While BMW stops short of officially calling it an electric M3, the intent is difficult to ignore. Beneath the aggressive bodywork sits the foundations of the upcoming Neue Klasse-based BMW i3, and this concept showcases how BMW M plans to translate its performance DNA into the EV era.

The production version is expected to sit alongside a next-generation petrol-powered M3, giving buyers a choice between traditional combustion power and cutting-edge electrification.

The design leaves little doubt about its M-car heritage. BMW has woven in several references to iconic models from its back catalogue, including E30 M3-inspired four-light graphics, muscular wheel arch extensions and a dramatic rear section featuring a split ducktail spoiler reminiscent of the legendary E46 M3 CSL.

The oversized aerodynamic elements seen here are unlikely to survive the transition to production, but the distinctive three-piece bumper design and broad stance appear much closer to showroom reality.

Beyond the styling, BMW is using the concept to showcase new technologies that could define its next generation of performance cars.

Reports suggest the car is powered by a 100kWh battery pack developed specifically for high-performance applications, prioritising rapid power delivery and repeated fast charging without significant performance degradation.

The most potent version is expected to feature four electric motors and outputs approaching 1,000bhp, placing it firmly among the most powerful road-going BMWs ever created.

Inside, the cabin blends familiar M-car cues with futuristic touches. Dedicated M1 and M2 shortcut controls remain on the steering wheel, while BMW has also introduced an ‘Emulated Shift’ system designed to replicate the sensation of traditional gear changes.

Similar in concept to systems found in performance EVs such as Hyundai’s Ioniq 5 N, the technology aims to deliver a more engaging driving experience despite the absence of a conventional gearbox.

Perhaps the most intriguing feature is BMW’s new ‘Heart of Joy’ control unit, a central supercomputer responsible for handling dynamics, torque vectoring and adjustable driving characteristics.

Combined with advanced software and multiple performance modes, BMW believes it can preserve the involvement enthusiasts expect from an M car.

Whether traditional BMW fans embrace the idea of an electric M3 remains to be seen.

What is certain is that the M Concept Neue Klasse signals a major shift for the brand, and few upcoming performance cars are likely to generate as much debate over the next year.

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Delivering 1,050hp, a projected 330-mile range and a top speed of 192mph, the newcomer signals one of the most significant moments in Ferrari’s modern history.

Set to arrive in the UK from early next year with pricing expected to start at around £450,000, the Ferrari Luce combines supercar performance with a radically different design philosophy.

Measuring more than five metres long and wider than the Purosangue, it adopts a distinctive five-door hatchback layout capable of carrying five occupants.

Ferrari worked alongside Sir Jony Ive’s design firm, LoveFrom, on elements of the project, resulting in a shape focused heavily on aerodynamic efficiency.

The company claims the Luce achieves the lowest drag coefficient of any road-going Ferrari to date, helping maximise efficiency from its substantial 122kWh battery pack.

Beneath the body sits an entirely new aluminium platform developed specifically for electric propulsion. The 800V architecture uses the battery as a structural component, creating a chassis said to be more than 35 per cent stiffer than the Purosangue while lowering the centre of gravity by 95mm.

Despite a kerb weight of 2,260kg, Ferrari promises exceptional agility thanks to active rear-wheel steering, torque vectoring technology and a sophisticated suspension system derived from the Purosangue’s Multimatic setup. Engineers describe it as the most comfortable Ferrari yet produced.

Power comes from four electric motors, one assigned to each wheel, generating a combined 730lb ft of torque and enabling a 0-62mph sprint in just 2.5 seconds.

Ferrari’s latest electronic control systems manage power delivery individually at each corner, while dedicated driving modes allow owners to prioritise efficiency, touring capability or outright performance.

Charging speeds of up to 350kW are supported, allowing rapid replenishment of the battery during long journeys.

Ferrari has also focused heavily on preserving driver engagement. Regenerative braking levels can be adjusted via steering-column paddles, while a patented sound system amplifies mechanical frequencies from the rear axle to create a unique acoustic character both inside and outside the car.

CEO Benedetto Vigna says the Luce has been engineered to deliver authentic Ferrari emotions while embracing a new technological future.

Whether traditionalists approve remains to be seen, but there is little doubt the Luce will become one of the most closely watched new car launches of the decade.

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Three years after the Avenger established itself as one of the most popular electric city cars on sale, the revised model arrives with familiar facelift tweaks alongside an expanded engine line-up.

Exterior changes are subtle but easy to spot if you know the current car well. There’s a redesigned grille inspired by the larger Jeep Compass, updated bumpers, new 17-inch and 18-inch alloy wheel designs, plus softer-touch materials inside the cabin.

Higher-spec versions also gain illuminated grille detailing and LED matrix headlights, while Jeep has added a front-facing camera and a 360-degree parking system to improve visibility around town.

The biggest talking point sits under the bonnet. Alongside the existing electric, hybrid and plug-in hybrid versions, Jeep has introduced a new 100bhp turbocharged three-cylinder petrol engine paired with a six-speed manual transmission.

In an era where compact SUVs are rapidly abandoning manual gearboxes altogether, it gives the Avenger a more affordable and arguably more engaging entry point for European buyers.

The new petrol unit develops 151lb ft of torque from just 1,750rpm, positioning it as the most conventional powertrain in the range.

Elsewhere, the fully electric Avenger continues with its 54kWh battery and claimed 248-mile range, while the 48-volt e-Hybrid delivers 108bhp through a six-speed dual-clutch automatic transmission.

Buyers wanting extra traction still have the plug-in hybrid 4xe model, which combines 143bhp with all-wheel drive and a rear-mounted electric motor designed for light off-road use.

Jeep has also marked its 85th anniversary with a dedicated special edition model featuring tartan upholstery, gold-effect detailing and exclusive trim accents.

Two additional paint finishes, Forest and Bamboo, join the colour palette, while buyers can now specify a contrasting black roof and optional bonnet graphics.

Fabio Catone, Jeep’s head of Enlarged Europe, described the updated Avenger as a vehicle built to balance urban practicality with outdoor capability.

That formula has already worked well for Jeep across Europe, and this latest update appears focused less on reinvention and more on refining a compact SUV that already found its audience.

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The production car will be called the Jaguar Type 01, marking the first showroom model in Jaguar’s all-electric future.

The naming strategy deliberately nods to some of the company’s most recognisable cars, including the Jaguar E-Type and Jaguar F-Type, despite the firm’s recent push to distance itself from its traditional image.

Jaguar says the “Type” element references heritage, while the “01” symbolises both zero-emissions power and the beginning of a completely new era for the British marque.

The Type 01 is shaping up to be one of the most technically ambitious electric cars yet produced by a UK manufacturer. Jaguar has already confirmed a tri-motor setup producing more than 986bhp alongside an immense 959lb ft of torque, figures that place it firmly into super-GT territory.

Power will come from a 120kWh battery paired with an 850V electrical system capable of charging speeds up to 350kW.

Jaguar is targeting more than 400 miles of range, although official WLTP figures are still to be confirmed.

Beyond the headline numbers, the Type 01 also appears determined to challenge conventional luxury EV design.

The car will reportedly launch without a rear window, while prototypes previewed so far suggest an unusually long-bonnet silhouette intended to echo classic Jaguars rather than mimic the cab-forward styling common among modern electric cars.

Jaguar managing director Rawdon Glover described the project as a “complete brand reset”, adding that the Type 01 represents the company’s first step into a “one of a kind” future.

That ambition has surrounded the car since Jaguar’s controversial rebrand campaign first emerged online in 2024, generating widespread debate across both the automotive industry and social media.

Prototype versions of the Type 01 will appear publicly during this weekend’s Monaco ePrix, while the finished production car is expected to be fully revealed later this year.

Early prototype drives have already hinted at a very different character from today’s performance EVs, with testers comparing its refinement and ride comfort to a modern interpretation of the classic XJ luxury saloon.

Measuring 5.76 meters long and limited to just 100 examples, every one of these vehicles has already been reserved.

Nightingale represents a significant moment for the brand.

It is the inaugural model from the firm’s newly announced Coachbuild Collection, blending a fully electric powertrain with traditional, ultra-bespoke craftsmanship.

It utilizes the same modular aluminum architecture found across the range, though paired with an evolved version of the drivetrain first seen in the Rolls-Royce Spectre.

Rolls-Royce has chosen to keep technical specifics under wraps for now, but has indicated improvements in performance, efficiency, and range—although, admittedly, for buyers in this segment, design and exclusivity typically outweigh these metrics.

CEO Chris Brownridge emphasizes that the limited production run is a deliberate decision.

While demand could easily exceed 100 units, scarcity remains a core element of the brand’s strategy at the pinnacle of the luxury market.

This project also highlights a growing interest in highly complex, tailor-made commissions, which is prompting further expansion at the Goodwood facility.

Visually, Nightingale draws inspiration from Streamline Moderne, characterized by expansive, uninterrupted surfaces and a monolithic presence.

Slim vertical headlights frame the signature Pantheon grille, while polished metal elements extend along the vehicle’s body.

Massive 24-inch wheels feature a turbine-inspired design, and the tapered rear incorporates a theatrical ‘piano boot’ opening mechanism.

The absence of traditional cooling demands has allowed designers to push proportions further, resulting in a fuselage-like profile seldom seen on a road car.

Inside, Rolls-Royce prioritizes craftsmanship over digital proliferation.

The cabin features a bespoke ‘starlight breeze’ installation, comprising over 10,000 light elements, designed to evoke the soundwaves of a nightingale’s song.

Materials are, as expected, lavish, with polished aluminum details and glass-finished controls replacing conventional screens whenever possible.

Design director Domagoj Dukec describes the car as both “inevitable and unexpected,” viewing it as a blueprint for future models.

This influence extends beyond mere aesthetics—Nightingale is intended to shape how Rolls-Royce approaches ultra-luxury experiences in an increasingly electrified era.

Pricing remains undisclosed, though it will undoubtedly be positioned below the rumored £25m commanded by the Rolls-Royce Boat Tail, while still firmly occupying the uppermost echelons of the market.

For Rolls-Royce, Nightingale is not about pursuing high volume—it is about solidifying its status as the definitive name in bespoke automotive luxury.

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This specific figure positions it among the leading vehicles in the electric luxury saloon segment, surpassing many competitors and underscoring the brand’s commitment to making electric travel viable for longer journeys.

This extended range is attributed to several significant modifications underneath the vehicle’s exterior.

The battery capacity, for instance, has seen a minor increase, moving from 118kWh to 122kWh. This is further complemented by refined battery chemistry and more compact electric motors.

Crucially, the system now incorporates an 800-volt electrical architecture, which facilitates rapid charging at rates reaching 350kW.

To put this into perspective, Mercedes indicates that drivers could potentially gain nearly 200 miles of range in a mere 10 minutes – a detail likely to be quite relevant for UK owners who frequently travel considerable distances on motorways.

Advancements in efficiency stem from improved regenerative braking and the inclusion of a two-speed gearbox for the rear axle.

Moving past the powertrain, Mercedes has also made a significant push into advanced technology. An optional steer-by-wire system, for instance, now takes the place of the conventional mechanical connection between the steering wheel and the front wheels.

This innovation allows for both a yoke-style controller and steering responses that adapt to the situation.

The intention behind this system is to eliminate undesirable feedback while simultaneously adjusting its steering ratio based on the vehicle’s speed and prevailing driving conditions.

One might ponder whether such an approach truly aligns with the expectations for a luxury saloon, but it certainly suggests a definite move towards a more digitally integrated driving experience.

The EQS also features a more integrated chassis configuration. An updated iteration of Mercedes’ Airmatic suspension, for example, is now capable of utilizing cloud-based data exchanged among vehicles to foresee upcoming road conditions.

Essentially, by processing information collected from other Mercedes drivers, the system can preemptively adjust for irregularities such as speed bumps or uneven surfaces before the car actually encounters them, subtly modifying its damping in anticipation.

This forms part of a wider collection of driver assistance technologies, encompassing advanced lane guidance, parking assistance, and functions for evasive steering.

Inside the cabin, the vehicle incorporates Microsoft-based artificial intelligence to drive a new virtual assistant.

This assistant is designed to respond to voice commands, drawing information from various online sources.

On the exterior, modifications are subtle yet appear to serve a clear purpose; these include revised lighting signatures, updated bumpers, and minor aerodynamic adjustments, all of which contribute to an impressive drag coefficient of merely 0.20.

For those in the UK market, the updated EQS reinforces its status as a premier long-distance electric vehicle.

It seems to place a high priority on efficiency, overall refinement, and advanced technology, perhaps more so than on traditional driver engagement.

While its smooth, aerodynamic styling might continue to elicit varied opinions, when considering both its range capabilities and the level of innovation it presents, it certainly establishes a notable standard.

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The new Super-N will begin accepting orders in July, promising a starting price below £20,000.

This notably places it beneath many current competitors, while aiming to offer a unique perspective on navigating city streets with an electric motor.

For anyone in the UK considering a smaller electric vehicle, the Super-N’s specifications, while not groundbreaking, are quite clearly tailored for urban environments.

Honda suggests a range of 128 miles in mixed driving conditions, which they claim can extend to 199 miles if you are primarily navigating city streets at lower speeds.

This places it in direct competition with upcoming models like the Renault Twingo EV, though each vehicle seems to present a distinct personality.

Its design, drawing inspiration from Japan’s ‘kei’ car segment, contributes to its light weight and overall efficiency.

The upright, somewhat boxy shape is quite clever, allowing for surprisingly generous cabin space even within its compact dimensions, which is ideal for tight urban settings.

Perhaps the most distinguishing feature of the Super-N is not raw power, but rather its character.

There is a ‘BOOST mode’ available, which, with a simple button press, noticeably alters the driving feel. It increases the power output from 63bhp to 94bhp and introduces a simulated seven-speed paddleshift gearbox.

Adding to this, the system incorporates synthesized engine sounds and illuminates the cabin with a distinct purple hue, clearly designed to bring a bit of theatrical flair to what could otherwise be a straightforward electric drive.

This is a rather unconventional approach in a part of the market that typically favors simplicity over a more engaging experience, hinting at Honda’s desire to preserve an element of driving fun, even at the entry level.

Beyond its functional aspects, there is a strong sense of heritage within the Super-N’s design.

Honda explicitly states it draws inspiration from the 1980s City Turbo II, a lineage you can spot in details like its squared-off wheel arches and subtle blue touches throughout the interior.

This results in a retro-modern aesthetic that comes across as quite intentional, rather than merely a superficial gimmick, especially at a time when many carmakers are increasingly using nostalgia to help their electric models stand out.

Importantly, the Super-N is entering the market at a point when genuinely affordable electric vehicles are still relatively scarce in the UK.

Given the growing interest in smaller, more economical EVs and the broader industry push for more accessible choices, this particular launch could mark a significant development for Honda’s overall electric vehicle strategy.

Should it manage to live up to its commitments regarding low running costs, practical urban utility, and that distinctive element of driving enjoyment, the Super-N stands a good chance of finding its place, particularly among younger drivers and city residents keen to transition to electric power without straining their finances.

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The new model is the first addition to Ford’s commercial range under a fresh name since the Transit Custom arrived in 2012.

Built on a dedicated electric platform developed in partnership with Jiangling Motors Corporation (JMC) and produced at their Nanchang plant, the Transit City shares dimensions with the E-Transit Custom but is engineered for a very different purpose.

Ford emphasises simplicity and efficiency over luxury, targeting operators who need reliable, adaptable vehicles for short, stop-start journeys.

The Transit City will be offered in three configurations: a short-wheelbase low-roof van, a larger high-roof variant, and a chassis cab suitable for conversions.

UK-based VFS is already preparing box van and dropside versions, while refrigerated and tipper options are expected from early 2027.

Pricing is positioned closer to the £27,000 E-Transit Courier rather than the £43,600 E-Transit Custom, reflecting its more streamlined approach and no optional extras.

Power comes from a 148bhp front-mounted electric motor drawing energy from a 56kWh lithium iron phosphate battery.

That delivers up to 158 miles of range in the short-wheelbase model, while rapid charging at 87kW can add 31 miles in just ten minutes.

Payload is competitive for urban logistics, with the medium-wheelbase van carrying up to 1,275kg, and the smaller version 1,085kg.

Inside, the cabin prioritises practicality without cutting essential technology.

A 12.3-inch touchscreen, wireless Apple CarPlay and Android Auto, manual air conditioning, heated driver’s seat and rear-view camera come standard.

It’s a no-nonsense setup designed to keep drivers comfortable and connected without inflating cost or complexity.

Order books for the Ford Transit City electric van open later this month, with the first UK deliveries expected before the end of the year.

For fleet operators seeking a capable, urban-friendly EV, it promises a sensible, zero-emission solution tailored to city streets.

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The decision follows Honda’s wider reassessment of its electrification plans, revealed earlier this month alongside a stark financial outlook that includes projected losses of up to 2.5 trillion yen over the next few years.

Against that backdrop, the joint venture between Sony and Honda has confirmed it will halt development of the Afeela 1 saloon, despite opening pre-orders for customers in California as recently as January 2025.

Buyers will now receive full refunds, while a planned SUV spin-off has also been dropped.

When it was first announced in 2022, the Afeela project promised something genuinely different.

Sony Honda Mobility set out to merge traditional automotive engineering with advanced consumer technology, positioning the car as much as a digital platform as a mode of transport.

High-end infotainment, integrated services and a strong emphasis on connectivity were central to its appeal—an approach that resonated in a market increasingly shaped by software as much as hardware.

For UK audiences watching from the sidelines, it offered a glimpse of how non-traditional players might reshape the premium EV space.

That vision has now been undone by shifting priorities within Honda itself.

The company’s recent strategy reset means certain technologies and development resources originally allocated to the Afeela programme will no longer be available.

Without those foundations, Sony Honda Mobility has concluded it cannot deliver the car as planned.

The official statement is measured in tone, but the implication is clear: the business case no longer stacks up under current conditions.

It’s a reminder that even well-funded collaborations are not immune to the pressures facing the global EV market.

Rising costs, uncertain demand and the sheer complexity of bringing new electric platforms to market are forcing manufacturers to make hard decisions.

In this case, a project that once symbolised innovation and cross-industry collaboration has been overtaken by financial and strategic reality.

Sony Honda Mobility insists discussions حول its future direction are ongoing, leaving open the possibility of a revised approach.

Whether that leads to a reworked Afeela concept or an entirely new product remains unclear.

For now, though, the cancellation marks a significant retreat from what once looked like a bold step into the next era of electric mobility.

Beneath the rear deck lies an updated 3.6-litre flat-six engine, paired with Porsche’s T-Hybrid system.

This setup integrates an electric motor right inside the PDK gearbox, complemented by a compact 1.9kWh battery positioned at the front.

Power output rises to 711hp—about a 10 percent increase compared to the previous generation—with the sprint from 0 to 62mph covered in just 2.6 seconds.

The top speed remains steady at 200mph.

One of the notable improvements is throttle response. The lag typically associated with turbocharged 911s has been effectively eliminated, delivering smooth, relentless acceleration that spans the entire rev range.

Despite being a cabriolet, this Turbo S stays true to its character. The all-wheel-drive system, eight-speed PDK transmission, and robust braking come together to keep the impressive power in check.

Traction is remarkably secure, even when fully accessing the 590 lb-ft of torque.

Unlike some of the recent 911s that feel almost too refined, this model introduces a subtle shift—the chassis actively works to harness the performance.

It’s a change that enhances engagement without compromising driver confidence.

From a visual standpoint, the Turbo S Convertible adopts a more aggressive appearance. Larger intakes, pronounced bumper features, and broader rear arches make it unmistakable, even without badges.

This is a far departure from the understated “supercar sleeper” versions of the past.

Inside, Porsche sticks to a well-worn formula: straightforward ergonomics, tactile controls where they matter, and a focus on practical usability rather than flashy features.

At over £200,000, some might expect a more theatrical interior. Yet the cabin’s intuitive design remains refreshingly free of gimmicks.

There are compromises, inevitably. Weighing in at 1,810kg, the extra mass combined with the lack of a fixed roof adds some minor flex when driving over rough surfaces. The PASM suspension can feel firm in its standard mode and a bit too aggressive in Sport.

It performs well across a variety of conditions but isn’t quite the sharpest-driving option in the 992 lineup.

Still, as an all-season supercar that genuinely embraces open-air driving, the Turbo S Convertible presents a convincing package.

The hybrid system not only brings this model up to date—it actually enhances the core experience.

While a Carrera 4 GTS carries much of the same technology at a noticeably lower price, the breadth of capability shown here is hard to deny.

For those who want the ultimate expression, however, the Coupe might still offer a slightly purer take.

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These vehicles will be road-legal and handcrafted by their in-house coachbuilding team. The first of these cars is scheduled to arrive next month, and notably, it will be fully electric.

The company has tested these waters before with unique projects like the Boat Tail and Droptail, which reportedly have price tags near £20 million.

Now, they’re formalizing this approach to create a steady stream of individually commissioned automobiles, each boasting a distinct body style.

Despite their exclusivity, these cars won’t just sit in showrooms; every one will meet all the requirements for road use.

According to CEO Chris Brownridge, the shift comes from client conversations revealing a desire for deeper involvement in the design process.

Rather than simply approving a specification sheet, buyers will actively participate in shaping their cars, enjoying unprecedented access to the designers and craftsmen at Rolls-Royce.

While personalization at this level has long been available through companies like Ferrari or Bentley, Rolls-Royce is now expanding its efforts to meet the clear demand from its wealthiest patrons.

Perhaps the most unexpected aspect is the technological choice. Instead of focusing on its signature V12 engine—which was recently extended beyond 2030—the first car in this collection will be based on the all-electric Spectre platform.

This signals not only a glimpse into Rolls-Royce’s future powertrain plans but also marks a statement in the high-end electric vehicle market, even though enthusiasm for electrification among the ultra-luxury segment remains somewhat varied.

Only a handful of these cars will be built, with each design produced in very limited numbers and never repeated.

Pricing details haven’t been shared, but considering past projects, it’s likely these will be priced in the eight-figure range.

For Rolls-Royce, this move makes a lot of sense: producing fewer cars, maintaining higher profit margins, and offering an ownership experience that goes well beyond just driving the finished vehicle.

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This fully electric four-door previews the upcoming generation of the 3 Series, and importantly, it carries the visual weight it deserves.

BMW has avoided adding too many flashy design elements, instead opting for a clean, balanced profile.

The car features short overhangs, gently arched wheel openings, and a smoothly tapering roofline. Key stylistic cues like the kidney grille and quad-headlight arrangement are tastefully integrated, while the rear boasts a sharply defined, modern light signature.

Rather than a radical break, this approach feels like a thoughtful evolution, fitting for a model so central to BMW’s identity.

Beneath the surface, the technical specs are far from restrained. The initial i3 model, dubbed the 50 xDrive, combines front and rear electric motors to deliver 463 horsepower and 476 lb-ft of torque.

One of the bigger advancements is the shift to an 800-volt electrical architecture, which enables quicker charging times and better efficiency.

BMW’s stated range reaches up to 560 miles, which would place the i3 among the longest-range EVs available in the UK.

They achieve this mainly through a new cell-to-pack battery configuration that eliminates traditional modules, reducing weight and boosting structural stiffness, supported by updated battery management software.

Charging capabilities seem equally ambitious. When connected to a 400kW rapid charger, the company claims the i3 can regain approximately 250 miles of range in just 10 minutes—assuming the charging infrastructure is up to the task.

Beyond hardware improvements, BMW has integrated a set of control systems, branded the “Heart of Joy,” designed to harmonize steering, braking, energy recovery, and suspension responses.

This aims to maintain the cohesive driving experience expected from a 3 Series, despite the switch to electric.

Level 2 driver assistance features, over-the-air software updates, and bidirectional charging capabilities also form part of the package.

Inside, the i3 embraces BMW’s latest digital platform. The ‘Panoramic Vision’ display extends across the lower edge of the windscreen, supplemented by an optional head-up display and a large, 17.9-inch central touchscreen.

Though heavily tech-focused and AI-driven, the cabin remains centered around the driver, prioritizing usability alongside innovation.

BMW clearly recognizes how critical this model is. The 3 Series has long been a cornerstone of the brand’s identity, and with the i3, they are taking on the challenge of carrying that legacy into an electric future. On paper, the car appears well equipped to meet that challenge.

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The Audi A2 e-tron is scheduled to debut in 2026 as a small, entry-level electric vehicle targeted specifically at city drivers.

This comeback signals a notable change in Audi’s approach, aiming to make electric cars more accessible without compromising the brand’s identity.

According to CEO Gernot Döllner, the move responds to customer demand for EVs that fit seamlessly into daily life, offering efficiency, practicality, and ease of use.

The A2 name still holds significance, originally known for lightweight engineering and smart design when it first appeared over twenty years ago.

Audi is drawing on that heritage but reshaping it with a fully electric focus tailored for today’s urban environments.

Beneath its exterior, the new model is expected to be built on Volkswagen Group’s MEB platform—the same foundation for vehicles like the Volkswagen ID.3.

This gives clues about the battery tech, possible range, and general setup, though Audi will undoubtedly refine the driving feel and interior quality to match its premium status.

What’s still uncertain is how closely the car will resemble the original A2’s unique silhouette.

The early teasers show mostly a shadowy shape but indicate a compact size and upright profile, suggesting Audi hasn’t completely abandoned the design values of the first A2.

For buyers in the UK, the timing seems important. With electric vehicle adoption gaining momentum, there’s an increasing appetite for smaller, more affordable EVs that still deliver on usability and brand prestige.

Audi’s new entry-level electric car could fill a gap between mainstream hatchbacks and higher-end EVs, especially as competition heats up in the compact segment.

The full details should emerge later this year, including design, performance specs, and pricing.

If Audi manages to strike the right balance, the A2 e-tron might quietly become a key player in its electric fleet—focusing less on flashy performance and more on getting the basics right.

This premium model from BYD’s offshoot promises charging speeds that start to approach the ease of filling up a traditional petrol car.

Set to debut in Europe next month, the Z9GT introduces what Denza calls “Flash Charging,” which leverages BYD’s second-generation Blade Battery technology.

When paired with a compatible BYD ultra-fast charger, the system reportedly supports charging rates as high as 1,500kW—a remarkable speed in a market where 300kW is typically seen as advanced.

If these figures hold in real conditions, the impact on how we use EVs could be substantial. Denza suggests the Z9GT can charge from 10 to 70 percent in about five minutes, and get from 10 to 97 percent in nine minutes.

Even in harsh cold weather, the company claims it can reach 20 to 97 percent in roughly 12 minutes at temperatures down to –30°C.

What makes this even more impressive is the size of the battery itself. The Z9GT’s 122kWh pack is said to offer a range up to 500 miles.

In practical terms, that translates to roughly 300 miles added while waiting for a coffee at a motorway stop—provided the right charging infrastructure is in place.

For many drivers in the UK who depend on public rapid chargers, these advances could help tackle one of the major hurdles to wider EV adoption: lengthy and unpredictable charging breaks.

The Blade Battery uses lithium iron phosphate chemistry, known for its durability and safety. Denza explains that this latest version improves ion transport within the cells, enhancing both energy density and rapid rechargeability over a broader temperature range.

Battery lifespan is also a priority; while fast charging can typically speed up wear, the new design aims to minimize degradation without sacrificing performance over time.

The Z9GT’s appeal extends beyond just its charging prowess.

Built on Denza’s dedicated e3 platform rather than adapting an existing BYD SUV frame, the car will offer multiple powertrain options, including a tri-motor setup with up to 960 horsepower.

It also features a premium audio system co-developed with French company Devialet, reinforcing its position as a luxury flagship model.

According to Denza’s executive vice-president Stella Li, the Z9GT represents a major milestone for the brand’s push into the European market.

While full technical specs will be revealed when it launches on April 8, the promise of almost instantaneous charging already makes this one of the most noteworthy EV introductions to watch closely.

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The update focuses on software improvements, new tech features, and subtle styling tweaks, while the familiar Golf silhouette remains just out of reach for the EV.

The ID.3 Neo introduces Volkswagen’s latest software generation, which adds Travel Assist with traffic light recognition and a one-pedal drive mode capable of bringing the car to a complete stop using regenerative braking.

Infotainment gets a third major overhaul since the ID.3 first hit showrooms in 2020, and all current and future Volkswagen EVs will now support Vehicle-to-Load functionality, letting owners power external devices directly from the car.

Drivers can also use their phone or smartwatch as a digital key.

Styling updates are subtle but noticeable.

Early sketches suggest a body-coloured roof and bootlid for the first time, paired with a softer, more approachable front fascia.

Volkswagen promises these revisions improve everyday usability and enhance the customer experience, especially for small and compact segment buyers.

“The new software generation brings more performance and an even better customer experience to the ID. models,” said Kai Grünitz, head of technical development.

He also confirmed that the ID. Polo, ID. Polo GTI, and ID. Cross will adopt the same innovations shortly, bringing consistency across VW’s electric portfolio.

The ID.3 Neo underscores Volkswagen’s ongoing strategy to bridge the gap between combustion and electric powertrains, even if the rebranding decision leaves some enthusiasts scratching their heads.

Despite the name change, the ID.3 retains its compact, hatchback DNA, offering a familiar EV experience with smarter tech and improved versatility for urban and leisure use.

UK customers can expect to see the refreshed model in dealerships later this spring, with the new features aimed at enhancing everyday convenience and driving comfort.

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The company says its car business is facing serious financial problems.

Honda explained that political, economic, and competition issues have changed how they see the future of electric cars.

According to Honda, tariffs in the US on gas and hybrid cars have hurt profits.

Lower competitiveness in Asia has made the situation worse.

Changes in American rules seem to be a main reason for the decision.

Honda had invested a lot in electric cars, thinking that stricter environmental rules would cause more people in the US to buy EVs.

But the company says that the recent loosening of fossil fuel rules has slowed the increase in demand, hurting the economic sense of some planned models.

China is also a difficult place to do business. Honda says it has had trouble keeping up with the speed and value offered by new Chinese EV companies.

These companies can create and release new software-focused electric cars quickly.

Honda admitted that it hasn’t been able to make cars that can compete well on price and technology in the world’s biggest EV market.

These issues have caused Honda’s car division to face what it calls a very hard earnings situation.

As a result, three electric models that were being planned—the 0 Series sedan and SUV, and the Acura RSX EV—have been canceled before they even started production.

Honda believes that continuing with these projects would probably increase losses, given the current slowdown in global EV demand.

The company expects its car business to report big losses this year, which could continue into the next year. Internal estimates say the total cost could be as high as 2.5 trillion yen.

The plan now is not to stop making electric cars but to change their focus.

Honda intends to put more money into hybrid technology, where it already has high demand and experience.

The company is also paying more attention to India, which it sees as an important market for growth in the years ahead.

Top executives are also sharing in the financial difficulties.

Honda confirmed that they will not receive performance bonuses for the current year as the company deals with what could be one of the toughest times for its car division in many years.

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The Lexus LFA Concept completes Toyota’s high-performance “Trinity,” joining the GR GT road car and the GT3 racer.

Formerly known as the Lexus Sports Concept, the reveal confirms suspicions: the future flagship will be an all-electric supercar.

While it shares its base with the GR GT, Lexus sees the LFA as a more refined, top-tier model instead of a track-focused machine.

Toyota’s research suggests solid-state batteries will be used, which should pack more energy than lithium-ion batteries.

Paired with all-wheel drive and high power, the LFA’s successor should have performance worthy of the name, even without the original V10 sound.

Visually, the concept has become a more realized design. A smoother front incorporates LED headlights and shaped hood vents, while the stance recalls the original LFA’s size.

At the rear, flying buttresses flow into a version of the first LFA’s triangular rear bumper.

Inside, the design is even more striking. The cabin is divided between driver and passenger, with a cockpit around the driver’s seat.

A digital display stretches across the dashboard in sections, while a modern steering wheel carries controls common to Lexus.

One interesting thing is a drone in the rear glass, which likely won’t be in the production model.

But the overall message is clear: Lexus wants its next top car to show off technology and design ideas.

If this concept is anything to judge by, the Lexus LFA will move the brand further into electric performance.

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Far from a simple EQV facelift, this van debuts on Mercedes’ new Van Architecture, promising a fresh approach to space, comfort, and versatility.

At its heart is an 800-volt electric system paired with a 115 kWh battery, delivering a claimed range of 435 miles.

Realistically, expect around 380 miles in UK conditions, with charging rates up to 300 kW.

Initial offerings include the 276 hp 300 spec, while a 415 hp dual-motor 4Matic 400 and models with an 80 kWh battery will arrive later.

For most UK buyers, though, the interior is where the VLE truly impresses.

Inside, the VLE is packed with Mercedes’ latest tech. The MBUX Superscreen dominates the dashboard, while the Sky View roof brightens the cabin.

Rear passengers benefit from the MBUX Rear Space Experience, including a panoramic 31‑inch 8K display above the front seats with video conferencing capability.

Seating is flexible for up to eight, with some positions app-controllable and others manually removable.

The Grand Comfort Seat adds wireless charging, massage, calf support, and an extra pillow.

Airmatic air suspension ensures a serene ride, and rear-wheel steering tightens the turning circle to just 10.9 metres – perfect for navigating London streets.

Mercedes’ Chairman Ola Kallenius calls the VLE “a milestone in our 140-year automotive history,” highlighting its adaptability for both private and professional use.

UK specifications and pricing are expected later in 2026, likely starting close to the £80k range of the outgoing V-Class.

Beyond luxury passenger models, a Marco Polo-style version and standard van variants are anticipated, offering the same tech-forward approach.

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The French company has a dedicated fan base because of the A110, a light car geared toward drivers, even though sales have not worried Porsche too much.

Still, things are looking up. Since starting up again in 2018, Alpine has grown to about 170 stores across the globe and had over 10,000 registrations last year, which is a first for them.

The coming electric A110 will be important in getting those numbers up as the company focuses more on electric vehicles.

The new modular platform is key to their plans and is made for high-performing electric cars.

Alpine says the design keeps the bonded and riveted aluminum build that made the A110 so quick, trying to keep a balance of sturdiness and light weight.

The design also puts two high-density 800V battery packs to keep a classic sports car weight balance of almost 40:60 from front to back.

Power will come from a newly made dual-motor rear e-axle that puts the motor, gearbox, and inverter into one part.

Alpine has not shared power numbers or battery size yet, but they say it will have quick torque and accurate control thanks to a silicon carbide inverter and a new electronic control system known as Alpine Dynamic Model.

Torque vectoring across the rear axle will change power every 10 milliseconds to sharpen handling.

The platform should work with different car shapes, like future Spider and 2+2 versions of the electric A110.

Alpine also points to a driving position inspired by F1, with a low seat, straight steering wheel, and focused cockpit design.

CEO Philippe Krief says the goal is simple: to make the best electric sports car while keeping Alpine’s light design.

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The name isn’t public yet, but the new car should change the inexpensive EV market since it will cost less than €18,000 (under £15,500 in the UK).

Dacia says that development was sped up in less than 16 months. This is part of a plan to release four new electric cars by 2030.

The car will be built on the AmpR Small platform, the same one used for the Renault 5. This means that Dacia wants a car that is quick and good for cities.

There aren’t many details about the design, but people hope the production model will look like the Hipster concept from last year.

The Hipster concept was a kei car-inspired box with a similar style to the original Mini.

This new EV isn’t the only thing Dacia is planning. They also plan to release the Striker crossover, a hybrid Sandero, and different LPG and 4×4 versions.

For UK drivers, an inexpensive, electric city car could make owning an EV easier, especially for new buyers or people who want to replace a small gas car without spending too much.

Dacia wants to be a practical, low-cost option, so the small EV could be a popular choice in the growing entry-level electric car market.

The launch date and design are still unknown, but this small Dacia EV shows that electric cars are becoming available in the most affordable parts of the market.

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It’s 4.5 meters long and 1.5 meters tall. While it’s not the next Megane, the inside gives us an idea of how they’re changing how people experience a car.

When you get inside, the dashboard grabs your attention.

There’s a wide, curved screen across it, along with a center touchscreen and simple physical buttons for the climate controls.

The steering wheel uses steer-by-wire tech, and the glovebox can be used for storage or as a footrest.

The front passenger seat can slide back, meeting three separate rear seats that recline.

The rear doors open completely, and the trunk can be changed to carry a bike, but Renault doesn’t say exactly how big it is.

Visibility and staying connected are important. The car has thin pillars, doors without frames, and a glass roof to let in as much light as possible.

The AI is meant to help keep you safe while driving. Some interesting features, like an alcohol detector and storage that can be changed, show Renault is trying out new ideas beyond just driving.

For drivers in the UK, it suggests how city driving in the future might combine luxury, comfort, and safety in a car for families.

The R-Space Lab might not be made exactly as it is, but it gives us a look at what Renault is planning for the future and shows how the Megane could change in the next 10 years.

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The new Porsche Cayenne S Electric slides into place as a strong middle option in the brand’s increasing EV SUV selection, fitting nicely between the base model and the top-tier Turbo.

When it comes to power, this car doesn’t hold back. Its dual-motor system, featuring one motor on each axle, gives you 537bhp standard.

Plus, with Launch Control, you can temporarily boost that output to 657bhp. That’s enough to shoot this big electric SUV from 0 to 62mph in just 3.8 seconds, with a top speed of 155mph.

Keep in mind this car weighs over two tons, those numbers are very remarkable.

It runs on the same 113kWh battery pack as the other electric Cayennes. Porsche says it can go up to 405 miles on a single charge (WLTP range).

That means the S is meant to be a practical EV you can take on long trips, not just one that’s good for short bursts of speed.

The battery can also handle fast charging at up to 400kW, so you can juice it up from 10% to 80% in about 16 minutes – if you can locate a charger that potent.

A lot of the tech inside comes from the top-of-the-line Turbo model. You can also get Porsche Torque Vectoring Plus, Active Ride suspension, and huge carbon-ceramic brakes.

The rear motor also has direct oil cooling to keep it running well when you push it hard. There’s even a ‘Push-to-Pass’ feature that gives you an extra 120bhp for up to 10 seconds, which can be useful for a quick burst of speed when you need it.

The look is similar to the regular electric Cayenne, but it has 20-inch Aero wheels and grey front and rear lower panels.

You can pick from thirteen exterior colors and lots of interior styles, including some eye-catching two-tone choices.

In the UK, prices start at £99,900 before you start adding extras.

And with Porsche’s options, that price can go up pretty quickly.

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Yeah, that’s a lot of power! Recently, a prototype of this car spent eight days going around the Nardò test track at a steady 186mph, trying to break distance records.

Now, let’s look inside. Mercedes says the design will give you a classic AMG driving feel, even though it’s all electric.

If you’ve been in a modern Mercedes, the layout will feel familiar, but it’s made just for this new platform.

The dashboard has three main screens: a 10.2-inch digital display for the driver, a 14-inch central screen for entertainment, and another 14-inch screen for the passenger.

It’s definitely a high-tech space, but AMG kept physical controls where it counts. New dials next to the driver let you adjust things like throttle response, chassis behavior, and how much the car steps in to help you stay in control.

The steering wheel still has buttons for drive modes and energy recovery, and the newest MBUX software has special AMG performance pages.

These include the Track Pace system, which shows you live data, acceleration numbers, and race info.

Unlike the wild XX prototype we saw at Nardò, the production car is a bit taller to give more room in the back.

The GT 4-Door EV will come standard with four seats and two nice rear chairs, but you can still get a three-seat bench if you want.

The panoramic glass roof can switch from clear to dark, and at night, it lights up like a sparkling canvas.

We expect the full reveal of AMG’s electric grand tourer pretty soon.

Basically, it feels more like a real Cupra now. The outside shape is still the same, but the inside is way better and easier to use – exactly what drivers wanted!

The biggest changes are inside. The driver’s screen is almost twice as big at 10.25 inches and looks great built into the dashboard.

Real buttons are back on the steering wheel, and you can change how much the car brakes using paddles. Plus, they finally got rid of those weird two-window buttons and replaced them with regular ones for all four windows! The door panels feel better, and the copper details add a sporty touch.

Now, you can drive with just one pedal, which is great for everyday use. And if you want some fun, there’s a Launch Control and a special VZ sound.

Under the hood, things are pretty much the same. You can still get 190hp, 231hp, or 326hp, with either a 58kWh or 79kWh battery.

Charging is still fast at 185kW, and you can go up to 373 miles on a charge. The outside has been updated to look more like other Cupra models.

It has a sharper front, new bumpers, a bigger rear thingy, and some new 20-inch wheel options. Plus, there are new colors like Timanfaya Grey and Aurora Blue. It looks sporty and fits in better with the Leon and Formentor.

They start making them in the second part of the year, and they should be in the UK by summertime. This also means you can find used versions of the old Born for a good price.

You can find older ones for around £12,000, and the VZ models are about a third off. If you want a small electric car that’s both stylish and practical, the new Born is a good choice.

The new Honda Insight EV is pretty similar to the eNS2 you can find in China. It’s made with help from Dongfeng, Honda’s partner there.

The first Insight was a cool, hybrid coupe back in ’99, but this version is way more normal-looking. It’s a stylish five-door hatchback aimed at families who want to go electric.

For now, the new Insight is only heading to Japan, and we don’t have all the tech details yet. But, Honda says the electric motor in the front cranks out 229lb ft of torque, which means it probably has around 201bhp.

Those numbers are close to the eNS2. Honda also says it’ll be fun and easy to handle, which is a hint that they want it to be fun to drive, not just about how far it can go.

Inside, it’s simple, like the Honda e:Ny1. Most of the buttons are gone, and the climate controls are on a big 12.8-inch screen that stands up.

There are just a few buttons for the windshield. Honda says the inside is all about comfort. The driver’s seat is high, the back seats recline, and there’s even a thing that makes the car smell good with six different scents.

Honda has said they’ll start selling it in Japan, but they haven’t said if it will be sold anywhere else. But, since they’re already making it with the steering wheel on the right side, there’s a chance it could come to the UK.

That would be good news since car companies need to sell more electric rides to meet the government’s rules. By this year, 33% of all new cars sold have to be electric, and that number will keep going up until 2030.

If the Insight gets the thumbs up for Britain, it would be like the e:Ny1, another Honda EV made in China that ended up being sold in the UK.

You probably know Xiaomi as the third biggest phone maker, after Apple and Samsung. They just put out their first real car, the SU7 electric sedan, not long ago in 2023.

But they’ve already wowed people with the 1,527hp SU7 Ultra. So, a real hypercar from them doesn’t seem so crazy now.

Right now, though, the Vision Gran Turismo is just in the game. Xiaomi says the hypercar’s design is Sculpted by the Wind.

Basically, it’s got a smooth, raindrop shape and fancy air stuff to get lots of downforce without needing a giant wing.

A lot of the action happens under the car. Air flows through tunnels and out the back. Plus, there’s this cool halo taillight across the rear.

Xiaomi also says it has an Active Wake Control System that blows air to keep things smooth behind the car.

There are some neat touches too. The wheels have see-through covers that look like they’re not moving because of magnets.

Inside, instead of racing seats, there’s a sofa-like seat and a big screen like those new panoramic dashboards.

Xiaomi says they’re trying to get the right balance of low drag and high downforce, which gives you a peek at how they might do performance EVs in the future.

And this time, it feels like they really mean it, not just some nostalgic talk.

Scott Lawrence, who’s in charge of Subaru Australia, told Drive.com that Subaru Tecnica International is still kicking and that things are looking up for them.

This comes after everyone went wild over the STI Performance-B and Performance-E concepts at the Tokyo motor show last year.

Lawrence says that fans have been giving them tons of feedback, and the company is paying close attention to what people think of both cars.

Now, Subaru has said that the gas-powered Performance-B will stay just a concept. So, it doesn’t look like we’ll be getting a new gas-powered STI anytime soon.

But, there’s still hope for an electric STI based on the Performance-E. They haven’t said yes to making it yet, but the message is that they’re thinking about an electric STI.

This is a big deal because when the newest Subaru WRX came out without an STI version, Subaru said they were thinking about what to do next, like going electric.

Since then, they’ve learned a thing or two about EVs with the Subaru Solterra, which turned out to be pretty quick in tests.

Die-hard fans might not like the idea of no more turbo boxer engine, since it would be a huge change. But, electric power could give you that fast acceleration and punch that you’d expect from an STI.

We’ll have to wait and see if that’s enough to make the fans happy. But for the first time in a while, it feels like this is actually happening.

Credit: Everybody Loves Your Money

These guys are all about pushing Rivian’s electric trucks and SUVs to their absolute limits.

RAD has been kicking around inside Rivian for a while as a secret project; now, it’s officially part of the company.

This is a big deal since Rivian is already known for building some seriously quick EVs. The first R1T and R1S with four motors cranked out 835hp and could go from 0 to 60 mph in just 3.3 seconds.

For 2026, they’ve tweaked those models to make a crazy 1,025hp, proving they want to play with the big boys in the performance EV game.

RAD isn’t just talk, either. A Rivian R1T actually won the 2023 Rebelle Rally, which was the first time an EV has ever won that off-road race for women.

Plus, Rivian set, and they broke, the record for electric trucks at the Pikes Peak International Hill Climb two years in a row.

Rivian mentions that what they learn from these events goes straight into making better cars for the road.

RAD has already come out with the RAD Tuner for the Gen 2 2026 quad-motor models, which will allows owners to mess with the power, torque, stability control, and regenerative braking.

There are preset modes like Desert Rally and Hill Climb that are based on the work they did at Rebelle and Pikes Peak.

Rivian took the wraps off RAD at the 2026 FAT Ice Race in Big Sky, Montana, where a quad-motor R1S will be racing.

I am not so sure if we’ll see RAD-only models anytime soon, but one thing for sure is that Rivian wants people to know just how serious they are about making high-performance EVs.

This new model takes inspiration from racing, aiming to bring a high-performance feel to a small, zero-emission hatchback.

This latest model is influenced by the Nova GTE, Corsa GSI, and VXR hot hatch models of the past.

It also gets ideas from Vauxhall’s ADAC GSE Rally Cup, a racing series that uses the electric Mokka GSE.

The Mokka GSE essentially provides the basic technical plan: it uses a motor in the front, powered by a 54kWh battery, that makes 276 horsepower and 255 pound-feet of torque.

It also has a special differential that limits slipping, better shock absorbers, improved brakes, and finely adjusted steering and chassis.

People can anticipate that the Corsa GSE will have a similarly responsive and nimble setup, adjusted for fun driving on UK roads.

The exact performance numbers haven’t been revealed yet, but Vauxhall says the Corsa GSE will provide an exciting, purely electric, motorsport-inspired driving experience in a small, useful car.

So far, there aren’t many visual details available, just a teaser image that gives a hint of its design.

Yet, the company’s Vision Gran Turismo 800 horsepower concept shows how aggressive the styling could potentially be.

Eurig Druce, Vauxhall’s CEO, points out that the car will balance everyday use with electric performance.

The Corsa GSE should be available later in the year, joining a growing group of GSE-branded cars.

These vehicles are intended to take the excitement of rally and track engineering and put it into small, electric vehicles that are ready for the road.

Car buyers in the UK can expect a hatchback that combines the ease of use of a city car with the energy and focus of a performance-oriented car, but updated for the electric age.

The company has decided against making it a fully electric vehicle. Instead, it will be a plug-in hybrid.

This decision comes after Lamborghini realised that its main customers are not very interested in an all-electric supercar.

The Lanzador was first shown as a concept car in 2023, and Lamborghini planned to release it in 2029. It was going to be the company’s first all-electric model.

But now, those plans have been cancelled. Stephan Winkelmann, the CEO of Lamborghini, told The Sunday Times that there is almost no demand for electric vehicles among Lamborghini’s target customers.

He said that customers still want the emotional experience that comes with gasoline engines, especially the sound and feel.

Winkelmann cautioned that if Lamborghini pushes too hard into electric vehicles without enough customer interest, it could become a very costly project.

This change also reflects a general decrease in demand for very expensive electric performance cars, even though more regular electric vehicles are becoming more popular.

The Lanzador model will still be produced, but it will be a plug-in hybrid. This means it will still have an internal combustion engine at its heart.

This decision fits with Lamborghini’s overall plan to keep internal combustion engines around for as long as possible.

For car fans in the UK who are watching the supercar market’s move toward electric power, this is an important moment.

While many brands are rushing to produce battery-powered vehicles, Lamborghini is gambling that emotion which is engine noise still matters most to buyers of top-end cars.

This suggests that Lamborghini believes the unique driving experience and the sound of a powerful engine are more important to their customers than the benefits of going fully electric.

This move could set Lamborghini apart from other luxury car makers who are focusing on electric vehicles. It shows that Lamborghini is listening to its customers and adapting its strategy to meet their desires.

The future of supercars may not be entirely electric, and Lamborghini seems prepared to keep the thrill of the engine alive for those who want it.