shorten R&D cycles for producers.
• Linear-fin propulsion promises higher efficiency and could find its way into commuter ferries or leisure craft.
• The rapid development in battery tech demonstrated on track foreshadows extended ranges for UK-built electric vessels.
• Hydrogen hybrid systems point toward a viable future for retrofitting existing fleets in the Thames or Solent.
• AI energy optimisation could enable smarter, greener ferries and patrol boats—saving both emissions and running costs.
