• The Mission Efficiency project channels the ultra-efficient 313mpg XL1
• It is based on the same basic architecture as the new ID Polo
• Concept dramatically improves the efficiency of the production vehicle

Volkswagen has set three world records with what it calls the "most efficient near-production electric car" to date. Its ID Polo-based Mission Efficiency registered a staggering average battery consumption of 6.89 kWh/100 km during a 794 mile (or 1,278km) road trip from Wolfsburg, via Poznań in Poland and Olomouc in the Czech Republic, before ending in the Austrian capital of Vienna.

For those more used to miles per kilowatt-hour, VW’s ultra-efficient vehicle clocked 8.27 miles per kilowatt hour (expressed as mpkWh) over the 794-mile drive — and up to 9.02mpkWh when discounting the energy lost while charging.

To achieve this, the Mission Efficiency vehicle first had to set a world record in the field of aerodynamics, achieving a drag coefficient (Cd) value of 0.158, a new record for road-approved cars.

Its second world record is slightly more convoluted, but the average consumption of 6.48 kWh/100km during a so-called “ideal trip,” where a 68km/h average speed was maintained and things like air conditioning remained switched off, was enough to bag the title.

Lastly, Volkswagen says that everything combined makes the modified ID Polo the most economical “near-production” electric car in its class.

Despite the toppling of records, the Mission Efficiency isn’t too different from the standard ID Polo that's on sale now.

It combines the entry-level model’s 114-hp front-mounted motor with the top-spec version’s battery, albeit one where the pack’s usable capacity is boosted to around 54kWh by reducing its safety buffer.

The body is longer and lower, the rear axle has been slimmed down and the underside of the body has been completely covered to improve aerodynamic efficiency.

Much like the record-breaking XL1 of 2013, which squeezed over 300 miles per gallon from its tiny diesel tank, the bodywork also features an extreme, teardrop-shaped taper at the rear and enclosed rear wheels.

Engineers could have pushed things further by placing the ID Polo on a crash diet, but the company wanted to keep it as close to the production model as possible. As a result, the vehicle is actually slightly less than 50kg heavier than the standard model, despite being larger overall.

That said, Volkswagen removed the digital rear-view camera and other accessories that could draw power to increase overall efficiency, while a solar roof is tipped to deliver up to 370W of power on a sunny day to help deliver juice to much of the interior’s electronics.

Analysis: More efficient EVs are the answer

It is tempting for manufacturers to turn to increasingly large battery packs in order to boost official range figures and attempt to reduce the effects of range anxiety, but this generally only serves to create a larger, heavier and more expensive machine in the long run.

Volkswagen’s recent record-breaking work might not directly translate into a production vehicle that looks like the Mission Efficiency, but the fact that it used a real-world model as a starting point shows how serious it is about making the small improvements that can have a huge impact on overall range.

Smaller electric cars with smaller battery packs but hugely impressive efficiency figures suddenly become a less daunting ownership proposition, as customers will be able to get much closer to the claimed official range figures than they currently can.

During an interview with Autocar, Christoph Riechel, head of innovation at Volkswagen, said that everything from the Mission Efficiency’s active air intakes to a removable infotainment tablet could be elements that the company pushes into production to reduce weight and increase the mileage between charging stops.

Riechel also revealed that during a controlled test at Ehra-Lessien, the carmaker achieved a range of 821km — or 510 miles — at an average 68km/h. That's an increase of 227 miles on the ID Polo’s official 283-mile WLTP range.

If Volkswagen only implements half of the learnings from this project, we could be looking at a theoretical range boost of 50 to 100 miles or more, all without having to increase the size of the battery pack or the cost to the consumer.

• The new Tesla Roadster has been nine years in the making
• Some customers placed reservations for the vehicle back in 2017
• Rumors suggest the EV could use gas thrusters to aid acceleration

After years of delays and multiple shuffled goalposts, it looks like the next-generation Tesla Roadster will finally make its first public outing.

The official Tesla website posted a teaser image over the weekend that shows what appears to be a taillight, a large spoiler or rear diffuser and some sort of quad-thruster deployment spraying gas into the atmosphere.

There’s also a countdown clock, with the official Tesla account on X stating “Go for launch,” accompanied by the date 10.01, or October 1.

It is all typically cryptic, but some news outlets have flipped the image and said it looks more like an enormous rear spoiler with a light at the rear and thrusters beneath that, which would tally with Elon Musk’s claims that the sports car could use SpaceX-developed cold-gas thrusters as performance-enhancers.

Not a Tesla App is reporting that some key Tesla people, including online influencers, have started receiving their digital invitations, which suggest it will be held in Waco, Texas. Tesla has since confirmed the Waco location.

The Roadster is a hugely influential nameplate. After all, the all-electric model that was heavily based on a Lotus Elise was arguably the car — and proof of concept — that kick-started the journey for the EV company.

As a result, Tesla fans and investors rushed to place deposits on the next generation when the project was first announced back in November 2017.

Back then, it was said that it would offer 620 miles of range, a sub-two-second 0-60 mph sprint time and a 250-mph top speed, according to Electrek. Tesla still lists those figures on its Roadster website today.

Alas, a release date for the "quickest car in the world" has been pushed back multiple times, with some early investors suggesting that they had backed out of the purchase because it was taking too long, including influential YouTuber Marques Brownlee — also known as MKBHD.

In order to keep excitement levels high over the years, company founder and CEO Elon Musk has dropped several tidbits, including the fact that the Roadster could use cold-gas thrusters developed by SpaceX to achieve massive levels of straight-line performance.

It was even hinted that the vehicle would be able to hover or fly, with Musk telling podcast host Joe Rogan that his friend and entrepreneur Peter Thiel wanted flying cars and that his vision should be realized.

This was also backed up by a post on X, where Elon Musk responded to a poster by saying, “You will get flying cars” in 2026.

Analysis: The crown prince of pantomime

Like the “We, Robot” event that Tesla hosted in 2024 for the launch of the company’s Cybercab concept, we can expect a healthy dose of theatrics when the Roadster finally makes its public debut.

At Warner Bros. Studios in California, a select number of Cybercabs gave their first public “rides” around a purpose-built film set, while Tesla’s Optimus robots made drinks and interacted with the crowds that attended.

But scratch the surface and reports suggested that those Optimus robots were, in fact, tele-operated by human beings behind the scenes.

It has also been reported that the environment in which the Cybercabs operated was carefully controlled and previously mapped to reduce any hiccups at the event.

Whatever the Roadster demonstrates next month, you can bet your bottom dollar that it won’t be street legal if it does involve cold-gas thrusters, leaving many fans waiting to see if the general public will ever be able to purchase a Tesla sports car again.

And herein lies the problem: Tesla hasn’t hosted a reveal event for anything that has developed into a meaningful passenger vehicle for years.

The Cybertruck has proven itself to be a monumental sales flop, and the company now only offers two models in its core passenger car lineup.

As great as the Model 3 and Model Y are, there’s just so much competition out there now that delivers more — more range, more practicality, more technology.

Rather than dropping the silk sheet on a flying sports car next month, the general public would likely get more excited about an all-new model they can actually buy, be it the long-rumored $25,000 hatchback or genuine replacements for the Model S and Model X.

But hey, that's not the Tesla way.

• Ford CEO hits back at US government's China claims
• Ford’s new Fathom electric pick-up uses technology licensed from CATL
• The affordable Fathom is part of Ford’s new Universal EV platform

Ford has hit back at criticisms from US Transportation Secretary Sean Duffy that the automaker is becoming overly reliant on Chinese car companies, with Chief Executive Jim Farley telling The Wall Street Journal that these are “basic misunderstandings, mistruths, whatever words you want to use.”

The global automaker, which is winding up production of its current F-150 Lightning, is preparing a smaller, more affordable electric pick-up for the masses.

Dubbed Fathom, it will start at $28,350 (around £20,970 / AU$39,540) before destination fees and is the result of work by Ford’s “skunkworks” team, which was assembled to find ways to innovate in the EV space while keeping costs down and competing with increasingly capable Chinese electric vehicles.

However, the Transportation Secretary accused Ford of “actively intertwining its future with Chinese state-backed enterprises,” including a plant that licenses technology from Chinese battery giant CATL, according to the WSJ.

Ford announced in 2023 that it would begin manufacturing its own lithium iron phosphate (LFP) batteries at the newly formed BlueOval Battery Park Michigan in Marshall.

The company subsequently confirmed that the plant would use technology and expertise licensed from China-based CATL, but Ford would own and operate the facility and assemble the batteries in the US.

Production of the LFP battery cells destined for Ford’s affordable electric pick-up is now ramping up, with Ford saying it is on track to ship batteries in 2026. Farley is adamant that the arrangement does not amount to handing control of Ford’s future to China.

“We’re not enabling the Chinese to come here,” Farley told the WSJ. “Actually, you could argue the opposite is the case.”

In a statement published by Ford HQ on its media site, the company said that it is the "most American automaker".

"We produce more vehicles in the US, employ more hourly manufacturing workers and export more vehicles from the US than any other automaker", it added.

Despite a retirement in its current form, the F-150 Lightning itself isn't being killed off entirely, either. Ford says production of the current version will end this year, with a next-generation F-150 Lightning EREV planned to offer more than 700 miles of combined range using a battery and gasoline-powered generator.

Analysis: All hopes rest on Fathom

Ford’s CEO has called the creation of its new Universal EV platform, which it hopes will underpin a whole host of new EVs, the company’s “Model T moment,” stating that the platform will help bring electric trucks and vehicles to customers at a more affordable price.

Full details of the Fathom are still to be revealed, but we do know that it will cost less than $30,000 before destination charges when it goes on sale, with a starting MSRP of $28,350 (about £20,970 / AU$39,540). It will use one of Ford’s new LFP battery packs and feature a NACS charging port.

It will also pack bidirectional charging, allowing owners to power tools and other accessories from the batteries, and every Fathom will have the hardware required for Ford’s next-generation BlueCruise hands-free highway driving system.

Four doors, five passengers, a generous rear bed and a front trunk for extra storage will all come as standard, while Ford is targeting a midsize footprint with more passenger space than a Toyota RAV4.

Ford hopes that its electric trucks will finally hit home with a mass-market audience, thanks to the technology on offer and extremely competitive pricing.

Although it will count the Jeff Bezos-backed Slate truck as a key competitor, that pick-up is priced from less than $25,000 (about £18,490 / AU$34,870) before destination charges.

• IDrive Autonomy Assisted Driving is a licensable software stack for automotive companies
• The software is an L2+ driver-assistance platform, considered to be the “sweet spot” of autonomous driving
• The L2+ automation system is capable of self-driving while a human remains responsible for the vehicle

IDrive, the cloud storage provider which recently branched into autonomous driving software, is offering a licensable software stack, IDrive Autonomy Assisted Driving. Available for autonomous vehicle manufacturers to license from today, it is intended to enable companies without their own in-house autonomous driving system to deliver self-driving technology to customers.

The driver assistance platform is an L2+ system, which makes it suitable for companies aiming at customers who want a self-driving vehicle while retaining overall control. This is considered to be the market hot spot, where drivers prefer not to hand over total control to the autonomous driving system.

IDrive Autonomy is aiming to fill a gap in the market, offering a shortcut to self-driving car manufacturers – and it is already being tested in the field.

What is L2+?

Collating the data required to teach driving autonomy results in several degrees of saleable automation. Level 2 (L2) is partial automation (hands on, eyes on), whereas Level 3 is conditional automation (eyes-off, hands-off).

L2+ somewhere in between, a marketing standard that signifies reliable self-driving, but leaves the person in the driving seat fully responsible for the vehicle – essentially, “eyes-on, hands-off.” In terms of the technology, it combines crowdsourced mapping and multi-camera arrays to provide hands-free driving along long stretches of highway. This type of autonomous driving offers automatic lane changes, traffic jam support, and continuous driver monitoring.

It seems that the key to IDrive’s offering is the L2+ and its ability to provide this on a relatively affordable stack. Rather than wait for the wider industry to build its own systems and train its own autonomous driving models, IDrive Autonomy Assisted Driving offers the model out, at a cost per car.

Complete assisted-driving stack

This different approach means that instead of selling a full car autonomous hardware kit, IDrive is offering the “brains” for self-driving, a $1,500 full stack deployment. It's been built on a foundation model, it's been trained... and it continues to be trained.

"The industry has spent years chasing the dream of full self-driving, but FSD is an entirely different problem," said Raghu Kulkarni, CEO of IDrive. "You are not just solving a perception and driving problem, you are taking on an enormous safety, validation, regulatory and liability burden. That makes a fully autonomous system extremely difficult to commercialize and even harder to license as a general-purpose product.”

Vehicles sold with IDrive Autonomy Assisted Driving will have the intelligence, the software, and camera hardware from IDrive included. “We believe L2+ is where the real opportunity is today. Automakers want better driver assistance, but they don't want to reinvent the entire autonomy stack."

• Garmin has redesigned its Drive sat-nav with a new display
• EV drivers are now catered for
• Optional Truck and Camper Pack adds specialist routing

Despite the seemingly unending rise in the use of Android Auto and Apple CarPlay, as well as smartphone apps like Waze and Here WeGo for navigation, Garmin has seen fit to completely redesigned its Drive automotive GPS unit. It's just given the traditional dashboard navigation device a much-needed modern makeover with an ultra-wide display, more connected features and dedicated tools for EV drivers.

The new device comes in 7.1-inch and 8.8-inch versions, both using a high-resolution ultra-wide display with edge-to-edge glass. Garmin says the low-profile design is intended to be "unobtrusive to the driver’s line of sight", while making it easier to see the route and upcoming road information at a glance.

It is sleeker, crisper and generally nicer to look at than Garmin’s existing car navigation range, which includes devices such as the 5-inch Garmin Drive 53 and the 6-inch DriveSmart 66.

The new Drive models are designed to put considerably more information into the driver’s eye line without making the device taller or bulkier. The new Drive is also considerably more connected than the basic satellite navigation systems of old, which often required a SIM card to receive the latest traffic data.

Now, Garmin says drivers can select routes and destinations directly from the map, with voice commands and touch controls available for navigation via a connected smartphone (with data) and the Garmin Drive app.

The device can also highlight upcoming traffic lights and stop signs, while also warning about sharp curves in the road, changes in speed limits, school zones and other potential hazards.

There’s live traffic and weather information, as well as the ability to search for and share points of interest. TripAdvisor ratings are on board for hotels, restaurants and attractions, and the maps and software can be updated over Wi-Fi, too.

The biggest change for EV drivers, though, is the addition of more detailed charging information.

Garmin Drive can locate EV charging stations along a route, with the ability to filter them by charging power and see live availability. For drivers of gasoline-powered cars, meanwhile, the connected Garmin Drive app can provide dynamic fuel prices.

The Garmin Drive units are available in both 8.8-inch and 7.1-inch sizes and suggested retail prices start from $299.99 / £249.99 / AU$499.

Keep on truckin'

Garmin has increased the breadth of the Drive’s capabilities with optional packs that are aimed at professional drivers and more specialist motoring requirements.

Owners can purchase the optional Truck and Camper Pack for a one-time $149.99 / £129.99 / (around AU$208) fee, unlocking features aimed at professional truck drivers and people traveling in campers, motorhomes and caravans.

The pack adds routing based on a vehicle's height, weight, length and load, as well as warnings for steep grades, sharp curves and weight restrictions. It also adds high-resolution satellite imagery that can help drivers identify loading docks, truck entrances, security gates and campsites before they arrive.

There's a dedicated directory of motorhome and caravan parks and services, plus a wind-speed overlay that can warn about potentially hazardous crosswind conditions. Truck drivers can also access Dēzl Community ratings to find preferred truck stops and parking locations.

While the standard Google Maps app doesn’t account for large vehicles, the tech company does offer software developer kits that cater for this sort of thing, while there are several dedicated route-planners online for oversized vehicles.

Plus, there’s an argument that says Google Maps, Apple Maps and Waze all offer the same — if not more — functionality than Garmin’s Drive unit.

But for those with older vehicles, or drivers that simply want a dedicated sat-nav or GPS device, the new Garmin Drive represents a sizable leap forward in design and technology.

• Some Android Auto users are missing the Google Maps speedometer
• The feature only recently rolled out to a wider group of people
• Real-time traffic data on the map has also vanished for a number of users

Google Maps has only recently started showing speed limit information on Android Auto screens — so recently that it hasn't reached everyone yet — but now users are reporting that the speedometer has started disappearing unexpectedly, together with real-time traffic data in some cases.

Reports appearing on Reddit (via 9to5Google) suggest the problem isn't affecting everyone, and comes and goes intermittently, but is definitely a real issue. Stop signs and traffic signals also appear to be affected by the same bug.

Some commenters on Reddit are saying that the speedometer shows up in Android Auto when connected to the phones of some family members but not others. That might indicate the problem is related to a specific Android or app version somehow.

Other users say the bug is connected to switching to or from the beta versions of Android Auto and Google Maps, which could be another explanation of what's happening. For now though, Google hasn't officially acknowledged that there's an issue.

Affecting some but not all

The problem of real-time traffic information not showing up has actually been going on for longer, and seems to be sticking around. Again, it doesn't look like a vast number of users are affected, but the bug is definitely having an impact for some.

With so many different Android device models, software versions (including betas), and vehicle types involved, it's perhaps no surprise that annoyances like this crop up from time to time — but that doesn't make the experience any less frustrating for users.

At least one Redditor in the main complaints thread has already quit Google Maps over the decision to rename Lake Ontario as Lake America in the app, under the direction of the White House, which does mean no need to worry any more about these bugs.

The good news for everyone who's sticking around is that Google regularly rolls out updates for Android, Google Maps, and Android Auto, and so we're hoping that these problems are sorted sooner rather than later. In the meantime, if you're seeing these issues, you'll just have to sit tight and wait for a fix to appear.

• Dacia says the thoroughly revised Spring will go on sale next year
• It will be based on the same platform as Renault’s Twingo
• More power, greater range and improved in-car tech all promised

Earlier this year, Chinese EV manufacturer Leapmotor upset the applecart when it dropped the price of its T03 electric city car down to just £12,995, making it officially the cheapest electric car in the UK.

Dacia, the long-time holder of that title, quickly responded and slashed the price of the current-generation Spring to just £11,990 in its cheapest version.

Now, the company says an all-new model is on the horizon, which promises 155 miles of range on the WLTP cycle (up from 140 miles) thanks to a larger 27.5kWh LFP battery, an extra 10 horsepower from the single electric motor and faster charging via 50kW DC outlets.

Perhaps more importantly, the upcoming Spring rides on an all-new platform, shared with the Renault Twingo and forthcoming Nissan Pixo EV, which means the body is longer and considerably wider than the outgoing model.

This offers up more interior space for passengers — something the current Spring isn’t particularly good at — as well as an additional 29 liters of space in the trunk, increasing the maximum cargo space by 279 liters to 1,283 liters overall.

Alas, Renault’s RG-EV Small platform and the larger battery mean the new Spring will be considerably heavier, although Dacia says improved efficiencies in both the battery and motor ensure it offers more usable range than the vehicle it will replace.

Alongside a generally elevated cabin, complete with more premium fabrics and trims, technology has taken a sizeable leap forward, too.

Every new Spring will get a 7-inch digital instrument cluster, while more expensive Journey models gain Dacia’s Media Nav Live system, built around a much larger 10.1-inch touchscreen.

It brings wireless Apple CarPlay and Android Auto, connected navigation with real-time traffic and continuously updated European maps, plus connected services that let owners schedule charging and pre-condition the cabin remotely.

There’s also a vehicle-locating function and an app store, although it hasn't been confirmed whether the system will run on the Android Automotive platform like some of its Renault siblings.

Dacia has also added some useful EV-specific tech. The optional Charge Pack brings an 11kW AC charger and 50kW DC rapid charging, while Vehicle-to-Load capability allows the Spring to supply power to external electrical devices.

Analysis: More adventurous, but more expensive

Dacia has been working hard over the years to position itself as the adventurous brand within the Renault Group, all while pushing its value-for-money messaging.

As a result, the new Spring looks decidedly more capable, with a more commanding road presence and protective cladding making it generally seem more robust than the current generation.

The Renault Twingo EV, which shares most of its structural components with the upcoming Dacia model, is yet to receive its official Euro NCAP safety rating, but we would bet good money it will be a good deal safer than the one-star rating the 2021 Dacia Spring received.

However, there is a big question mark hanging over the price. Dacia has revealed that the new Spring will cost less than £18,000 when it arrives in showrooms next year, although the UK government’s Electric Car Grant scheme could bring that down to around £14,000.

But even with subsidies, it looks like the upcoming Spring will no longer be the UK’s cheapest electric vehicle, leaving Leapmotor to take back the crown.

• Osprey’s UK charging network is among the first to offer Autocharge tech
• Feature automatically charges registered accounts
• Dynamic pricing can result in cheaper charging sessions, too

Osprey hopes to solve one of the most common EV charging headaches with new software that delivers automatic payment authentication and dynamic pricing to users of its rapidly expanding charging network.

Dubbed Osprey Go, the new app builds on existing Autocharge technology to authenticate vehicles automatically at the point of plug-in, which means drivers don’t have to fumble around with payment cards, nor do they have to download myriad apps in order to commence a charging session.

The company says its in-house-developed Osprey Iris platform underpins the app and takes care of everything from dynamic charging pricing to charge point management. It has been upgraded so it can now automatically identify compatible electric vehicles and proceed with a charging session without the pain points.

Once the customer has set up Osprey Go and entered their billing details, the software then requires two sessions started via the Osprey app to register the vehicle in its systems.

After that, Osprey Iris identifies the vehicle, starts the charging session and applies the best pricing, all without further input. Drivers simply plug in and walk away.

Osprey says it also applies the best charging rates for each customer based on the site and time of charging. Those plugging in during off-peak periods can get access to better rates at ultra-rapid charging sites.

“Osprey Go is a significant improvement to the EV customer experience,” Olly Cooper, CTO of Osprey, explains.

“We took Autocharge and we made it Osprey: building a simple set-up flow, testing it thoroughly, and offering the functionality to the widest range of drivers,” Cooper added.

Analysis: EV charging is still fragmented

Although Osprey's technology might sound a lot like Plug & Charge, an ISO 15118-based authentication standard that stores payment details within the car and automatically commences charging sessions, it actually operates independently of it, meaning a much wider number of EVs can take advantage of the convenience.

But despite more manufacturers taking advantage of Plug & Charge, or similar in-house-derived variants of this, the network remains relatively fragmented.

There are a huge number of Charge Point Operators (CPOs) that all offer a variety of payment methods, ranging from RFID cards linked to their own accounts to tap-to-pay credit card options that sometimes require a temporary pre-authorization on your bank account that can take days to refund.

Osprey’s solution is undeniably convenient, but it is still limited to its own network, while it admits that Plug & Charge capability is planned as a "future addition to the platform". Anyone used to an automated payment system will have to download Osprey's app for now.

While those with regular commutes that pass the same charging networks will find that a solution like Osprey’s or Plug & Charge is perfectly amenable, it’s still not all-encompassing.

Unfortunately, EV owners still have to occasionally resort to fumbling with credit cards or frantically downloading an obscure app in an attempt to top up their batteries when venturing off the beaten path.

• Xiaomi has unveiled two new EVs at IFA: the SU7 and SU7 Ultra
• It also showed off a Gran Turismo-based electric hypercar concept
• It announced plans to enter the European EV market in 2027, although Germany is the only confirmed country at the moment

Ever wanted to drive in a car that's been shaped by the wind? That's the idea behind Xiaomi's latest hypercar concept, which I just got a sneak peek at in the hallowed halls of IFA 2026.

The Xiaomi Vision Gran Turismo is an electric vehicle created specifically — you might be able to guess — for the Gran Turismo franchise. The exterior has been designed to be as aerodynamic as it could possibly be, with every element shaped for minimal resistance.

The interior is rather a different story. Rather than the hardcore, cockpit-style seating setup you'd expect, Xiaomi has plumped for comfort. Inside the teardrop-shaped cabin there are bucket seats — on my tour, the Xiaomi rep explained that they wanted to recreate the feel of playing a racing simulator from your sofa.

The reason for such artistic freedom is that this car is not built for real-world driving. Instead, it's a "virtual concept car", as part of a showcase project with various brands designing their own Gran Turismo hypercars. It enabled Xiaomi to explore, as the press info puts it, "possibilities free from the constraints of the physical world".

In the real world

If it's real-world cars you're after, Xiaomi also showed off its new-gen SU7 and flagship SU7 Ultra electric sedans, both with Xiaomi describes as "an elegant, sporty design language".

Xiaomi SU7 Ultra is Xiaomi Auto's high-performance flagship. The production version set the official record in the Electric Executive Car category at the Nürburgring Nordschleife racing track. It's complemented by the SU7 .

Both cars are fully integrated into the brand's wider smart ecosystem — they're designed to work seamlessly in concert with their owner's personal devices (like their phones) as well as their at-home appliances, for maximum convenience.

It's part of the brand's Human × Car × Home vision, which was a key focus at the IFA show. The idea is that multiple gadgets, both inside and outside the home, all 'talk' to each other and work together without automations having to be set up manually.

That wasn't all Xiaomi Auto had to announce at IFA. Xiaomi Auto has been selling cars since 2024, but thus far, they've only been available on the Chinese mainland. Now, the brand is expanding further afield. It says it's making a "planned entry into European markets, including Germany, in 2027", although it was unable to confirm if there were any plans to launch in the UK.

I saw a lot of fun things at IFA 2026, but among the many halls full of tech, one experience has stuck with me the most. It was the Strutt ev1c personal mobility vehicle, which basically mashes up tech from robot vacuums and self-driving cars to create a wheelchair/mobility scooter that can take you from room-to-room in your home without you touching the controls.

Equipped with cameras and LiDAR to sense the world around it, the ev1c really has two key sets of interesting features that come from these sensors: being able to fully self-drive within a known and mapped environment; and being able to offer automatic measures for safer use when you're out and under manual control.

Within the home, what it does at first is exactly what robovacs do: it takes a map of the whole area using LiDAR. The system is able to distinguish temporary, moving objects (people and pets) from static objects (walls and tables) — that's obviously important for mapping, but also means you can see what it 'sees' at all times on a little touchscreen on the armrest.

Once the map is created, you can then choose different areas to set as "Waypoints", basically giving you a menu of places you want it to self-drive you between. So you can use the touchscreen or the connected phone app to select a waypoint, and the chair just starts driving you, no controls necessary from there.

You can also trigger waypoints using voice, so you can tell the app "Take me to my bed" and as long as you have a waypoint called "my bed", it'll take you there.

This also means that if you're someone who doesn't need the vehicle all the time, though you may sometimes need it suddenly. You can use the app to have the ev1c bring itself to you, even if you'd left it on the other side of the house.

There's another feature that the team is testing right now for people who only need the vehicle intermittently, which is a "Follow me" mode — so you can start walking, and the ev1c will just trundle along behind you. If you need it, there it is, ready to go.

I tried that out at Strutt's booth, and while it was buggy at this stage, it did work — and would probably take some getting used to, because having something quietly following right behind you is pretty unnerving.

However, the self-driving side of the tech is ready to go, and when I tried that side out as well, I was truly impressed. The chair can be a little jerky when it's turning around in a small space, but that's really the only issue I could take from it, from my admittedly limited demo.

Starting at one end of the fake 'living space' in Strutt's booth, it steered me around a dining table, through a narrow gap towards a doorway, through the doorway, and then up to the couch. It finished with me facing the couch, for convenience, and it didn't touch a single thing along the way — no brushing a dining chair or clipping wheels against the door. I went across a rug as well as a hard floor, and that made no difference.

I also tried it in its more manual modes, with the 'Co-Pilot' feature switched on. This is the 'smart' system for when you're driving it yourself, and the key thing it adds is object avoidance. The simplest benefit is that the system won't let you crash into anything — Strutt's team told me to drive towards them at full speed, so I did, and the vehicle just stopped as we got a few inches away. It wasn't like slamming on the brakes — it just ramped down and left me stationary.

Other handy features for when you're in manual control include a reversing camera (with a line of your steering trajectory) and a 'cruise control' mode so you can just set it to go in a straight line at a set speed, and you can relax your hand.

But there is also a 'Co-Pilot+' more advanced assistive mode, and the interesting feature the team showed me here was an alternative to the auto-stop, in which the system will look for space and actually steer around the blockage, rather than just braking when you get too close.

Perhaps more useful in the day-to-day use of the chair, is that this mode will just finesse your driving, so if you're at risk of clipping the door in your home it'll automatically adjust the steering to make sure it doesn't happen — it's like the steering assist in Mario Kart.

I tried the same demo of driving into someone, but this time the ev1c steered in an arc around them, then returned me to my original position on the path and carried on forward — but my hand had just stayed on pushing the controls forward the whole time, I didn't contribute any motion to the steering.

As for the vehicle's general specs, it's capable of going up to 8mph, with a range of around 20 miles on its battery, depending on the terrain. It can handle grass and gravel, as well as inclines of up to 13° (23%) and two-inch curb heights, all powered by a four-wheel drive system.

The ev1c breaks down into five pieces for packing into car, and Strutt told me that it's looking into offering a backup battery bag, so you can hot-swap when away from home if you want support for longer distances.

It's officially priced at $7,499 / £5,995 / AU$9,999, though the actual price you pay might be affected by local schemes to make mobility vehicles more affordable.

It's a lot of money, though I assumed it was going to be even more expensive than that. I'm not someone who uses a personal mobility vehicle, so all my opinions here need to be taken in that context, but I was really impressed with how the chair works in practice, how it's been designed and built, and what it can do — it even picked up one of our 'IFA 2026 Best in Show' awards.

• Tesla's Cybercab had a quiet launch event, but Elon Musk didn't attend
• It's unclear exactly how many Cybercabs will be in circulation
• Tesla says its Robotaxi service has driven one million unsupervised miles

Almost two years after Tesla first showcased its driverless Cybercab prototype — a vehicle that ditches traditional pedals and a steering wheel in favor of fully autonomous operation — the company has quietly introduced production versions to its fleet of driverless taxis in Austin, Texas.

The Texas Department of Motor Vehicles records show that Tesla now has 420 autonomous vehicles registered in the state, including 45 Cybercabs, according to Reuters.

That figure includes the company’s wider Robotaxi fleet, rather than just the new purpose-built cars.

However, despite launching a Cybercab-specific website to coincide with the launch, there was no official word on how many eye-catching gold machines will be put to work in Austin immediately.

Elon Musk didn’t attend the low-key launch event, while reports suggest just a handful of Tesla influencers were on site, some of whom were allowed to take the first rides.

Unfortunately, there was no further information on how the general public can increase their chances of hailing a Cybercab, as opposed to a 'standard' Robotaxi, which often still operate with safety monitors behind the wheel.

What’s more, Tesla's new dedicated web page says that children under 13 years old won’t be able to ride in a Cybercab, while those aged 13–17 will have to ride with an accompanying adult. The vehicle itself can also only seat two people.

Interestingly, the launch event did reveal more information about the Cybercab itself, including the fact that it is among the first vehicles in the world to use a dry brake-by-wire system that eschews traditional brake lines and hydraulic fluid, with each brake caliper instead getting its own electronically controlled actuator.

This, alongside the lack of traditional pedals and steer-by-wire steering, reduces the complexity of the overall build, resulting in what Tesla says is the lightest and most efficient vehicle it has manufactured to date.

Analysis: Robotaxi data suggests Tesla’s driverless cars could catch Waymo, in theory

During the Cybercab launch, Tesla VP of Autopilot/AI Ashok Elluswamy stated that the company had “achieved one million miles of unsupervised Robotaxi operation.”

This represents a massive jump from the previous figure, which was announced in late July of this year and put the total at 380,000 miles with “zero notable incidents.”

The increase of 620,000 miles in the last six weeks represents a rapid ramp-up in unsupervised Robotaxi operations — although Tesla stops short of stating whether these were real, paid-for passenger rides or whether that number also included testing.

If the numbers are to be believed, Tesla is now adding roughly 148,000 unsupervised Robotaxi miles per week, a dramatically faster rate than it was just weeks ago.

But its key competitor, Waymo, remains in another league when it comes to cumulative real-world autonomous driving experience. Waymo passed 100 million rider-only miles in 2025 and has since passed the 200 million mark.

Crucially, Waymo describes these as “rider-only” miles — autonomous miles driven in cities where it operates its ride-hailing service — rather than a combination of conventional human-supervised testing and autonomous operation.

Tesla seemingly has an advantage in the fact that it designs and manufactures its own purpose-built vehicle in the Cybercab, giving it control over both the car and the autonomous driving technology.

Waymo, meanwhile, works with vehicle manufacturers including Zeekr to integrate its Waymo Driver technology. But that doesn’t seem to be slowing its deployment. Just this month, Waymo added another three cities to its list of areas served, taking the tally up to 14.

Tesla’s public-facing fully autonomous rides, meanwhile, remain far more limited in scale, with Austin remaining its main focus, as its San Francisco operation till faces regulatory road blocks.

It feels like even with the purpose-built Cybercab finally joining the fleet, Tesla has a lot of catching up to do.

• Uber users in London could find their next ride is autonomous
• Safety drivers will be deployed during the initial pilot phase
• Just 15 Wayve Ford Mustang Mach-E models will be on duty

Almost a month after Transport for London (TfL) awarded a private hire license to Wayve’s fully autonomous taxis, Uber has announced that the service is now live, with users of its ride-hailing app able to bag a ride in one of its “driverless” cabs.

The vehicles, which are bespoke Ford Mustang Mach-E models that Wayve has fitted with radar, Lidar and a whole host of other sensors, will operate in an area that covers most of Greater London, stretching to Bexley in the east, Barnet in the north and just shy of Rickmansworth in the northwest.

During the initial phase, Uber says a TfL-certified taxi driver will be in the driver's seat to supervise the trip, although it hasn’t yet revealed exact dates for when it plans to operate a completely driverless service.

However, with just 15 Wayve vehicles on the 100,000-strong London Uber fleet, the chances of being matched with an autonomous vehicle (AV) are slim.

Those chosen riders will be matched with a vehicle much in the same way as it currently works, although they'll see an icon in the app marked “unlock vehicle" when it has arrived.

This will unlock the doors, and users can then start the journey either in the app or via a screen inside the vehicle. Uber says it will still encourage users to rate their ride once it has finished, as is the case with the remainder of its fleet.

According to Autocar, the vehicles use Wayve’s latest generation of self-driving technology, dubbed AV 2.0, which uses artificial intelligence and machine learning to make decisions for itself, rather than relying on a remote teleoperator.

Because the vehicles can quickly apply these “learnings", garnered over years of testing, the AVs (automated vehicles) can operate outside of a tightly geofenced area, as is the case with Tesla’s current operation in Austin, Texas, although that area is expanding.

How to boost your chances of flagging down an autonomous Uber

Uber says users can increase their chances of matching with a Wayve vehicle by making sure they have the most up-to-date version of the app.

It is then important to tap the “Account” button in the right corner of the home screen, head to Settings within that page and scroll down to Ride Preferences.

Within that submenu, there will be a section dedicated to autonomous vehicles, where users can turn on AV preferences to boost their chances of experiencing the first public autonomous taxis in the UK.

But as previously mentioned, with only 15 Wayve vehicles currently in operation, it is highly likely a regular human driver will be pulling up instead.

• Analysis of more than 500,000 used EV battery tests reveals long-term health
• The Hyundai Ioniq 5 emerges as one of the strongest performers 
• The study also reveals huge variation between individual cars

A new study, which has looked at 500,000 independent EV battery health tests, has revealed which electric cars boast the most battery capacity as they age — and which models suffer the biggest losses over time.

The data comes from Austrian battery diagnostics company Aviloo (via InsideEVs), which has analyzed used EVs across 20 popular models between 2022 and 2026.

The company says the new Aviloo Certified EV Battery Report is the world's largest independent study of used EV battery health, drawing on a wider database of more than one million tests from across the globe.

And while the results are broadly good news for EV owners, there are some surprisingly big differences between models.

Cutting to the chase for a second, the standout performer is the Hyundai Ioniq 5, which recorded a median State of Health (SoH) of 97.2% at 50,000 m (31,000 miles) and 95% at 100,000km — or around 62,000 miles. Even at at 150,000km (93,000 miles), it still retained 92.8% of its original Sate of Health.

That puts it comfortably ahead of the Tesla Model Y, which recorded a median SoH of 90.3% at 150,000 km. The Tesla Model 3 was lower still, at 88.94%.

At the other end of the table, smaller EVs with relatively small batteries performed less well.

The Nissan Leaf ZE1 generation with its smaller 40kWh battery, for example, recorded 86.67% at 150,000 km, while the Renault Zoe of the same era managed 87.33% and the first generation Mini Cooper SE 87.11%.

Analysis: Battery health is more complicated than mileage

The really interesting part of Aviloo’s data isn't simply which model wins. It's how much individual cars can vary from the median.

For example, at 150,000km, 99% of Tesla Model Ys in the dataset fell between 82.9% and 94.9% battery SoH. For the BMW i4, the range was 87.5% to 96.9%.

That means two seemingly identical used EVs with the same mileage can have "dramatically different" battery health — and therefore potentially very different real-world ranges and performance.

Marcus Berger, CEO of Aviloo said: "The truth in this data is that averages hide a lot. Yes, EV batteries are aging better than the ‘they wear out fast’ myth suggests — but that's not the most useful thing this report tells you.

"What matters is that battery health varies significantly between models, and even more between individual cars of the same model".

This is where Aviloo says its independent Flash tests are important, rather than used car buyers relying on the State of Health figure displayed by the vehicle’s computer systems.

The company says that climate, charging behavior, battery chemistry and keeping a vehicle at high charge for extended periods are all factors that can easily influence degradation.

But as we have seen with plenty of other EV battery reports like this, the overall message is reassuring.

Most of the EVs in the study retained around 90% or more of their original battery capacity after 150,000km (around 93,000 miles), suggesting that fears of EV batteries clogging up landfill sites are increasingly difficult to square with the real-world data.

• Several fatal accidents have involved Tesla’s self-driving tech
• Two separate cases saw vehicles suddenly stop on major routes
• Electrek’s reporting has matched crash information with redacted Tesla reports

A recent series of reports by the website Electrek has linked a number of Tesla crashes to redacted reports that suggest a Level 2 driver-assist system was engaged within 30 seconds of impact.

In two separate incidents, a Tesla has stopped in the middle of a busy freeway, only to be hit by another vehicle, killing the drivers in both cases.

The first, which took place at 3am on October 31, 2025, in Mesa, Arizona, saw a Tesla sedan struck by a Ford F-350 pickup after it stopped in the middle of the freeway.

The second case, which took place at around 9:25pm, on October 6, 2025, in Seminole County, Florida, saw a 2020 Tesla Model 3 stop in the center eastbound lane of I-4, only for a semi to clip its rear and push it into the side of a second semi-truck, according to Electrek.

While the initial coverage of both crashes didn’t divulge the reasons behind them, reporting by Electrek has matched Tesla’s redacted accident reports to the incidents and, in both cases, Tesla’s automated driving technology was active.

Under a Standing General Order, automakers are now required to report crashes where a Level 2 driver-assist system was engaged within 30 seconds of impact. Tesla has to adhere to this.

In the Florida crash report, seen by Electrek, it listed the automated driving technology “Engagement Status” as “Verified Engaged” and stated the pre-crash movement as “Stopped,” with a speed of 0mph.

However, Tesla then redacts key information that could get to the bottom of why these vehicles suddenly stopped on extremely busy freeways.

In the documents, the crash narrative, the software version, and the field for whether the road was within the system’s approved operating area are all blacked out as “confidential business information”.

Due to this redaction of key information, it is impossible to tell whether the vehicles were using Autopilot or Tesla’s more advanced Full Self-Driving, as well as details leading up to the catastrophic events.

Analysis: Overconfidence in an imperfect technology

Electrek’s reporting understandably stops short of apportioning blame to Tesla’s autonomous driving systems, but the site suggests that previously-documented phantom-braking, which sees Autopilot brake hard for nonexistent obstacles, could be part of the issue.

That said, both of the incidents could simply be down to the fact that the drivers experienced a medical emergency or fell asleep behind the wheel, causing Tesla’s driver-assistance systems to bring the car to a stop.

But there have been a number of reported crashes that have occurred when Tesla’s driver-assist technology has been activated and the vehicle has sped up, such as a fatal incident that saw a Model 3 crash at 104mph and kill its driver in Clute, Texas, in May of this year.

Again, Tesla has redacted key information in its crash reporting that could help authorities piece the puzzle together and come to a concrete conclusion about the root cause.

Currently, Tesla is under investigation by the NHTSA over how it reports crashes involving its Level 2 driver-assistance systems, which it has been criticized for in the past after overhyping its capabilities.

But these recent incidents also point toward a worrying trend of overconfidence from drivers in the technology, expecting it to handle every conceivable situation on the road. Alas, the reality is that fully autonomous driving systems are still a long way from perfection.

• Florida is removing Flock cameras from state highways
• At the same time Texas is freezing future funding for Flock systems
• There are concerns over privacy and misuse

It's not just regular citizens who are turning against the hundreds of thousands of Flock license plate reader cameras across the US — now state authorities are also pulling back on their use of the scanning technology.

First up is Florida (via Fox Business), which has pulled all license plate readers from state roads, and given agencies (including Flock) 30 days to comply with the order. Florida governor Ron DeSantis said in a news conference that while he can see the usefulness of these systems, he's also concerned about potential misuse.

"What we don't want in the state of Florida is to have a digital AI surveillance state where everything we're doing is being tracked at all times," DeSantis told reporters this week. "Where is this data going? They claim that the companies aren't going to misuse it, but no one's watching that."

In a memo, the Florida Department of Transportation called out "concerning reports of misuse, data privacy concerns, and surveillance schemes" as reasons for the move. Several investigations over the past year have found police officers using Flock systems outside of their allowed remit.

Taxpayer money in Texas

Over to Texas, where governor Greg Abbott has ordered state agencies to pause funding for Flock cameras amid increasing scrutiny (via the Texas Tribune). Around 3,200 Flock license plate readers have been installed in Texas since 2023.

"[Flock cameras] are going to be required to be used responsibly if they’re used at all," Abbott said in a radio interview. At least six police departments and sheriff's offices across the state have announced that law enforcement officials are being placed on leave, criminally charged, or investigated for Flock camera misuse — in the last month alone.

Further reporting by the Texas Tribune has found that $30 million of taxpayer money has been put towards the Flock network in the state, with more public funding set to be added before the pause was announced. According to one Texas police chief, the cameras are essential for disrupting criminal networks.

For its part, Flock has been making moves to improve the security and privacy of its systems, including setting seven days as the default for deleting data that's not part of a criminal investigation — but the debate over whether the company's technology is useful or invasive looks set to continue for some time.

This year has seen more than its fair share of “game-changer” claims in the ever-changing world of EVs.

We’ve had BYD unveil its groundbreaking megawatt Flash Charging outside of China, numerous electric superminis go on sale at bargain prices and Ford finally commit to an affordable electric pickup platform.

But for me, two vehicles really stand out, as they have both seemingly started from scratch in order to convince EV skeptics with engaging drives, class-leading range and the most seamless EV ownership experience around.

The first of those cars is the latest BMW iX3, also dubbed the Neue Klasse (new class) by the German marque, which arrives riding on a completely new platform, boasts the latest, highly efficient battery packs and what it calls 'The Heart of Joy' — an integrated processor that controls all of the propulsion, steering, braking and traction systems for a formidable drive.

In certain models, the new iX3 can manage up to 500 miles on a single charge and can add a staggering 231 miles of range after just 10 minutes of plugging in.

Similarly, Volvo’s “game-changing” EX60, the electric version of its best-selling SUV (the XC60), also rides on a brand-new platform (SPA3) and features new, more efficient battery packs that can also break the 500-mile barrier on a single charge.

The approach to interiors and technology is very different between the two cars, but they have a lot more in common than you’d think: bags of interior space, huge trunks, extremely pleasant rides and, perhaps more importantly, staggering electric range.

Road trip heroes

Let me start with the BMW iX3, because the way it eats up the mileage is nothing short of spectacular. The model I took on a 400-mile round trip was the iX3 50 xDrive, which costs a hefty £61,000 / AU$130,000 approx (around $83,000) with all the fancy options ticked.

But fully charged, the next-generation iDrive infotainment system (more on that later) informed me that the vehicle would happily tackle 480 miles before it required topping up.

Flicking the vehicle from its standard driving modes to a “Max Range” profile, which limited air conditioning and other ancillaries, saw that figure rapidly leap to 550 miles.

Without wanting to bore you with the specifics of my weekend away with the family, let’s just say the iX3 made it to Cornwall from the UK's south coast, cruised around the narrow lanes for a few days and drove back without needing to plug in.

Being slightly nervous about these things, I did plug it into a 22kW charger for a couple of hours while we picnicked just to make sure we had enough range to get home. But I really didn’t have to. Old habits die hard.

That sort of effortless range is a breath of fresh air, and all from a vehicle that rides, handles and feels every bit the premium BMW you’d expect.

The doors are reassuringly thick and heavy, the interior lavishly appointed and the performance from the electric powertrain is punchy.

The 0-62 mph sprint is taken care of in just 4.9 seconds, but better still, this is a large SUV that you can thread through corners when the mood takes you. BMW's 'Heart Of Joy' might feel like an ethereal concept, but you can feel it at work when pushing hard.

If this is how well the German marque can make a large, heavy, family SUV handle, I am very much looking forward to the first electric M models to arrive.

Predictably, Volvo’s EX60 is slightly less focused on the sportier traits and instead opts for maximum comfort for those onboard.

The cabin is bright and airy, while the seats throughout are supportive and ridiculously comfortable. Honestly, some of the best I’ve ever sat in.

The EX60 is available in three levels, starting with the entry-level single-motor P6, while the P10 that I drove features all-wheel drive and a larger 95 kWh battery that’s good for 410 miles of range.

Later this year, Volvo will introduce the 117 kWh P12 AWD model, which can manage 503 miles on a single charge.

Prices range from around £57,000 (around $78,000 / AU$108,000) to £70,000 ($95,000 / AU$133,000), putting it in the direct firing line of the BMW iX3, as well as Mercedes' latest GLC Electric.

Technologically advanced

We can’t talk about the BMW iX3 without mentioning the Panoramic iDrive infotainment system, which sees a display fill the entire lower portion of the windshield.

The screen contains a handful of configurable widgets that allow both the driver and passenger to quickly glance at things like the weather, altitude, Bluetooth connections and more.

Admittedly, I didn’t think I got the most out of this until I switched the system into navigation mode, where the entire Panoramic display was filled with BMW’s new and very stylish mapping.

It allows you to then leave the central touchscreen free for adjusting vehicle settings or taking charge of entertainment duties. There’s also a head-up display for even more detailed navigational prompts.

I had a good play with BMW’s AI voice assistants at CES 2026 earlier this year and am pleased to report it all works really well out on the road.

In fact, the haptic buttons on the steering wheel are annoying and a bit fiddly, so I found myself adjusting lots of settings using the “Hey BMW” command.

Volvo’s approach to technology is slightly more restrained, with a large, landscape-oriented touchscreen taking care of most things. Yup, even some of the cabin controls.

This will likely frustrate a few people, but I found Volvo’s operating system to be really easy to navigate, with a contextual bar flagging up the most important settings and keeping them within easy reach of the driver’s seat most of the time.

What's more, it is the first vehicle to be sold with Google's Gemini AI assistant baked-in. Even Volvo says it is still a bit of a work in process, but I asked it numerous questions during my drive and it answered them with ease.

Volvo says it will soon be able to link into other apps, such a Google Drive and Gmail, to help boost productivity on those long and tedious commutes into the office.

Other 'firsts' include the fact that this is the first Volvo to come as standard with electrically adjustable seats across the range, and it features the world’s first adaptive seat belt.

Using sensors within the cabin and seats, all of the seat belts will automatically adjust the tension they apply in the event of an accident based on the size and weight of the occupant to avoid any unnecessary injuries in low-speed collisions.

The end of range anxiety

Both Volvo and BMW’s latest generations of electric vehicles impressed me for several reasons: the comfort, performance, premium finish and technology on offer were all beyond brilliant.

However, the enticing combination of large battery packs and fantastic efficiency meant that I could tackle two separate road trips without worrying about planning charging stops or locating outlets in rural areas.

For context, our family Kia EV6 is only a few years old now but struggles to manage 260 miles on a single charge, meaning we often have to factor in breaks or diversions. That’s simply not the case with the EX60 and iX3.

Having driven them both extensively, I’m convinced they make the perfect family getaway vehicles. Supremely comfortable, fast when they want to be, packed with connected technologies and blissfully quiet, they make the rattly diesel VW that sits on my driveway look positively prehistoric.

Proof, if it were needed, that starting from scratch, building a dedicated platform and ironing out the EV kinks is the best way to silence the skeptics. And proof that EVs don't necessarily have to involve compromise — even when the destination is hundreds of miles away.

• Texas Robotaxi passenger films car hitting plastic traffic posts
• Company claims "impeccable" Robotaxi safety record
• Tesla is preparing Cybercabs for public roads imminently

A Tesla Robotaxi user in Austin, Texas, has captured the moment their driverless ride failed to navigate a curb extension, marked off by plastic traffic posts, turning directly into them and carrying on with the journey.

The incident came not long after Tesla’s head of AI told investors the Robotaxi program has an “impeccable safety record” with “zero notable incidents,” according to Electrek.

The footage, posted to Reddit, shows the vehicle creeping forward, backing up, creeping forward again, and then driving right through the posts.

An audible thud can be heard as the vehicle hits the posts, while the passenger can be heard saying, "It hit em, it hit em."

The Robotaxi in question didn’t have a safety operator behind the wheel, although it is unclear whether a remote operator was called upon to authorize the decision to drive through the marked-off area.

Tesla’s decision to eschew “costly” LiDAR in favor of high-definition cameras and other sensors has been met with plenty of criticism, but this particular incident appears to indicate a potential issue with Tesla’s mapping, rather than its sensors.

According to Electrek, Redditors used the Texas Orthopedics building visible in the video’s frame to pin down the exact corner where the incident took place on Google Maps, and Street View shows those posts have been in place since at least February 2024.

Tesla's choice not to use a proprietary high-definition mapping system, as Waymo does, means it is largely up to the autonomous vehicle's on-board compute power to make on-the-fly decisions. Here, it looked like it failed.

Despite this, VP of AI Ashok Elluswamy defended Tesla’s Robotaxi safety record at the company's Q2 earnings call, claiming that the company has driven “more than 380,000 miles” with “zero notable incidents.”

Analysis: Tesla readies its Cybercab for public roads

Despite Tesla accumulating a fraction of the unsupervised autonomous ride-hailing miles compared to its closest rival, Waymo (220 million plays Tesla's 380,000), it has been reported that it could start trialing its fully autonomous Cybercab on public roads this month.

As a reminder, the Cybercab is a purpose-built, fully autonomous taxi that rolls off the production line without traditional pedals or a steering wheel, leaving every part of the driving experience to computers, cameras, and a handful of sensors.

The Next Web reports that Tesla’s own employees will be the first to test Cybercab on public roads, although it could start introducing the vehicles into its Austin autonomous fleet soon thereafter.

However, Tesla’s Austin fleet is reported to have shrunk to around 17 cars, down from about 25 in the spring, while those that still exist are operating in a tightly controlled, geofenced area that is a fraction of the size of the area Waymo is working with.

While every autonomous ride-hailing service naturally deals with issues and incidents on a daily basis, the recent video clip from Austin shows that Tesla still has plenty of work to do in order to back up that “impeccable” safety record claim… and boost consumer confidence in a Cybercab service that lacks any physical controls.

• New analysis links aggressive driving to premature EV battery degradation 
• Chinese researchers found optimizing driving style can prolong battery life  
• Researchers used AI modeling to link driving style to battery wear

Researchers at Shanghai Dianji University in China have linked aggressive driving styles to premature EV battery degradation, concluding that optimizing driving style is an “effective way to alleviate the aging of power batteries and extend cycle life”.

The researchers pored over a year’s worth of driving data from 15 EVs in Guangzhou during 2022, gathering data every 10 seconds on metrics such as speed, current and state of charge to determine the overall smoothness of acceleration and deceleration, as well as the overall intensity of driving.

Once gathered, the data was compiled to create profiles, with the smoothest category dubbed ‘eco-driving’ and the most aggressive category housing those scenarios where the vehicle was pulling very high electrical current from the battery, and included situations such as repeated high-torque demands at relatively low speeds, according to Science Alert.

But this is where it gets clever, because instead of simply looking for correlations between factors like acceleration and battery stress, the researchers developed machine learning frameworks that could separate driving behavior from other factors that can adversely affect long-term battery performance, such as temperature, the battery’s state of charge and time spent idling.

While the paper is clear to point out that the dataset didn't have directly measured long-term battery state-of-health or capacity-fade data, instead using a model to predict long-term degradation, it did find that the most aggressive driving category produced a battery aging rate 18.4 times higher than the most economical driving style.

Longer term, the research group’s battery-aging model estimated a 53.22% capacity fade after 1,000 cycles for the most aggressive driving style, compared with 21.15% for the most economical.

This doesn’t necessarily mean that the fastest drivers are going to wear out their EV batteries quicker, but it could suggest those that regularly launch their electric vehicles away from traffic lights or constantly plant the throttle only to slam on the brakes a few seconds later could be putting substantially more stress on their battery packs.

Analysis: too many variables for concrete evidence

Admittedly, I’m not claiming to be on the same academic level as the researchers from Shanghai Dianji University, but it feels like there are a lot of confounding variables that could also speed up battery degradation.

The way in which an EV is charged has often been cited as a potential contributing factor to premature battery degradation, although a study by Recurrent (via CleanTechnica) found that there was no significant difference in range degradation between Teslas that fast charge more than 90% of the time and those that fast charge less than 10% of the time.

However, this could be a different case entirely if an EV owner was to exclusively charge via 400kW or higher outlets, as opposed to Tesla’s 250kW max charging speeds.

Similarly, factors like vehicle load, the terrain and gradient of roads regularly used by owners and even traffic conditions could all be contributing factors to diminishing range over time.

That said, it’s generally wise to drive as smoothly as possible, both in order to maximize EV range and keep your passengers from your spoiling your box-fresh EV interior.

But now, long-term battery health could also be a consideration for a lighter approach to the accelerator pedal.

Flock is continuing to face public ire over the ways that its national network of license plate readers can be used and abused in the US, but there's bad news for anyone worried about their personal privacy and widespread surveillance: technology that's even more concerning is on the way.

That tech is SignalTrace from security company Leonardo, a system that takes the license plate reading approach of Flock and raises the sophistication a notch. SignalTrace scanners can identify the types of devices that are in a car as it passes by, and link them to a person even if the license plate number isn't visible.

So, for example, a car of interest to the police might have an iPhone, an Audi stereo, and a pair of Bose headphones in it. The next time that specific combination of devices is detected on the SignalTrace network, an alert can be sent to law enforcement.

While the technology hasn't yet been broadly deployed, security researchers are already asking questions about the potential implications and the possibility of innocent members of the public getting caught up in investigations. Here's how the technology works and what might happen next.

How SignalTrace works

Virtually every electronic device you use is broadcasting some kind of Bluetooth or Wi-Fi information. It's how your phone stays connected to cell towers, how your fitness tracker syncs stats back to the web, and so on. SignalTrace scanners work in addition to license plate reader cameras to catch these signals and interpret them.

Over time, the system sifts through combinations of these devices (which will typically include some of the electronics in your car too), to figure out which gadgets regularly travel in a vehicle together, suggesting the same people are inside. That gives law enforcement a way to monitor where a vehicle is and when over time, and more information about who is actually in the vehicle too.

"Algorithms can determine which specific mix of devices are predictably moving together," explains Leonardo on its website. "That specific mix of devices — linked by common time stamps and locations — are described as an electronic fingerprint and can help develop leads that aid investigations."

It's a little bit like the browser fingerprinting techniques that websites use. Even if they don't know your name or where you live, they might be able to tell from your time zone, browser version, operating system, screen resolution, and other system characteristics that you're the same individual who visited yesterday.

Understandably, given the current debate around Flock and its license plate scanners, Leonardo goes to great lengths to emphasize that its technology is beneficial for the public and a useful tool for police investigators. The system doesn't identify people (on its own, anyway), or read any information that's on a device.

The company also shifts some of the responsibility for SignalTrace's use on to the customers who actually sign up to use it — and those customers will be bound by Local, State, and Federal laws. "Information produced by SignalTrace may be corroborated through traditional investigative methods and is not a substitute for evidence," says Leonardo in the SignalTrace documentation.

The potential implications

SignalTrace was announced last year, and so security and privacy experts are still looking into how the technology works and what it might mean for citizens. There are indications that it might be live in one or two spots in the US, but really it's just getting started — this is in no way comparable to the scale of Flock's operations (yet).

Digital technology researcher Nicole Bennett, from Indiana University, is one of the experts that has shared some thoughts around SignalTrace. Writing for The Conversation, she says the concerns around the technology — as with Flock's cameras — are around how these systems might be misused and expanded, and the biases they could introduce.

Even if the technology isn't identifying individuals, however, there might not be much extra work to do to make a connection to someone — based on a home or workplace that a vehicle is often spotted close to, for example. Bennett points to a study in Scientific Reports that found that just four time-and-place logs were enough to uniquely identify 95 percent of a study group of 1.5 million people (that is, telling one person from another, not revealing their private information).

Anonymized location data taken from phones can also build up a network of friendship groups without any other information, a study published in PNAS has shown. While these studies were carried out way before SignalTrace appeared, they show the picture that can be built up about someone using 'anonymized' data, if it's unique enough.

"What SignalTrace shows is a broader change in surveillance practice," writes Bennett. "Investigators may no longer need to begin with a known person or vehicle. Instead, they can begin with recurring patterns of movement and proximity, then use other records to identify the people connected to them."

Unfortunately, if the police in your area decide to deploy this technology, there's not much you can really do to avoid it — except maybe leaving most of your gadgets at home. The best way to fight back against it might be to make your feelings known to your local police force and political representatives before the tech makes its way to your area.

• Crunchyroll is coming to compatible BMW and Mini vehicles
• It comes as part of a new partnership with automotive app distrubition platform Appning
• More than 40 car brands are expected to follow

Popular anime streaming service Crunchyroll is coming to a range of vehicles in a new collaboration with automation app distribution platform Appning.

Soon, owners of compatible BMW and Mini vehicles in the US, UK, and Australia will be able to access Crunchyroll directly through their car's infotainment systems, giving subscribers a new way to catch up with hit shows like Frieren: Beyond Journey's End, My Hero Academia, Haikyu!!, and more.

As a Mini owner and Crunchyroll subscriber I can't wait, and I can already see myself diving into the latest season of Oshi no Ko while parked up waiting at the car wash.

BMW Group cars are just the start, however, with the app expected to steadily roll out to more than 40 automotive brands. Mercedez-Benz, Volkswagen, Leapmotor, and Lotus are just some of the brands that make Appning-enabled vehicles.

Appning owner Forvia estimates that the platform reaches more than 20% of the accessible market share, so if you recently bought a new car there's a decent chance that it will be compatible.

On the announcement, Crunchyroll SVP of global distribution and business development said that "Today’s consumers expect their entertainment to be available wherever they are, including in their vehicle.

"With Crunchyroll coming soon to global automotive partners, the anime experience will be even more accessible on every journey. Through this collaboration with Appning, we’re glad to provide another way for this passionate, global fan community to enjoy their favorite anime.”

Crunchyroll is already available on a wide variety of platforms. You can download the app on your iOS or Android phone, visit the website on your laptop or PC, or access it from a range of games consoles and smart TV devices.

It offers more than 1,000 titles globally, focusing exclusively on Japanese cartoon animation, or anime as it's known. Prices start at $9.99 / £5.99 / AU$11.99 a month for the most basic tier of membership.

• Volkswagen badges have been going missing in increasing numbers
• Crime spree targeted residents of southeast London
• Thieves reportedly used drones to locate vehicles

A growing number of Volkswagen owners in London are returning to their vehicles, only to find that the badge mounted to the front grille is missing.

The first reports of the criminal activity emerged earlier this month, when Volkswagen owners contacted police about missing badges, with victims claiming that an official replacement can cost between £1,500 and £3,000 from an official Volkswagen dealer (or around $2,000-$4,000 / AU$2,900 to $4,000).

According to an earlier investigation by The Guardian and Autocar, the badges have been targeted for the expensive radar sensors hidden behind them, which assist with radar-based cruise control functionality.

The Sunday Times found a number of similar parts being sold on auction websites for as little as £80, with cut wires clearly on display, according to Car Dealer Magazine.

However, the most recent spree, which reportedly involved drones in the planning phase, has seen around 70 Volkswagen car badges stolen across southeast London in a spree that lasted four days.

One victim told The Times that the theft took "sub-five seconds", and that they had done nearly £2,000 (about $2,700 / AU$3,800) of damage in that time.

Police Constable Olly Rutherford, who is leading the Metropolitan Police investigation, said: “We are aware of a number of incidents in southeast London over recent weeks in which car badges including the vehicle’s radar sensors have been stolen.

“At this stage, around 70 thefts are believed to have taken place.”

The police are asking anyone who believes they have been a victim of the crime to contact the police and share details as soon as possible.

We contacted Volkswagen UK for comment, and a spokesperson said that while the company cannot specifically comment on the crimes referenced, it does have access to data covering instances where Volkswagen UK has supported a retailer in offering customers a gesture of support, cases raised with its customer service center on the topic, and official parts sold through its network.

According to the latest check, Volkswagen says this remains a “localized issue.”

“This unfortunate criminal activity — and we must remember that this is what this is, rather than a vehicle fault — appears to be concentrated principally within a limited number of areas within London, with only isolated cases elsewhere in the UK,” the spokesperson said.

The Volkswagen spokesperson went on to explain that only six cases had occurred outside the London area where the sensor was missing and that it takes vehicle security "very seriously".

Analysis: Vehicle tech is still attractive to thieves

Volkswagen UK says it continues to assist its retailers in offering a "gesture of support" to affected customers and that, on recently launched Volkswagen models, the radar sensor is located separately from the badge in a different location.

But the growing amount of technology found on vehicles is making them increasingly attractive to criminals.

One VW owner in Birmingham said that his Golf GTI has been stripped for parts twice and that police were "powerless" to help.

Last year, Porsche owners in London also found that their high-tech headlights were being targeted by thieves, who caused thousands of pounds’ worth of damage by physically cutting the entire lighting unit out of the body of the vehicle.

According to MoneySuperMarket, this could have also contributed to a dramatic rise in insurance costs for Porsche owners in London, who now pay £900 more on average for their annual insurance compared with the rest of the UK.

• Recall affects 20,349 vehicles in the United States

• Both Model 3 and Model Y could require new headlights

• NHTSA says low beams exceed maximum permitted light intensity

Tesla will physically recall more than 20,000 vehicles in the US because their headlights could reduce visibility for both the driver and fellow road users, potentially increasing the risk of accidents.

The NHTSA recall, officially codenamed 26V507, includes 2017-2023 Model 3 and 2020-2023 Model Y vehicles fitted with specific headlamp assemblies supplied by Marelli Automotive Lighting.

While there is no hard ceiling for the maximum brightness of low- and high-beam headlights, the NHTSA measures brightness at designated test angles to prevent glare and the possible ‘blinding’ of fellow road users.

According to the NHTSA, Tesla’s lamps are being recalled because the low beams exceed the maximum permitted light intensity in the outer upper-left and upper-right portions of a federally defined testing zone.

Electrek reports that Tesla was aware of the problem back in 2023, proposing to recall a small set of vehicles and petitioning the NHTSA to avoid a full recall. The petition was denied, and now Tesla will likely have to replace thousands of non-compliant headlamp assemblies as a result.

According to InsideEVs, Tesla says that it has not yet determined a fix for the vehicles and that the remedy is “currently under development.” Owners of the affected vehicles will receive notifications of the next steps via mail by September 15.

Analysis: A silver lining for owners

While a major recall is never a good look for any automotive manufacturer, it is part and parcel of daily life, as safety administrations look to ensure vehicles are performing as they should throughout their lifecycle.

Tesla, like any other car company, isn’t immune to recalls and has recently had to contact thousands of owners over issues with rear cameras and fix Cybertruck wheels that could crack.

That said, the EV giant has also been able to fix many of the issues that have arisen via over-the-air software updates.

Compare this to some of the largest recalls in history, which have affected millions of vehicles over decades, and Tesla’s physical recall numbers are relatively small fry.

What’s more, Not a Tesla App points out that, should Tesla have to replace entire headlamp assemblies, owners of these older vehicles may receive a free upgrade to Tesla’s matrix headlights, which offer improved illumination when driving at night.

• Police reports are missing in Waze for some users
• The report submission process still seems to be working
• As yet there's been no official acknowledgement

One of the useful features that Waze offers to drivers is indications of a police presence or a speed camera on the road — as supplied by the Waze community, like much of the app's data — but you may not want to rely on its accuracy at the moment.

As reported by Android Police, plenty of Waze users are finding that police alerts aren't showing up on the map for them, or arriving too late. Everything seems fine from the submission side, but the warnings aren't being passed on.

Based on some of the Reddit threads that have popped up around the problem, this is affecting some, but not all, Waze users. It doesn't seem to be related to how long users have spent using the navigation app either.

"On my morning commute I marked several police vehicles and mobile police cameras," says one Redditor. "I got the usual (points and thanks for helping other Wazers), however, what I'd just marked would either show up, then disappear or not show up at all."

Keep trying

Other users say they've seen a delay in police reports showing up for a few weeks now, and there are some comments suggesting there's a problem with hazards of all types showing up on the map — not just police reports.

"I just marked a speed trap and nothing showed up for me either," adds another Redditor. "That's so annoying." It's clearly not something that users are imagining, but at the same time other Waze drivers are saying their alerts are working fine.

We haven't heard anything official from Waze as of yet, and will update this article if we do, but for the time being it seems there's not much you can do about the bug except keep your app updated and wait for a fix to roll out.

Given how prominent community contributions are in Waze, it's frustrating that they seem to be at least partly down for a certain group of users — though this isn't an app we tend to hear much about when it comes to bugs.

• Deep Orange 17 is claimed to generate more electricity than it uses

• The BMW-backed project uses 1,700 photovoltaic cells

• The prototype is based on an average 12-mile daily commute

A team from Clemson University in South Carolina has produced a small, lightweight electric vehicle that it says can generate more energy than it uses over a typical day of urban driving.

Dubbed the Deep Orange 17, the boxy prototype, which looks a little like a butchered Tesla Cybertruck if you squint hard enough, was fitted with more than 1,700 photovoltaic cells that can produce enough charge to power a typical 12-mile daily commute.

The fully functional vehicle weighs just 1,212lbs / 550kg, and is predominantly made from aluminum, carbon fiber and 3D-printed metal joints, which are all wrapped around a steel structure.

Its boxy shape has been designed so the photovoltaic panels can be positioned to maximize their exposure to the sun when the vehicle on the move, when parked, and even when stuck in traffic.

Developed in collaboration with the Fraunhofer Institute for Solar Energy Systems ISE in Freiburg, Germany, the solar panels use an innovative construction that continues generating power even when portions of the panels are shaded. The orange coating is part of a durable film that helps protect them.

According to BMW, which is backing the project, the cells generate enough energy on a sunny day to power the tiny EV for up to 31 miles. That means it can generate more than twice the energy it needs to complete the low-mileage average daily commute touted by its makers.

While most of the energy comes from the photovoltaic panels, the team of 16 engineers also integrated regenerative braking and drew inspiration for the exterior from the aerodynamic characteristics of the boxfish, whose streamlined body naturally reduces drag while maintaining interior volume, apparently.

Surprisingly, the project doesn’t feature a spartan prototype interior. It's been fitted with Apple CarPlay and Android Auto, as well as digital dials that offer real-time vehicle telemetry and readouts on solar power generation.

Analysis: inspiring the next generation

Project manager Anshul Karn explained that it's rare for a master’s student to have the opportunity to experience the complete process of developing a prototype vehicle — and this is exactly what Deep Orange is designed for.

Of course, we aren’t going to suddenly see BMW put this into production, but EV manufacturers are already toying with the idea of solar panels as a way of extending the range of electric vehicles.

Nissan, for example, fitted an Ariya model with 3.8 square meters of custom solar panels earlier this year that could add 23km (around 14 miles) of additional range on a bright, sunny day.

Back in 2019, Hyundai became the first manufacturer to launch a car with a solar roof charging system when it added the tech to its Sonata Hybrid, while the Ioniq 5 was available in some markets with a solar charging roof.

Right now, the technology is expensive given the limited amount of range it can provide, but projects like Deep Orange could go on to influence smaller, lightweight urban transport that could easily harness the power of the sun for 'free' energy.

This year has already proved bountiful for brilliant EV releases, with the likes of BMW unleashing the debut models from its groundbreaking Neue Klasse series, Mercedes-Benz unveiling the impressively efficient CLA and Hyundai pushing electric high performance to the max with its Ioniq 6 N.

Granted, I haven’t been able to drive absolutely everything that has gone on sale globally this year, but I have done my best to get behind the wheel of what, to me, feels like a crop of groundbreaking electric vehicles that push the powertrain forward.

From enormous, opulent vans to arguably the first 'kei car' to be sold in the UK, the spectrum of brilliant, battery-powered vehicles is as wide and as interesting as any internal combustion engine counterpart. Here’s my pick of the bunch.

6. Hyundai Ioniq 6 N

I didn’t think Hyundai could improve much on the brilliant Ioniq 5 N, but the Ioniq 6 N seemingly takes everything that was great about the Korean marque's super hatch and seemingly turns performance up to eleven, while somehow making it more practical.

It takes the same recipe of simulated gears, synthesized engine noise and absurd straight-line performance and packages it in a more mature, long-distance-friendly sedan.

With 650 hp, 770 Nm of torque and a 0-62mph time of 3.2 seconds, it is seriously quick, but the revised suspension geometry and lower roll center make it considerably more composed at speed than its hot-hatch sibling.

The N e-Shift system now adds another simulated gear, while the upgraded sound system makes the artificial pops, bangs and revs remarkably convincing.

Yet it can switch back into a quiet, comfortable cruiser when the fun is over. Add 291 miles of WLTP range and 350 kW charging, and this might be the most complete performance EV I've driven, erm, ever.

• Read more: I didn’t think the Hyundai Ioniq 5 N could get much better — until I drove its bigger brother

5. Kia EV2

The Kia EV2 might be small, but it has the sort of big-car technology and practicality that makes it surprisingly easy to live with. At just over four meters long, it packs a slick triple-screen infotainment setup, a huge array of driver-assistance systems and an interior that feels considerably roomier than its dimensions suggest. Imagine an EV5 or EV9 that’s been hit with a shrink ray and you’re not far off.

The 144 bhp version I drove didn’t feel particularly sporty, taking almost nine seconds to reach 62mph, but that isn't really the point. Its ride is excellent, it remains impressively composed at highway speeds and the Long Range version should comfortably break out of the usual urban EV routine.

Charging is also respectable, with a 10-80% session taking just under 30 minutes. Best of all, it makes a compelling case for ignoring that massive, heavy SUV for daily driving duties and settling for something that will happily slot into a supermarket parking space.

• Read more: I’ve driven the smallest Kia EV yet and there’s a lot to love about the baby of the bunch

4. Cupra Raval

The Cupra Raval VZ is proof that small EVs don't have to be sensible or boring. With its squat proportions, aggressive styling and 19-inch wheels, it looks like a proper hot hatch, and the driving experience backs that up.

The 222 bhp front-wheel-drive powertrain can deliver 0-62 mph in 6.8 seconds, while Cupra mode brings huge amounts of grip, adjustable dynamic chassis control and a synthesized soundtrack to the party.

Yet it can settle down into a surprisingly comfortable and refined cruiser when required. I averaged around 4.5 miles per kWh during a day of enthusiastic driving, suggesting more than 200 miles of real-world range from the 52 kWh battery.

There's also a surprisingly spacious cabin and useful trunk, making the Raval an unusually convincing blend of fun and practicality — like all great hot hatches should be.

• Read more: I’ve driven the new Cupra Raval and it’s proof that the hot hatch can live on in the EV era

3. Porsche Cayenne Turbo Electric

The Porsche Cayenne Turbo Electric is a handsome demonstration of just how far EV performance has come. With up to 1,156 hp available using Launch Control, it can hit 62 mph in just 2.5 seconds and reach 162 mph, making it the most powerful production Porsche yet.

Those figures are astonishing, but what impressed me most was how effectively Porsche hides the car's considerable bulk. Despite weighing around 2.5 tons, it feels remarkably composed through corners, with superb feedback through the steering wheel, active suspension and optional rear-axle steering helping shrink its footprint on the road. It is also a seriously capable long-distance EV, with up to 415 miles of range in Coupe form and 390 kW charging capable of delivering a 10-80% top-up in as little as 16 minutes.

Oh, and the world’s first 11 kW wireless charging functionality is far from a gimmick, showcasing just how effortless life with an EV can be if you can afford it.

• Read more: ‘The performance is otherworldly’: I’ve driven the Porsche Cayenne Turbo Electric — and it’s a serious amount of car for the money

2. Honda Super-N

The Honda Super-N might be one of the least practical cars I've driven this year on paper, but that's completely missing the point. This tiny electric runaround is an absolute riot, with 94 bhp sent through the front wheels, a perfectly composed chassis and a big Boost button that encourages you to attack corners with old-school hot-hatch enthusiasm.

At just 1,097 kg, it feels wonderfully light and responsive, while clever regenerative braking and virtual gear changes add to the fun. The 29.6 kWh battery only offers around 128 miles of range and charging tops out at 50 kW, so it's hardly a road-trip machine. But for urban driving, it makes a brilliant case for small EVs, proving that you don't need huge power or battery capacity to have a genuinely entertaining car.

• Read more: I've driven the Honda Super-N — and I'm in love with this go-kart for the daily drive

1. Mercedes-Benz VLE

It’s the posh electric van that makes you wonder if that massive family SUV is really the right vehicle for your daily needs. Mercedes’ all-new VLE combines huge amounts of space with the sort of refinement more commonly associated with an S-Class, while the excellent air suspension delivers an exceptionally smooth, quiet ride.

The clever Roll & Go rear seats are by far my favorite feature, sliding along built-in rails and rolling out of the vehicle on their own wheels when removed — transforming the plush people-mover from a seven-seat bus into the ultimate transportation for active outdoor lifestyles.

Range is impressive, too, with the single-motor VLE 300 capable of a claimed 435 miles thanks to its 115 kWh battery, while 300 kW charging makes long-distance driving much more realistic. Add superb infotainment technology, rear-wheel steering and limousine levels of comfort, and this is a hugely compelling EV for large families… so long as said families have a healthy vehicle budget.

• Read more: I've driven the new Mercedes VLE — and this limousine-like electric van made me rethink what a family car should be

• Denza Z9S is a more efficient version of the Z9 GT

• Chinese company claims 1,100 km (683 miles) between charges
• The flagship version starts at 349,800 yuan ($51,800) in China

Denza’s Z9 GT has long been tipped as a genuine Porsche Taycan rival, touting serious performance from an optional tri-motor setup, enormous range and the promise of sub-10-minute charging times thanks to the BYD Group’s Flash Charging technology.

Having proven a hit in China, the Z9 GT is finally making its way to UK and European shores and, despite prices cresting the £100,000 mark, it looks set to challenge the more established premium players with masses of performance and the option of a range-extending hybrid that can cover 500 miles with a mix of electricity and gasoline.

Back in China, Denza is already tweaking the formula, recently opening the order books for a more aerodynamically efficient Z9S model that comes fitted with BYD’s 102.3-kWh Blade Battery 2.0.

Breakthroughs in battery and motor efficiency, as well as a more slippery fastback body style, mean the Z9S is capable of traveling 1,100 km — or 683 miles — on a single charge. Because of this, Denza claims this is the “world’s longest-range EV.”

As a caveat, this is all according to China’s CLTC testing cycle, which is notoriously generous with its estimations.

If these figures are to be believed, Z9S owners could drive from New York to Motor City, Detroit, without stopping.

Similarly, drivers could load up the car in Berlin and arrive in Paris without having to trouble the public charging network.

If you apply a standard conversion factor of 0.80 to convert China’s CLTC to the more stringent European WLTP testing cycle, it still results in a range of between 546 and 560 miles.

In the US, a conversion to EPA would result in approximately 480 miles — still hugely impressive.

According to Electrek, the base Premium model starts at 319,800 yuan in China (around $47,300/AU$67,350/£35,000), the flagship version starts at 349,800 yuan ($51,800/AU$73,600/£38,500), and the tri-motor Performance variants cost 389,900 yuan ($57,700/AU$82,000/£43,000).

But as we have seen with the recent unveiling of UK pricing for the Z9 GT, these costs dramatically escalate once you factor in import duties and local taxes.

Analysis: outright range is becoming less important

We are starting to enter an EV era where it is not uncommon for vehicles at the premium end of the market to cover more than 450 miles on a single charge.

Volvo’s EX60, the latest Mercedes-Benz CLA, BMW’s iX3 and Tesla’s most recent Model 3 Long Range will all happily deliver 450 miles or more, which is not far off the converted WLTP and EPA cycle range of Denza’s “world-beating” Z9S.

As a result, claims of “the world’s longest-range EV” coming from China have to be taken with a pinch of salt, due to the discrepancies in the way the country conducts its EV efficiency tests.

What’s more, these cars, with their enormous battery packs and cutting-edge electric motor technology, rarely arrive in markets outside of China sporting the sort of tempting price tags that they do in their domestic market.

Rather than focusing on all-out range, potential customers should get more excited about a wider rollout of BYD’s Flash Charging technology outside of its home market, which has the potential to drastically reduce the overall time of electric road trips with ultra-rapid top-ups.

• A police officer pulled a Tesla over for traveling 64mph in a 45 mph zone
• The owner attempted to plead innocence as Full Self-Driving was running
• Police issued a very blunt response

Video footage has surfaced online that shows a police department in Parker, Colorado, reportedly pulling over a Tesla for traveling 64mph in a 45mph zone.

While this isn’t unusual in itself, the plea from the Tesla’s driver is, as the excuse was that they weren't in control at the time. “I wasn’t driving. I had Autopilot on,” came the plea.

The three-minute video was released by the police, alongside a blunt reply (or perhaps a warning to other drivers?) that read: “Driver assistance technology does not replace the driver.”

“Whether your vehicle has adaptive cruise control, lane centering or full self-driving, you are still legally responsible for operating your vehicle safely,” the response added.

Despite the driver being clocked at 64mph in a 45mph zone, the Tesla owner belligerently claims they weren’t in control, it wasn’t their fault and that the self-driving system was activated.

The police officer then says: “I don’t know how these systems work, but you’re not the first person I have stopped with Autopilot activated.”

In fact, one of Electrek’s own writers documented the moment he got a speeding ticket while using Tesla’s Full Self-Driving.

Despite setting the system to Standard mode — as opposed to the faster Hurry or Mad Max settings — the vehicle still crept up to 78km/h in a 50km/h zone.

Analysis: Bad by design

Tesla’s Autopilot and Full Self-Driving systems are designed to assist the person behind the wheel, rather than completely replace them, no matter what Elon Musk espouses in his various public statements.

Currently, the law states that the buck stops with the driver, and any reckless driving, speeding or accident ultimately remains the driver’s fault, as they need to be ready to take control if and when these systems fail.

However, Tesla makes things difficult, as it has designed FSD to drift over the limit, even in Standard mode, and also took away the adjustable speed offset that once allowed owners to cap how far over the limit the vehicle would creep in autonomous modes.

Electrek reports that the adjustable speed offset was recently removed in FSD v14 and replaced with fixed driving profiles.

It is easy to see why Tesla has trained its systems this way, as many drivers get frustrated when technology vehemently adheres to speed limits and subsequently fails to keep up with traffic.

But with many other semi-autonomous cruise-control technologies, the driver has complete control over the speeds at which they are happy to creep over the limit.

If Tesla’s driving assistance systems keep landing drivers in hot water, many will stop using them entirely, which is exactly the opposite of what the company wants.

After all, Elon Musk has long promised that drivers will soon be able to text and immerse themselves in all manner of side tasks in the very near future.

But right now, it feels like Tesla owners need to be more alert than ever.

• Xiaomi officially launches SkyNomad N70 and N90 SUVs
• Both pair a 1.5-liter gasoline engine with huge 76 kWh NMC battery packs
• Hybrid technology allows for more than 1,000 miles of driving

Fresh off the success of the SU7 and YU7 all-electric models, which offer the sort of performance and range to compete with Porsche’s Taycan, Chinese tech company Xiaomi is now moving into the world of hybrid SUVs.

Teased a few weeks ago, the company has now taken the wraps off the roughly $35,000 (in China, that is) SkyNomad N70 and N90, two hulking SUVs that are capable of seating either five or seven people in a variety of luxurious configurations.

Shirking the pure EV powertrain of Xiaomi's previous efforts, the SkyNomad sub-brand uses a Changan-derived 1.5-liter gasoline engine and a huge 76 kWh NMC battery pack to offer substantial range.

According to China’s generous CLTC testing cycle, the Xiaomi SkyNomad N90 Max offers a combined range of up to 1,705 km — or 1,060 miles.

Customers in China also have the option of a more affordable 52 kWh battery pack, but when the larger of the two is specified in the five-seat N70, pure electric range is almost 314 miles, according to the CLTC testing cycle.

If you crunch the numbers and remove some of the CLTC's generosity, it equates to around 250-miles on the UK and Europe's WLTP cycle. That's still enough to shame many pure EVs.

Alas, Xiaomi hasn’t announced plans to sell its SkyNomad models outside its domestic market yet, but it has previously stated that it hopes to introduce the SU7 and YU7 models to the UK and Europe by 2028.

Analysis: only a bargain in China

As we have seen with BYD’s luxury brand, Denza, the price of high-performance or luxury Chinese EVs isn’t so appealing once you factor in local taxes and import duties.

It was revealed recently that the supercar-baiting Denza Z, for example, will start at a staggering £142,900 in the UK (around $200,600) and rises to £172,900 (around $233,000) for the top-spec Racing variant. It costs around $100,000 in China.

We can expect to see a similar pattern with models like the SkyNomad N70 and N90 should they arrive in Europe, especially since they come fitted with the sort of battery pack that many rival pure-electric vehicles use today.

Those hoping for something that drastically undercuts the likes of Audi’s Q7, the Volvo XC90 or even Kia’s slightly more affordable EV9 and Hyundai’s Ioniq 9 could be a tad disappointed when official European pricing is eventually announced.

• Camera-only systems can only “approximately match” a human driver

• Multi-sensing setup offers more than just a failsafe
• Waymo co-CEO backs the use of Lidar and radar over camera-only systems

Waymo co-CEO Dmitri Dolgov has spoken out about the technology required to run a fully autonomous robotaxi service, addressing the subject of camera-only systems.

While he didn’t mention Tesla directly in his in-depth talk at Y Combinator’s Startup School, the presentation directly addressed vision-only camera setups, like those Elon Musk and Tesla have been pursuing.

“Humans, of course, can drive with just eyes, so there’s that proof of existence,” he said, according to Electrek.

“If the goal were to just approximately match human performance or to build an assist product, that’s a very reasonable way to go.”

But “weak sensing” inevitably leads to a safety curve that flattens out “way too early,” he added, highlighting the many cases where a camera system can come unstuck.

Low light or poor visibility, dust storms and objects physically blocking the lens can bring a camera-based system to a grinding halt in seconds.

Dolgov then gave an example of how Waymo’s combination of Lidar, radar and high-definition cameras allowed one stricken vehicle to safely navigate itself back to a depot when a tree branch became caught in its wipers and obscured the camera lens.

While Dolgov doesn’t completely dismiss camera-based systems, stating that they can easily support a driver with highly autonomous assistance systems, he admits they will struggle to replace a human entirely.

The issue is that fully autonomous robotaxis need to be as close to perfect as it’s possible to be.

A mounting record of accidents will likely put off customers for life and kill the technology before it has time to gain a foothold.

Many take the multi-modal path

Having ridden in numerous autonomous vehicles over the years and listened to those that have built them, I am fully in Dmitri Dolgov's camp.

While a camera-based system might help keep costs down, fitting autonomous vehicles with Lidar, radar, and other sensors feels like a natural and reasonable step to make them as safe as possible.

A visit to Motional’s HQ in Las Vegas earlier this year illustrated the need for multiple sensing technologies when you completely remove the driver from the picture.

Its robotaxis, which are now bespoke versions of the Hyundai Ioniq 5 (complete with radar and Lidar), have driven over two million autonomous miles with zero at-fault incidents.

Like Waymo, it too believes a multimodal approach that fuses various technologies is the safest way forward.

Laura Major, the company’s CEO, said at the time that rival startups were able to get to a “90% performance” very quickly, often relying solely on high-definition cameras.

“These offer really smooth rides in most situations,” Major remarked. “The problem is when you’re going to remove a driver and have true driverless operation, that’s not enough. You can’t perform well in 90% of the cases,” she added.

Admittedly, I haven't ridden in one of Tesla's driverless Robotaxis, but the numbers don't lie.

According to Electrek, Tesla's own data confirms a crash rate three times worse than humans even with a monitor at the wheel, while Waymo's numbers suggest it is 17 times safer after covering some 220 million rider-only miles.

Tesla has accumulated just 380,000 driverless miles over the past year since launching its robotaxi service.

• Customers hit out at connected cars as Spider-Man ‘ads’ appear in vehicles
• BMW says the Festive App is not a form of advertising

• Backlash against connected cars intensifies online

Last week, reports emerged in the US of BMW owners receiving “pop-up ads” that promoted the German brand’s involvement with the new Spider-Man: Brand New Day movie.

BMW vehicles appear throughout the super hero caper in typical summer blockbuster product-placement fashion, but BMW pushed things further by running what it calls “themed animations and messages” on the infotainment systems of a select number of connected vehicles.

Owners quickly took to internet forums to complain about these “pop-up ads,” which appeared in the form of a message that asked them whether or not they would like to launch the animation.

However, BMW has now defended itself against the outcry. “The Festive App in the BMW operating system is designed to provide customers with optional themed animations and messages linked to a range of global and local occasions. It is not a form of advertising,” a BMW spokesperson said when we reached out for comment.

According to the German marque, customers can not only choose whether or not they want to see the Spider-Man content, but it is also only available when the vehicle is stationary.

The spokesperson we contacted also stated that the Spider-Man tie-in was only available in certain markets, stressing that it was not available in the UK or Ireland.

While it can be argued that offering Spider-Man themed videos to showcase the abilities of today's infotainment systems is just a bit of fun, the online backlash so far has been overwhelmingly negative.

This also comes from a brand that previously flirted with the idea of charging owners a Netflix-style subscription to unlock hardware already installed on the car, such as heated seats and steering wheels.

Analysis: Blurring the line between content and advertising

The online repercussions from BMW’s decision to run “themed animations and messages” haven't been great so far, with many bemoaning the gradual marketing creep that appears to be happening with any product that’s connected to the internet.

One commenter on Reddit said, “I don’t want my car, fridge or toaster to have an internet connection,” which perfectly sums up the current anti-connected argument.

It's totally understandable. The car used to be one of the few sanctuaries where humans could switch off and escape the furious pace of modern life.

Perhaps tuning in to a radio station or enjoying a favorite album used to be the extent of the multimedia on offer, but with the rapid advance of connected infotainment systems, cars are becoming an extension of our ever-expanding digital lives.

It seems that when this helps boost productivity or keeps us entertained (via apps and games), most owners are happy to play along, but as soon as the subject of pop-up ads and the misuse of personal data surfaces, the sentiment is suddenly very different.

Anyone with a keen interest in the European car market will know that Cupra parted ways with its sister company Seat way back in 2018 to become the high-performance, funky standalone brand to attract the attention of a more youthful buyer.

The gamble paid off, as Cupra now outsells Seat in most regions, thanks to its heady line-up of handsomely styled SUVs and sporty hatchbacks, all with a fine selection of electrified powertrains.

This latest edition to the family, the relatively diminutive Raval, is the first of its kind to sit on parent company VW’s MEB+ platform, which will also underpin the upcoming and equally spicy ID Polo (including the GTI), the ID Cross and Skoda’s more crossover focused Epiq.

But Cupra being Cupra has seen fit to endow the Raval with almost comically sporty proportions, a fabulously appointed interior and the sort of electric powertrain that is designed to have true driving fans won over.

Having driven the top spec VZ models out on the beautifully flowing roads of northeastern Spain, it’s clear that there is still room for the compact, agile hot hatch in the often soulless world of modern EVs.

Seriously styled

You only have to take a look at one of the many recent Cupra events to realize that the company approaches new product launches a little differently.

These shindigs are typically held in warehouses and other industrial settings, often involve world-class DJs and incorporate faces from fashion, sports and culture.

The Raval is all of this stuff distilled into a diminutive hatchback, with copper accents and contrast flourishes on the outside, myriad on-trend materials throughout the cockpit and the latest technology taking care of infotainment duties.

On the outside, the Raval rides low to the ground (well, as low as any modern EV can) and wears its squat proportions with pride.

The over-emphasized creases on the bonnet, super aggressive front lamps and chunky rear diffuser on this VZ model signal its racy intentions.

It also rides on 19-inch ‘Rebel’ rims and crams vegan leather bucket seats into the cockpit, as well as a 12.9-inch Android Automotive central display and a separate 10.25-inch digital cockpit that takes care of speed and whatnot.

Considering the Raval VZ starts at £34,9995 in the UK (that’s around $47,000 / AU$65,000), it feels like a generous dose of premium car for the money.

But for those happy with the smaller wheels and smaller battery pack (more on that later), the range actually starts from £23,785 (around $32,000 / AU$45,000) for the 115hp, 37kWh models.

Nice and spicy

Clearly, the VZ version driven here is a little ‘spicier’ when it comes its performance credentials, as it features the larger 52kWh battery pack and a powertrain that delivers 222bhp and 214lb ft to the front wheels in proper hot hatch fashion.

Prod the accelerator and the little Raval wants to move, whisking drivers and passengers from rest to 62mph in a respectable 6.8 seconds.

It even has a quasi launch control mode that sends little shudders and vibrations through the seat to make the process of accelerating feel more exciting.

Granted, it feels a little gimmicky but Cupra has done an excellent job of making the Raval feel as sprightly as its exterior lines would suggest.

Flick it into Cupra mode via a dedicated button on the steering wheel and, alongside a growling synthesized soundtrack, you’re treated to massive levels of grip.

This results in the ability to round corners with all the thrills of a go-kart, while the dynamic chassis control fitted to this VZ model keeps things flat and firm when the mood takes. Thankfully, it is adjustable through 15 stages, so you can easily get a set up that suits.

But when settling back down into Eco of Comfort modes, the Cupra does its best impression of a sensible, grown-up VW Group product, proving almost perfectly quiet and comfortable when cruising along the highway. The ride quality really is excellent.

Fuel for thought

Having driven almost too many EVs to remember, I have got into the habit of always checking battery efficiency after an event like this.

It’s a great indication of real-world driving, often taking in faster, flowing sections of road (where the regen will help top-up batteries), slower city driving and battery-sapping highway miles.

The Cupra Raval revealed that we averaged around 4.5 miles per kWh after a day of driving, which means we could have happily racked up over 200-miles from a single charge of the relatively small 52kWh NMC battery packs.

Cupra’s official WLTP rating has this pegged at 239-miles, which feels honest and achievable if driving sensibly… which I wasn’t during this particular test.

Raval’s recharging game is strong too, with a 10-80% session taking just 24-minutes from a 105kW DC public charger. It’s slightly longer than close rivals, such as the recent Renault 5 and Kia EV2, but neither of those cars can really be described as feisty.

But perhaps the most striking thing to note from the small, sporty hatchback is that there’s a decent amount of room inside. Two adults can very comfortably sit up front and there’s just enough room in the back for a few friends.

Admittedly, leg room in the rear isn’t exactly generous, but it’s very good in this segment, while the rear trunk is positively cavernous. Mounting the motor at the front results in an impressive amount of space to store bulkier items.

There’s even a clever folding floor that can be set at various levels, making it easier to throw in shopping when space isn’t required or free up a deeper hole for those weekend trips away.

The Cupra Raval offers a beguiling mix of sensible, grown up elements — such as the responsive Android Automotive-based infotainment system, practical interior space and premium-feeling fabrics — and laces it with a hefty dose of fun.

Granted, this isn’t the all-out hot hatch that we might be used to from the ICE era, but it gets very close.

Plus, with VW set to unleash an ID Polo GTI later this year with eerily similar performance figures, it makes you wonder if it’s worth holding out for that revered badge when the Raval VZ is this good.

I bought my first Tesla Model 3 in June 2019. It was my dream car. The promise of getting in, selecting a destination, and the car taking care of the rest was one I bought into.

I originally bought the Model 3 without Full Self Driving (FSD), which at the time cost $6,000. Then about a month later, Elon Musk announced the cost would start going up by $1,000 every few months. So, I bought FSD outright before that happened. I even ordered custom license plates to make it very clear to other drivers my car was driving itself.

A couple of years later, the first beta arrived, and during the next few years, after many updates, it got good. Really good.

I know headlines love to point out when an accident happens during FSD use — and rightfully so — but my overall experience with it as of a year ago was that I felt safe when using it. I could get in, tell it where to take me, and the majority of the time, I only had to babysit.

I used FSD probably 95% of the time; I was behind the wheel. I no longer hated driving.

Goodbye FSD, hello Comma 4

Then, life changed. My wife and I decided to open a pizza food truck, and we quickly learned the truck we planned on using wasn't up for the job of towing our trailer. So, I traded in my Model 3 for a 2025 Ford F-150 Lightning Flash. Bye-bye FSD.

My Lightning came with three free months of BlueCruise, Ford's hands-free driver-assist system that only works on highways. When you're on standard roads, Ford has a basic lane-keeping feature that keeps you within the lines, and that's about it.

After my BlueCruise trial ended, I opted not to pay the $50 a month/$500 a year subscription fee, mainly because it's limited to highways and I wasn't doing a lot of highway driving at the time. In town, I was still able to use lane keep and deal with the super annoying "Keep Your Hands on The Wheel" nag that goes off all the time.

I didn't miss the more advanced self-driving-like features of BlueCruise at all. I got by.

Then, in January, I had shoulder surgery. The extended recovery process meant driving an hour away for physical therapy at least once a week, and I'm still making that same drive. So, I decided to turn my Ford Rewards points into a couple of free months of BlueCruise to help me get back and forth.

Only this time, I loved it. I could cruise up and down the highway at 80 miles per hour, tap the blinker to start an automatic lane change and just relax — all hands free.

With a few weeks left in my extended trial, I decided to sign up for the $500-per-year subscription. While I waited for the charge to hit my credit card, a friend reminded me about Comma.ai, the small dash cam-like device that helps control your vehicle.

In Comma's own words: "It's upgraded active driver assistance for your Toyota, Hyundai, Ford, and more." Comma states it supports over 300 different vehicles.

Knowing I was about to commit to $500 per year for BlueCruise, curiosity got the best of me, and I spent over a week reading everything I possibly could about Comma and how it works.

The overly simplified explanation is that you need to install the device and a wire harness specific to your vehicle. The two components then intercept and send driver assistance commands to your vehicle, enabling hands-free driving on any marked road — not just highways.

I also spent more than a few days reading through and asking far too many questions in the Ford-specific Discord channel. The group there was amazing and patiently answered every single one.

I'll admit I felt very uneasy about random people on the internet writing software that can control my car. I still do, to an extent, but eventually I felt comfortable and curious enough to order the $1,000 gadget.

Install, setup and daily use

A few weeks later, a small box arrived with the camera, the Ford-specific wiring harness, and zero instructions.

Thankfully, there are quite a few YouTube videos detailing the installation process. That process requires installing the wiring harness under the dash, where my truck's Image Processing Module A (IPMA) is located. I had to remove some paneling to get to it, then route the included OBD-C cable from under the dash to my rear-view mirror where the Comma 4 is mounted.

The install process took about an hour, with the most difficult part being connecting the wiring harness to the IPMA — it's such a tiny space and hard to get to, but eventually I got it.

With the harness connected, the Comma 4 mounted, and the cable run, the next thing I needed to do was install an operating system.

The Comma 4 comes with a bare-bones operating system installed, able to do just enough to help facilitate whatever version of driving software — commonly referred to as forks — you want to use.

OpenPilot is Comma's own driving software, but it's not optimized for every vehicle. For my Ford Lightning, I have to use BluePilot, a Ford-specific fork that's customized and optimized to handle quirks in driver-assistance commands, for the best experience.

I went through the software setup process in about 10 minutes, and then it was ready for me to take a short calibration drive. Once that was done, I had my very own self-driving assistant, ready to begin driving me around.

Activating Comma is done using the same buttons I would use to turn on BlueCruise or Ford's lane-keeping features. I can see when Comma is active by looking at the Comma 4's screen for green border indicators where the edges of the lane are, and a solid green line in the middle showing that path the truck is going to take.

It took me a few days of tweaking features and settings to fine-tune how the Comma controls my truck. For instance, out of the box it doesn't handle lane changes for you. You have to enable lane changes, and even then it'll only perform a change when you activate your blinker — it won't do it on its own.

You can even customize how aggressive it is during the lane change, how long it will wait after activating the blinker before changing, so you need to confirm the change by nudging the wheel in that direction before it fully commits. It's really cool stuff.

What's taken me the longest to get just right is adjusting my truck's alignment in a lane. With default settings, my truck was consistently riding the left side of every lane I was in. It wouldn't go over it, but it was too close for my comfort. I spent some more time figuring out the proper setting to adjust and started tweaking. A few minutes later, my truck is almost perfectly centered.

I'm still tweaking different settings, but for the most part it drives just like I want. I continue to experience some very slow ping-ponging — when the car goes from one side of the lane to the other and then back — but it's easily remedied if I just place my hand on the wheel. From what I understand, I may never get fully rid of it.

I've learned a lot along the way, too. In my Ford, the Comma 4 only controls lateral movements to keep you centered in the lane, not longitudinal controls such as speeding up and braking. Ford's ACC system still handles the latter feature – something I found reassuring.

A couple of disclaimers you need to know

There are a few things I want to make clear, should you decide to get a Comma 4 (or one of the older models).

First, you, as the driver, are responsible for your vehicle at all times. The Comma 4 is an assistance device, not a fully-take-over-all-controls device. It hasn't tried to steer me unexpectedly into another lane, but I've seen reports and feedback about a recent update doing just that.

Second, Comma 4 will never offer a Full Self Driving-like point-to-point experience. There are just too many variables to how a third-party device can interact with and control various vehicles. In a Ford, for example, Comma 4 has limits in how aggressively it can steer, which makes tight corners difficult if not downright impossible. A recent update to BluePilot has made progress in this regard, but a 90-degree turn is all but out of the question.

1,000 miles and no regrets

My original intent was to take full advantage of the 30-day no-questions-asked return policy and send the Comma 4 back if I had any reservations after testing it. And, well, that window closed a few weeks ago.

All told, I'm nearing 1,000 miles over 97 driving sessions and 26 total hours since installing the Comma 4 in my truck. Not all of that is with it activated, but I'd wager that 75% or more of those miles were driven by Comma.

It's earning my trust with every drive and scenario I throw at it. The system has built enough confidence that I'm now going fully hands-free on longer drives.

Even with its quirks and limitations, the trade-off is a no-brainer for me. The Comma 4 handles backroads and standard city streets where BlueCruise simply gives up.

Best of all, I don't have to pay Ford $500 a year for a highway-only feature on top of what I already pay for premium connectivity. For a one-time $1,000 hardware investment, I got a sliver of my FSD experience back, saved money in the long run, and gained a system that continuously gets better thanks to an active community.

America has spent decades building some of the biggest, most powerful and least apologetic vehicles on the planet.

Full-size pickups have dominated the US charts for generations, while SUVs have gradually swallowed up everything from family sedan to station wagon sales.

But something strange is happening at the other end of the automotive spectrum. Golf carts are spreading beyond perfectly manicured golf courses.

Electric bike sales are also booming, with an estimated 2.2 million e-bikes imported to the US in 2025 alone, while various low-speed vehicles (LSVs) are becoming more common on public roads — and manufacturers are suddenly talking seriously about tiny electric cars designed for short hops rather than cross-country road trips.

We reported recently that Fiat has just brought its tiny, sub-$14,000 Topolino EV to the US for the first time, while Swiss company Microlino has gone as far as designing an "anti-pickup truck" specifically for American customers. It's called the Spider, and it's awesome.

Even established automotive and mobility companies are increasingly interested in vehicles that occupy the space between an e-bike and a conventional car.

None of this means Americans are falling out of love with large vehicles. In fact, quite the opposite is true. The EPA's 2025 Automotive Trends Report found SUVs accounted for 60% of all vehicles produced in the US in model year 2024.

But perhaps that is missing the point. The more interesting question isn't whether a tiny EV can replace a Ford F-150. It's whether Americans are finally realizing that they don't need an F-150, a three-row SUV or even a conventional crossover for every single journey.

Americans love a short journey

For anyone from the UK (or anywhere in Europe, for that matter), America's obsession with hopping in the car for every journey can be baffling.

Granted, this isn't the case for those living in densely packed cities, such as New York or Washington D.C, but in suburban areas it is the norm.

The Washington Post recently reported that roughly 80% of daily US trips are under 10 miles. It's perhaps no surprise, then, that federal rules already recognize low-speed vehicles (LSV) as a distinct category.

Under NHTSA rules, an LSV is a four-wheeled vehicle capable of traveling faster than 20mph but no faster than 25mph, with states and local authorities able to set additional rules around where and how they can be used.

This goes some way toward explaining the recent golf cart boom that has occurred in certain neighborhoods.

According to The Wall Street Journal, the US golf cart market has grown from around $1 billion before the pandemic to roughly $5 billion, with street-legal carts increasingly appearing in suburban communities and being used for everyday trips rather than just on golf courses.

But these aren't the indistinct boxes that ferry players and clubs around the course, as Americans are increasingly turning to "tricked-out" rides that better mirror their personalities.

Modern street-focused carts can come with seat belts, headlights, turn signals and sophisticated equipment, such as navigation technology and booming sound systems.

"Governments, businesses, and facility operators are adopting electric mobility solutions to reduce emissions while improving operational efficiency across campuses, airports, resorts, and residential communities," a recent report by Persistence Market Research reads.

With more sophisticated carts on the way from the likes of Yamaha, Persistence Market Research says the next few years could prove lucrative for established names.

The automotive industry wants in

The arrival of the Fiat Topolino in the US feels almost like a joke at first glance. It has a $13,995 starting price, a 5.4 kWh battery and a top speed of just 19mph in its initial specification. Even after the planned low-speed vehicle conversion, it will only reach 25mph.

But in much of Europe, these are already commonplace and are categorized as light quadricycles.

The segment allows teenagers as young as 14 to hop behind the wheel in some countries, while also offering the benefits of a small footprint for easier parking, lower taxes and often lower insurance costs.

In the US, a Topolino still might seem absurd, but Fiat has a very specific use case in mind. The tiny runaround is designed around low-speed, short-distance mobility, putting it much closer to a neighborhood EV or golf cart alternative than a conventional highway car.

It has already targeted luxury hotel chains, which will be able to personalize the Topolino with bespoke branding and design touches, while upmarket private residential estates could also benefit from the small electric vehicles as a mode of local transport.

The Verge also reported on Micro's introduction of the Spider to the US market last year. The company's founder claims it isn't built for the 5% of trips where you need to haul a lot, but for the 95% of trips where you are alone. He described it as the "antithesis of massive electric pickup trucks."

The small-car comeback is well underway

Kelley Blue Book reported in 2025 that Americans had started choosing smaller vehicles again, noting that compact SUVs became the country's best-selling vehicle type in 2020 and have continued to grow while midsize SUV sales have retreated.

The publication also noted that three compact SUVs — the Toyota RAV4, Tesla Model Y and Honda CR-V — outsold Ram's full-size pickup in 2025.

However, America's love affair with large vehicles clearly isn't over. According to Cox's June 2026 US sales forecast, full-size pickups and midsize SUVs accounted for more than 30% of the market.

But the growth of compact SUVs alongside low-speed vehicles and other micromobility options suggests there is a growing appetite for something smaller than the traditional American default.

The financial argument is becoming harder to ignore, too. Fortune reported that compact SUVs were gaining in popularity because that's "all Americans can afford", reinforcing the idea that smaller vehicles can offer a more accessible entry point for buyers who don't need the extra size.

As a result, a number of automotive newcomers are looking to exploit this newfound interest, with Rivian spin-off Also revealing its innovative, modular e-bike in the TM-B last year, as well as its fully electric TM-Q cargo platform.

Also's President Chris Yu spoke to me about the "pent-up demand" for something more convenient than a car on America's busy streets, with his team investigating how to reduce the pain points of making the switch to an electric bike or quadricycle.

It's not just the US, either, as Honda recently introduced its tiny Super-N EV to the UK, marking the first time it has offered something from Japan's ever-popular kei car segment outside of its domestic market.

With fuel prices spiraling, the cost of vehicles increasing and cities becoming increasingly congested, consumers are looking for innovative ways to get around, and micromobility could be the next big trend that helps keep the world moving.

For years I've had both iPhones and Android phones to hand — not because I'm particularly flush with cash, but because it's the lot of a tech journalist to have to test and report on both these platforms regularly. It puts me in what I suspect is a small minority of people who use both Apple and Google phones just about every day.

Android and iOS also mean Android Auto and Apple CarPlay, of course. It's my Google Pixel that's my main phone, and so almost all of my driving is done with Android Auto on screen. However, with a 250-mile round trip from Manchester in the north of the UK to the town of Leamington Spa in the Midlands looming, it seemed a perfect opportunity to give the Apple alternative a go — and see if there was anything I was missing.

My car dashboard supports both Android Auto and Apple CarPlay, so I loaded up the Google interface for the trip down south, and the Apple equivalent for the trip back up north — and here's how it went.

Down south with Android Auto

This is the interface I'm most familiar with in my car: it's simple, it's straightforward, and it gets the job done. Aside from a rather annoying bug where it always autoplays audio no matter how many times I turn off the autoplay setting, it's served me well down the years.

That's largely down to Google Maps: Apple Maps has certainly improved a lot in recent times, but I find that it just doesn't have the breadth and depth of Google's offering.

Apple still pulls place reviews off TripAdvisor, for example, while Google provides a host of reviews, ratings, photos, and videos from visitors. (Google Maps is on CarPlay too, but let's set that aside for the time being.)

As always, Google Maps got me safely and quickly to my destination, flashing up time-saving shortcuts when the traffic started building up ahead. It works really well with the recent Gemini upgrade too: asking questions such as "how far until the next rest stop?" brings up the right answer, with the option to add it as an extra stop.

One good example of Gemini's natural language intelligence is when I asked if the next turn would take me east or west along the motorway (freeway). The AI understood what I meant and answered correctly, which meant I was much better prepared for the junction, because I knew the direction I needed to be heading in.

Gemini handled messages with aplomb as well, digging deep into group chats to read out all the messages I've missed, and giving me the option to reply to them without taking my eyes off the road. I tried this with both WhatsApp and Google Chat, and it worked well on almost every occasion (just once there was a failure to send a message properly).

Gemini was also adept at controlling media playback, pausing and skipping and playing audio as required. I did come across one misstep, where Gemini jumped to the next podcast in the queue rather than simply resuming from where it left off. However, for the majority of the time it worked fine and exactly how you would want.

It was no surprise really that Android Auto performed well, as I've been relying on it for so many years. It's not quite perfect, and I'd like to see a few more options in terms of styling and layout, but on the whole it's reliable and intuitive — with the arrival of the smarter Gemini assistant a welcome bonus.

Up north with Apple CarPlay

Apple CarPlay is the interface I'm less familiar with, but I do like its Liquid Glass-inspired aesthetic. I'd say it's easier on the eye than Android Auto, though maybe that's not what's most important from a car dashboard interface.

I think I slightly prefer the CarPlay layout options, where you can have one, two, or three apps on the screen at once. Android Auto offers the same choice, but switches between the two-app and three-app look automatically, depending on context (if you've just got a message, for example). I prefer having the choice to set this specifically.

As mentioned above, Apple Maps is now a perfectly polished mapping app, and got me to my destination with no problems at all. It looks great, but still isn't quite at the level of Google's alternative: I miss the color-coded 'time remaining' indicator, for example, that tells you if traffic's ahead.

I was using the iOS 27 public beta for this test, complete with the new Siri AI upgrade. It's definitely a significant improvement on what we had before (thanks in part to some Google help), but it's still not quite as sharp as Gemini: it didn't understand the 'east or west' direction question, and when I asked when I would hit the next rest stop, it tried to pull up my calendar.

What Siri AI did do well is give me voice control over the rest of the interface: tasks such as playing and pausing music, and skipping between tracks, were no problem at all (I tested this in Spotify, but it should work just as well in all your audio apps).

Sending and receiving messages are two other jobs that the next-gen Siri handles nicely. I was able to keep up a conversation in Messages without taking my eyes off the road, which means other people are able to get updates about where you are without you putting yourself and other road users in danger.

So: no real complaints about Apple CarPlay, and I mostly liked what I saw. If I was to stick with this interface for my driving, I think I'd make use of Google Maps rather than Apple Maps, though obviously neither Android Auto nor Apple CarPlay let you change the digital AI assistant you're using.

Android Auto vs Apple CarPlay: the verdict

I doubt there's anyone who would switch from Android to iOS or vice versa solely because of the vehicle dashboard interface, but it might well play some part in deciding on your next phone upgrade. Even if you're not thinking of switching, you might be wondering how Apple and Google compare here.

To be honest, it's an easy decision for me to stick with Android Auto. Google Maps is better than Apple Maps, and Gemini is smarter than Siri, and maps and AI access are the two most important considerations when it comes to using my phone on the go. Maybe if you have a different priority, like messaging, you might edge towards CarPlay instead.

That's not to say I don't like CarPlay. It looks good and it works well, and it was a little better than Android Auto on the messaging front. In fact, Siri seems to interface with the native phone apps more seamlessly than Gemini — it's just not as good at parsing what you're after or understanding what you mean, in my experience.

In terms of features and app support, the two platforms are pretty similar, and I didn't have any major problems with either of them. It's really the reliability of the core maps functionality and the capability of the voice AI where Google just edges it at the moment, so Android Auto stays as my preferred interface.

Whether you've seen one drop a wealthy businessperson off at the airport or roll up to the red carpet to unload celebrities, the Mercedes-Benz V-Class has long been the vehicle of choice for transporting multiple people in the lap of luxury.

While previous generations have shared plenty with the commercial Vito, the V-Class has always looked to the opulent S-Class for inspiration rather than simply re-skinning a work van.

Now there's a new model in town and it's powered solely by batteries and electric motors. Mercedes thinks it's so classy that the company doesn't refer to it as a van or even an MPV, instead repeating the phrase Grand Limousine in its promotional materials.

It rides on an all-new platform and features an enormous 115 kWh NMC battery in the launch models, which offers more than 400 miles on the official WLTP cycle.

There's also the latest Mercedes-Benz infotainment system inside and a whole host of model derivatives that range from the more everyday to arguably the last word in automotive luxury.

Built for big miles

Despite their inherent everyday practicalities, the van and commercial vehicle market has been relatively slow to adopt electrification.

So far, there has been a smattering of models with the sort of electric range that's fine for last-mile delivery solutions, but becomes a bit of a pain when you actually want to cover some serious distance.

VW's ID Buzz is likely the big Merc's closest rival (if you discount the electric Transporter), but it doesn't feel as spacious or as luxuriously appointed inside. You also have the Kia PV5, which has been very well received, but that too lacks the premium finish.

Plus, you will struggle to achieve any sort of realistic road trip electric range out of both VW and Kia's offerings, with the real-world figure hovering around the 200-250 mile mark before plugging-in is required.

The slightly less powerful, single-motor VLE 300 can manage a claimed 435 miles between charging stops thanks to the presence of the largest 115 kWh battery pack and efficiency learnings from the CLA.

Granted, this is a much larger, brick-shaped object to push through the air, but Mercedes has rounded off as many edges as possible and enabled the air suspension to drop by 40mm at high speeds in search of aerodynamic performance.

Drive sensibly and I'm sure it won't be too hard to get close to those impressive claimed range figures.

Pair this with the ultra-fast 300 kW max charging speeds and you have a vehicle that is designed to go the distance on a regular basis. And boy, will the occupants be nice and comfortable.

The VLE measures over 5.3 meters in length and it's almost as wide as it is tall, offering plenty of head, leg and shoulder room inside. Seating options range from five to eight, with most of those able to be configured exactly how you like — depending on the version, that is…

Decision fatigue

Navigating the Mercedes VLE lineup isn't quite as relaxing as riding inside one, as there's the choice of either the aforementioned VLE 300 or the more powerful, dual-motor VLE 400 4Matic, which delivers 400 bhp for a 0-62 mph time of 6.5 seconds.

Add to that the options of an AMG Line vehicle, AMG Line Plus, Exclusive, Premium or Premium Plus, and it starts to get a little exhausting. Typically, offering plenty of choice is never a bad thing, but here, the trim levels drastically alter the way the VLE's interior feels.

I should give a shoutout to the Mercedes-AMG Monobloc-style alloy wheels that were fitted to a number of test cars, as they were pure class.

But for me, the more basic models make the most sense, as these include the absolutely magnificent Roll & Go seats. Here, all of the rear seats slide on built-in floor rails and can easily be removed — albeit with a little muscle, seeing as they weigh 27 kg each.

As someone who uses a van as a daily vehicle, the design of these seats is genius. Once out of the vehicle, they roll on a set of wheels, making them much easier to store.

I think many manufacturers underestimate how many owners purchase a van for its versatility.

One minute, they want to be transporting six rambunctious kids to a birthday party, and the next they need space for mountain bikes or surfboards. You can do all of that in a base VLE.

Step up the range and things start to get less practical and more lavish, with enormous leather thrones and even a full cinema setup available that sees an 8K, 31.3-inch widescreen display deployed from the headliner.

Press a button via one of the remotes in the rear and privacy curtains on the side windows raise automatically and sunshades block out any light streaming in from the large rear window.

Passengers up front are similarly spoiled in the digital department, with Mercedes' latest massive MBUX Superscreen able to span the entire width of the dash if you so wish.

Even the center console is up for personalization, with the option to have wireless charging pads for smartphones or a cavernous storage area that can keep drinks cool or even heat up a pastry.

Rides on a cloud

Not literally, but all models ride on the German marque's excellent air suspension, which does a fantastic job of wrangling the mass, disguising body roll (to a degree) and, more importantly, soaking up imperfections in the road.

Throw it into corners and, dynamically, it starts to come unstuck, but this isn't a vehicle designed for that, even if the 400 bhp offered by the VLE feels brisk enough to warrant a little exuberant driving.

Instead, it's beautifully quiet, refined and comfortable to drive in all environments. The rear-wheel steering even shrinks the 5.3-meter-long vehicle enough to navigate tight inner-city roads. Mercedes engineers say you can make a U-turn in the width of a tennis court, which isn't bad considering the mammoth footprint.

As you'd expect from the S-Class of the MPV world, there are myriad sound system options and the test cars fitted with the Burmester setup proved mightily impressive, filling the expansive interior with huge, perfectly defined audio.

Being an EV, there's nothing in the way of engine rumble creeping into the cabin, while wind and tire roar are almost non-existent. This is one of the most serene van experiences you're likely to have if, like me, you drive something altogether more agricultural on a daily basis.

A great drive, fantastic range, fast charging, a buttery smooth ride and truly practical interiors — there's very little to fault here… apart from the price.

Mercedes-Benz hasn't revealed official pricing yet, but the VLE is estimated to start at around £75,000 in the UK (around $100,000 / AU$144,000), which is to be expected, given the size of the battery and the amount of tech on tap.

Expect those figures to escalate quickly if you like your daily ride to resemble Emirates Airlines' First Class cabins, although a smaller 80 kWh LFP battery version that arrives next year should bring with it a more 'entry-level' Grand Limousine for the masses.

Let's hope so, because with this and Kia's impressive PV5 at the other end of the spectrum, folks like me who dig that #vanlife finally have a bit of choice when it comes time to ditch the fossil fuels.

• Update adds more Grok commands to Tesla models
• Navigation can now learn recurring stops and plan routes accordingly
• Improved parental controls for the rear screen have been added

Tesla regularly releases major updates to its vehicles that bundle together a host of software upgrades that not only keep its fleet of vehicles bug-free and running smoothly, but also at the cutting edge of in-car technology.

For its Summer Update, Tesla has added a slew of new Grok commands that allow its AI voice assistant to take care of more key vehicle functions, without drivers needing to hunt around in on-screen menus.

When it was first introduced into Tesla models back in 2025, Grok was merely an AI voice assistant that could answer generic questions — it wasn't able to control features on the vehicle.

This has slowly been changing, with a Spring Update earlier this year adding a wake word, and the ability for users to set reminders based on location.

Now, Grok can make or answer hands-free phone calls, skip tracks or change radio stations on the media screen, and adjust the climate inside the vehicle.

Similarly, it's also able to open the glove box — something that traditionally involves navigating an on-screen menu — with a voice command.

On top of the major Grok updates, Tesla has also added improved parental controls for the rear display that's available for a number of models, allowing front-seat occupants to have full control over what's playing in the rear, or lock it out entirely.

Analysis: Grok updates make Tesla more competitive

Despite Elon Musk's wider focus on artificial intelligence across much of his business empire, Tesla has been relatively slow to introduce advanced AI voice assistant functionality into its cars.

Numerous Chinese competitors have long offered smart voice assistants that are able to control key vehicle functions and even open windows, while the likes of BMW, Mercedes-Benz, and Volkswagen have been rolling out a mix of LLM-powered assistants and in-house-developed voice assistants that can deal with general queries as well as more specific vehicle-based requests.

However, Tesla has once again demonstrated that it can improve its vehicles as they age, rather than reserving its hottest new features for new customers only; the Model 3, Model Y and Cybertruck remain some of the best examples of software-defined vehicles on sale today.

• Xpeng says China will soon produce a product to beat the Tesla Model Y
• Co-founder He Xiaopeng says the company isn't far from beating Tesla
• Tech-focused company wants to compete with premium European players

During the launch of Xpeng's upcoming L03 EV in Munich this week, the company's first simultaneous vehicle unveiling in Europe and China, founder He Xiaopeng said that he believed the marque was "not far from beating Model Y," according to the Financial Times.

Not one to shy away from Tesla comparisons, Xpeng has always strived to be seen as more technology-focused than many of its closest Chinese rivals, with humanoid robots, artificial intelligence, and eVTOL lightweight electric aircraft also part of the company's portfolio.

The L03, which is said to have a starting price of €35,600 (around $40,600/AU$58,000), features sporty SUV coupe styling, a 15.6-inch central infotainment display, lounge-style seating, and what the company calls its most advanced intelligent driving capabilities ever introduced to global markets.

"L03 has the potential to be a blockbuster model in terms of being a volume driver and certainly one of the Model Y killers, but not the killer," Lei Xing, founder of Chinese consultancy AutoXing, told the Financial Times.

Having driven the company's G6, which is clearly a Tesla Model Y rival in both exterior design and the technology it offers, I have to agree. I still think Tesla's recently updated Model 3 and Model Y are the better cars to drive.

The software at the heart of those cars also delivers a much slicker user experience.

Secondly, Tesla's Supercharger ecosystem remains one of the cheapest and simplest to use in most markets today. Granted, it doesn't offer the fastest charging speeds, but its convenience and reliability more than make up for that.

Spend any time in a Tesla or with Tesla owners, and they will attest to how simple the recharging process is — from the fact that the vehicle plans journeys based on range and state of charge to the contactless billing process.

Analysis: catching up fast

Having driven Xpeng products in Europe, I have been impressed by the speed at which the company has improved successive generations of its vehicles.

A tangible jump in the quality of the G6's interior, faster charging speeds, and more potent processing power generally made it much easier to live with — not to mention the engineering updates under the skin that made it better to drive.

The latest L03 is reported to push things further with its VLA 2.0 (Vision Language-Action) software that powers its Next Generation Pilot autonomous driving functionality. It will also be the first Chinese automaker to ship a vehicle with Google Maps built in.

But even with this, it's difficult to see Xpeng nailing the simplicity of Tesla's software and ownership experience. That philosophy was built into the company's DNA, with the Model S rapidly becoming regarded as the iPhone of the EV world when it launched some 14 years ago.

Xpeng is undoubtedly making waves in the EV industry, but there were just 900 UK registrations of the G6 during its first 10 months on sale, compared with 24,298 Tesla Model Ys.

Sales in Europe were more impressive, but the Model Y remains the top-selling electric vehicle in many parts of the world, as well as the second most popular in China.

The L03 may well be edging closer to 'Tesla killer' status, but it feels like Xpeng still has a mountain to climb when it comes to convincing customers it offers a superior EV ownership experience.

It’s pretty clear that EVs and software defined vehicles (SDVs) go hand-in-hand these days, and while Tesla paved the way with the Model 3 back in 2017, Rivian, Lucid, and Chinese manufacturers quickly followed. The legacy car manufacturers are taking a while longer to get on board, but are finally catching up. Companies like Hyundai Motor Group, General Motors, BMW, and Mercedes-Benz are starting to launch full SDVs.

SDVs for the win

SDVs are cars with functions and features that are primarily enabled through software and can improve over time via over-the-air (OTA) software updates. I’m not just talking about updating navigation or infotainment, here. Thanks to their zonal architecture, full SDVs use a holistic approach to software updates where every hardware module can be updated OTA, which enables diagnostics and even recalls without a dealer visit.

The cynical view is that SDVs allow greedy car manufacturers to extract revenue from customers via needless subscriptions, but that's short-term thinking. When done right, there are many benefits to SDVs. Companies like Rivian and Tesla issue free monthly OTA updates to fix bugs and add new features to their EVs, to the delight of their customers, while only charging an optional subscription for higher data connectivity and ADAS tiers.

SDVs go beyond EVs

What happens when you extend SDVs beyond EVs to hybrid and combustion vehicles? A few weeks back, I visited Mercedes’ factory near Tuscaloosa, AL, where the company manufactures most of its global SUVs, to get a first look at the refreshed GLE and GLS SUVs. Beyond more powerful engines and the usual mid-cycle cosmetic upgrades inside and out, these SUVs are Mercedes’ first hybrid and combustion SDVs. Well, almost.

Unlike their predecessors, the 2027 GLE and GLS run the company’s MB.OS across all four domains — infotainment, automated driving, body & comfort, and driving & charging — just like Mercedes’ first full SDVs, the all-electric CLA and GLC. Previously, MB.OS was only implemented for navigation and infotainment, like in the current E-Class sedan and wagon. As such, those cars weren’t SDVs. But there’s a catch.

Mercedes notes, however, that “while all of these vehicles leverage MB.OS principles and a domain-oriented software architecture, the underlying hardware, communication systems, software capabilities, and OTA deployment approaches vary by vehicle platform.” As such, the refreshed GLE and GLS, while only partial SDVs, are closer to full SDVs than any other hybrid or combustion car before them.

The 2027 GLE and GLS feature Mercedes’ pillar-to-pillar Superscreen as standard, which consists of three 12.3-inch displays (driver, center, and passenger) behind a single glass surface, and includes a selfie camera for video calls (when stopped) and for selfies, naturally. Video calls require apps like Zoom, which you can download from Mercedes’ own app store. A 3D instrument display and head-up display are available as an option.

Like the all-electric CLA and GLC, the refreshed GLE and GLS feature a generative AI-powered voice assistant which uses OpenAI’s ChatGPT4o, Microsoft Bing Search, and Google Cloud’s Automotive AI Agent (for navigation) — depending on context. The MBUX Virtual Assistant can handle a whole range of natural language requests, from adjusting the climate and music to navigation and even general knowledge queries.

Mercedes’ MB.Drive Assist Pro, the company’s NVIDIA-powered point-to-point level 2+ advanced driver assistance system (ADAS), which launched on the all-electric CLA and GLC, is coming to the 2027 GLE and GLS, first in China, then in the US later this year. This ADAS is similar to Tesla’s ill-named full self-driving (FSD), but in addition to using ten cameras, it also uses five radar sensors and twelve ultrasonic sensors.

In all, the refreshed GLE and GLS show that drivetrain variations aside, it’s possible for all-electric, hybrid, and combustion vehicles to reach parity as SDVs when it comes to infotainment, navigation, comfort, and ADAS. Let’s hope that Mercedes fully embraces this exciting new technology and follows in Rivian and Tesla’s footsteps by releasing free monthly OTA updates to fix bugs and add new features to these new SDVs.

SDVs for all

What’s even more important is that SDVs are starting to extend beyond EVs and luxury cars. Manufacturers like Hyundai Motor Group are launching more affordable hybrid and combustion vehicles that are SDVs. The zonal architecture used by SDVs makes cars inherently less expensive to manufacture since it requires fewer hardware modules and much simpler wiring harnesses (less copper means less cost and less weight).

The South Korean Grandeur sedan and Europe-bound IONIQ 3 SUV are Hyundai’s first proper SDVs. Both cars run the company’s new Android Automotive-based Pleos Connect navigation and infotainment platform, and include Hyundai’s App Market and large language model (LLM)-powered Gleo AI voice assistant. Pleos Connect, the App Market, and Gleo AI will also be coming to Hyundai Motor Group’s future Kia and Genesis cars.

Right now, most of the affordable full SDVs being developed outside of China are EVs. Ford is working on its Universal Electric Vehicle (UEV) SDV platform which will initially underpin an all-electric small truck priced around $30,000. Volkswagen’s upcoming ID.1 city car, destined for Europe and priced below €20,000, is the company’s first SDV. Its zonal architecture and software stack are a direct result of VW’s partnership with Rivian.

Hopefully, these new EV-first platforms can also be adapted to manufacture more affordable hybrid and combustion SDVs. Because while I believe that the future is all-electric, hybrid and combustion vehicles will be sticking around a little while longer, at least here in the US. And considering the cost and feature benefits of SDVs, it would be a shame if manufacturers didn’t deploy this technology across all their upcoming vehicles.

My takeaway

Between 2018 and 2024, I owned two Tesla Model 3s, so I was able to enjoy the benefits of SDVs firsthand. There’s something utterly wonderful about finding an OTA software update waiting in your car every month, ready to deliver new functionality for free. Rivian aside, I have missed this on every other EV I’ve driven since, and because of this positive experience, I will forever associate SDVs with EVs.

But as Mercedes has shown with the refreshed GLE and GLS SUVs, the benefits of SDVs also extend to hybrid and combustion vehicles. SDVs allow the company to provide a consistent and modern user experience across its entire lineup, regardless of drivetrain. Not to mention, SDVs reduce costs and complexity for all manufacturers. As such, I’m looking forward to SDVs becoming the norm for more cars going forward.

Modern cars are becoming increasingly good at reminding drivers about speed limits, upcoming safety cameras and potential hazards. So much so, driving is now soundtracked by a cacophony of irritating bleeps and bloops.

But unless you've bought something new in the past few years, there's a good chance your car is missing many of these features altogether.

Even if it isn't, many factory-fitted systems are far from perfect. Speed camera databases aren't always comprehensive, speed limit recognition can be caught out by temporary signs, while built-in alerts often arrive too late or are buried beneath layers of infotainment menus.

That's where dedicated speed camera detectors come in. These discreet dashboard companions warn of fixed cameras, average-speed zones, changing speed limits and road hazards without requiring you to constantly glance at a navigation or smartphone screen.

Unlike apps such as Google Maps or Waze, most of these gadgets are designed to fade into the background. Once paired with your phone, they quietly monitor your journey, without the need to plumb a destination into the navigation, only piping up when there's something worth knowing about.

Some even integrate with Apple CarPlay and Android Auto, playing alerts through your car's speakers while leaving your preferred navigation app to handle directions.

It is worth noting that the tested and models (below) are available to purchase and are perfectly fine to use in the UK and much of Europe, but aren't widely available in the US and other regions. These are five of the best dedicated speed camera detectors we'd recommend.

You might also like to check out our best dash cams guide, which is packed with buying advice, FAQs and lists the top models available in all regions today, with links to the best deals. These on board cameras can record journeys and provide you with the assurance and legal evidence needed should you get into any incidents, plus act as a security camera for parked vehicles.

1. Ooono Co-Driver NO2

• Price: £69.99 / $95 / AU$143
• Rating: 5/5

Design

The Ooono Co-Driver NO2 sets the benchmark for one simple reason: it makes almost every rival feel unnecessarily complicated.

Designed in Denmark, the compact puck-shaped device looks more like a premium smart home accessory than a piece of automotive hardware. A subtle aluminum outer ring, bright wraparound LED indicator and minimalist styling mean it blends neatly into almost any dashboard without drawing attention to itself.

Its mounting system remains one of the smartest available. Rather than relying on a large adhesive pad, Ooono supplies two tiny magnetic mounting points with discreet 3M backing. Once installed, the device simply snaps into place magnetically and can be removed in seconds for charging or swapping between vehicles. An optional sun-visor mount also allows it to be positioned completely out of sight while remaining within easy reach.

Unlike the original Co-Driver, the second generation features a rechargeable battery that lasts around a month between charges and tops up via USB-C, eliminating the need for disposable batteries or permanent power cables.

Setup

Getting started takes a few minutes. Download the free Ooono app, pair the device over Bluetooth and grant the necessary permissions. Once configured, it automatically wakes whenever it detects your smartphone nearby, meaning there's very little to think about before setting off.

The latest generation also adds native compatibility with both Apple CarPlay and Android Auto, allowing alerts to play directly through the vehicle's audio system while your preferred navigation app continues handling directions. It feels like a small upgrade but makes a noticeable difference during longer journeys, especially if you prefer keeping your phone tucked away.

Perhaps best of all, there are no subscriptions or premium membership tiers to worry about. Once you've bought the hardware, everything else is included. Bonus.

Performance

Fixed speed camera alerts arrive with plenty of notice, accompanied by bright LED flashes and clear audible warnings that are difficult to miss without becoming too irritating. Optional speed limit notifications can also be enabled, providing a gentle reminder whenever you creep above the posted limit.

Now, these can get annoying, but there’s plenty of adjustability and personalization within the accompanying smartphone app, so you can get blend just right.

Reporting hazards is also dead easy. A couple of button presses allows drivers to report mobile speed cameras, accidents or broken-down vehicles, while a dedicated cancel button quickly dismisses false alerts. The controls become second nature after only a few journeys and, crucially, never require you to look away from the road.

The only area where Ooono still trails the biggest smartphone navigation apps is community reporting. While its network continues to grow rapidly across the UK, services such as Waze can still provide more comprehensive reports for temporary hazards and mobile enforcement in some regions.

That said, Ooono's verified speed camera database is very good and rarely got things wrong during testing. Plus, its combination of stylish design, thoughtful ergonomics and genuinely useful alerts makes it the easiest dedicated speed camera detector to recommend.

2. Tom by TomTom

• Price: £69.99 / $95 / AU$143
• Rating: 4/5

Design

If the Ooono is the minimalist Scandinavian option, the awkwardly-named Tom by TomTom is the slightly more extrovert cousin.

The overall concept is basically the same: a small dashboard-mounted unit with LED alerts and physical buttons for reporting incidents. The TomTom device is a little larger and uses a full adhesive ring mount rather than Ooono's tiny magnetic points, which makes it feel more permanent once installed. There is no visor-mount option either, so it is clearly intended to live on the dashboard full-time.

The upside is visibility. The bright LEDs are among the easiest to spot while driving, particularly in strong sunlight, and the rechargeable battery lasts roughly a month between charges, meaning there is no need for a permanent power cable snaking across the cabin.

Build quality is decent, although the plastics don't feel quite as premium as the Ooono's aluminum-trimmed shell. Plus, there are fewer limited edition finishes like Ooono offers.

Setup

TomTom deserves credit for making the onboarding process almost foolproof. Again, it’s all handled through an app, where users create a free account, pair the device over Bluetooth and you're essentially ready to go. There are no subscription tiers, no payment details to enter and very little opportunity for things to go wrong.

The device automatically reconnects when you get in the car and, because it relies on your phone's data connection, camera and hazard information stays up to date without requiring manual downloads.

Performance

In daily use, the Tom by TomTom runs the Ooono devices surprisingly close. Fixed camera alerts are timely and accurate, average-speed zones are handled well and the visual warnings strike a good balance between noticeable and distracting.

The device also warns when you exceed the limit, using a combination of color changes and audible alerts that are difficult to ignore without becoming overbearing.

Reporting incidents is straightforward, with single and long presses assigned to different hazard types, although the button layout isn't quite as intuitive as Ooono's oversized top-mounted control. Finding the correct button by touch occasionally requires a little more finger fumbling than ideal.

TomTom's greatest strength remains its mapping and traffic data expertise. The camera database proved consistently accurate during testing, and the overall experience felt polished, reliable and refreshingly low-maintenance.

For many drivers, it will come down to a simple question: whether you prefer TomTom's brighter, LEDs or Ooono's more discreet industrial design and slick Apple CarPlay or Android Auto integration.

3. Road Angel Pure Sync

• Price: £99.99 / $135 / AU$205
• Rating: 3.5/5

Design

The Road Angel Pure Sync takes a very different approach from the puck-shaped devices above.

Instead of disappearing into the dashboard, it places a small color display front and center, showing GPS speed, speed limits and camera warnings at all times. The magnetic mount is neatly integrated with the USB-C power connection, helping to keep cable routing tidier than many older dashboard gadgets.

Unfortunately, the device still requires constant power, so there is always a cable to manage somewhere in the cabin. Build quality is also less convincing than the price suggests, with a noticeably plasticky shell and a screen that can become difficult to read in direct sunlight depending on where it is mounted.

Setup

This is, by far and away, the weakest link in the Road Angel's armor. Despite the included 12-month subscription, registration still requires payment details, which feels unnecessarily complicated when rivals simply ask you to download an app and pair a device.

Bluetooth pairing also proved temperamental during setup, requiring several attempts before the phone and hardware consistently connected. Once configured, however, the system generally behaved itself and reconnects automatically when you start the car.

Performance

Camera warnings arrive with plenty of notice, while the speed limit system is impossible to miss: the screen flashes red and the device emits a loud voice warning whenever you drift above the posted limit. In fact, the default volume is so aggressive that most drivers will probably dive into the settings menu and turn it down after the first journey.

The live GPS speed display is genuinely useful in older vehicles with optimistic analogue speedometers, although it feels less essential in modern cars that already provide accurate digital speed readouts.

Hazard reporting works well once you've memorized the controls, with incidents submitted to the Road Angel community for verification before being distributed to other users. As with all cloud-connected systems, coverage still depends on local user numbers, and Waze, Ooono and the TomTom device all remain stronger for temporary hazards in some parts of the UK.

The Pure Sync ultimately feels like a halfway house between a traditional sat-nav camera alert unit and the newer minimalist Bluetooth devices. If you value a permanent speed display and don't mind the subscription model, it remains a capable option. If simplicity is the priority, the Ooono and TomTom solutions are easier to live with.

4. Ooono Co-Driver NO1

• Price: £19.99 / $27 / AU$41
• Rating: 4/5

Design

The original Ooono Co-Driver remains available and, placed beside the newer NO2, it is immediately obvious how much the design has evolved.

The first-generation unit is noticeably smaller and arguably even more discreet, blending into the dashboard almost completely once installed. However, it uses a fixed adhesive mount rather than the newer magnetic system, making it less convenient to remove or transfer between vehicles.

It also relies on a coin-cell battery rather than a rechargeable pack, although Ooono claims around a year of battery life before replacement is needed.

Setup

As before, setup is very simple and anyone can have it up and running in a matter of minutes. The device pairs with the Ooono app over Bluetooth and then quietly runs in the background using the phone's data connection and GPS. There are no subscription fees and no complicated menus to navigate.

Performance

For the core job of warning about speed cameras, the NO1 still performs remarkably well. It uses the same Ooono camera database and community reporting network as the newer model, so alert accuracy remains strong.

What you lose are the convenience features: there is no Apple CarPlay or Android Auto integration, no rechargeable battery and no dedicated false-alert cancellation button.

For drivers who simply want reliable camera warnings in the smallest possible package, the original Co-Driver remains one of the cheapest and most discreet options on sale.

5. Snooper My-Speed Plus

• Price: £199.99 / $270 / AU$410
• Rating: 3/5

Design

After spending time with the smartphone-connected devices above, the Snooper My-Speed Plus feels like a product from a different era — and that is not necessarily a criticism.

Rather than a tiny puck on the dashboard, Snooper gives you a full 5-inch color display mounted to the windshield or dash, complete with speed readouts, camera warnings and traffic information. It looks more like a compact sat-nav than a modern Bluetooth accessory, and it occupies a lot more real estate as a result.

The larger screen does have advantages. Speed limits and GPS speed are visible at a glance, while the red-and-green graphics make it very obvious when you have drifted above the limit.

Setup

Unlike the other products here, the Snooper operates independently of your smartphone. The device contains its own GPS receiver and uses Snooper's AURA camera database, so there is no need to keep a phone connected during journeys. Initial setup is straightforward, but keeping the database current requires occasional manual updates via USB using a Windows PC or Mac.

That feels decidedly old-school in 2026, but some drivers will appreciate the complete independence from apps, Bluetooth connections and mobile data.

Performance

Once updated, the Snooper's camera coverage is excellent. Fixed camera warnings are reliable, average-speed zones are handled well and the large display provides far more information than the minimalist LED-based rivals.

The trade-off is size and cost. At £199.99, it is by far the most expensive device in this guide, requires permanent power from a 12V socket and occupies a significant portion of the windshield compared with the almost invisible Ooono or TomTom units.

For drivers who want a dedicated, easy-to-read display without relying on a smartphone, the Snooper remains a compelling niche option. For everyone else, the newer Bluetooth-based devices generally deliver a cleaner, more modern experience.

Which should you buy?

If you simply want the best all-round experience, the Ooono Co-Driver NO2 remains the device I'd recommend. Its combination of elegant design, effortless setup, strong camera database and CarPlay and Android Auto integration makes it the easiest product here to live with every day.

The Tom by TomTom runs it surprisingly close and offers excellent value for drivers who prefer bright, visible alerts from the built-in LEDs. Road Angel Pure Sync will appeal to owners of older vehicles who value the permanent GPS speed display, while the Ooono NO1 remains a brilliant budget entry point.

The Snooper My-Speed Plus, meanwhile, occupies its own category entirely. It is larger, more expensive and more old-school than the others, but its standalone GPS operation means it doesn’t blitz data on your smartphone. Regardless, it’s absolutely massive and feels OTT compared to the others.

• Volkswagen and n+ have unveiled a premium new eBike range
• It features a rear-view camera and radar-based blind-spot warnings
• Smart glasses and a connected helmet complete the safety ecosystem

Volkswagen has taken some of the most advanced safety features from its passenger cars and squeezed them onto an electric bicycle, unveiling what is claimed to be the world's first eBike with an integrated rear-view camera and dashboard display.

Developed in partnership with premium eBike manufacturer n+, the new Volkswagen-licensed electric bicycles are designed around the same "safety-first" philosophy that has informed the German automaker's road cars for decades.

Rather than focusing solely on bigger batteries and more powerful motors, Volkswagen says the new range is engineered to make cyclists more visible to motorists and more aware of their surroundings.

At the heart of the system is Smart View, which combines an integrated high-definition rear-view camera with radar-assisted traffic monitoring.

Neatly integrated into the handlebars, the display takes a real-time feed from a high-definition camera mounted on the rear mudguard that allows riders to see what is happening behind them without having to turn their heads. At the same time, radar sensors, similar to those offered by Garmin, can also warn of approaching vehicles in a cyclist's blind spot.

The technology resembles the camera mirror systems increasingly found in modern passenger vehicles, and the company says it could represent one of the most significant safety advances to hit the eBike market in recent years.

Volkswagen and n+ have also developed a full-length illuminated LED strip that runs through the bike's top tube. The system acts like an automotive daytime running light but can also illuminate red when braking and amber when turning, signaling a rider's intentions to other road users.

An optional Smart Helmet can synchronize with the eBike via Bluetooth, mirroring the bicycle's lighting signals and incorporating a built-in accelerometer that can detect crashes and automatically send text messages to loved ones in the event of an emergency.

Then there are the Smart Glasses, which are perhaps the most futuristic of all. Inspired by automotive head-up displays and developed by engineers who previously worked on fighter pilot helmet displays, the glasses can project navigation instructions, blind-spot warnings and ride information directly into a rider's field of vision.

Peter Jost, CEO of Volkswagen Accessories, Lifestyle and Licensing Business, said that technologies like these are "most commonly known from the automotive world" and that seeing them arrive on an eBike demonstrates how safety systems can "evolve and be adapted in meaningful ways".

Despite the plethora of new technologies onboard, the innovative eBikes are priced to rival premium competitors, with Sport models starting at £3,999 in the UK (around $5,300/AU$7,700), which includes the Smart View rear-view monitor. The Smart Helmet and Smart Glasses cost an additional £499 (around $670AU$960) each.

Analysis: are automotive safety systems the next big thing in eBikes?

As cities become increasingly congested and more people turn to electric bicycles as an alternative to driving, safety is rapidly becoming one of the biggest battlegrounds in micromobility.

While innovations in recent years have largely centered on extending range and increasing power, there has been comparatively little focus on helping cyclists avoid accidents in the first place.

Many companies that specialize in cycling accessories have come up with safety solutions that help increase visibility and awareness of other vehicles, but this often requires cyclists to bolt on awkward pieces of technology.

Having it neatly integrated into the bicycle itself feels like a logical solution, and with commuters looking for ever-cheaper ways to get from A to B, these could very well be the sort of innovations that persuade motorists to ditch their cars in favor of something leaner and greener.

• Three-year contract won't be renewed, police officials claim
• Data and privacy concerns have been cited
• Flock cameras have faced a backlash from a privacy-concerned public

Officials from the Los Angeles Police Department have told the Los Angeles Times that its contract with surveillance camera company Flock will not be renewed due to "serious concerns" around privacy and the data they gather.

The cameras, which are owned by Flock and used by more than 5,000 law enforcement agencies across the US, scan and track billions of vehicle license plates every month, with the resulting data used by police departments to help make arrests and build cases.

However, there has been widespread public backlash due to privacy concerns, with some residents taking matters into their own hands. Recently, an Air Force engineer from Virginia has been accused of cutting down 13 Flock cameras over a six-month period.

According to Military.com, privacy advocates across the country have donated more than $15,000 (about £11,220 / AU$21,660) to the accused's legal defense.

What's more, developers have created a free online mapping tool that allows US drivers to plot routes that actively avoid areas with a dense population of Flock cameras.

The LAPD's chief information officer, Dean Gialamas, told reporters that the contract was not being renewed due to "serious concerns around civil liberties and civil rights issues, particularly around privacy and the data that is being collected from these cameras."

Gialamas added that he hoped the data, privacy, security, and sharing concerns would eventually be "ironed out through a contractual relationship." There is currently no word on whether Flock's cameras will continue to record and distribute data in the meantime.

Analysis: The public fights back

Flock's network of some 80,000 cameras in the US has been chastised by data privacy advocates, with the likes of 404 Media carrying out numerous investigations that highlight how easy it is for this surveillance data to fall into the wrong hands.

According to TechCrunch, researchers have also identified an increase in the number of documented cases where motorists have been pulled over, detained, and even jailed due to false positives and errors with license plate readers.

We also recently reported that an investigation by the Electronic Frontier Foundation found that more than 50 federal, state, and local agencies ran hundreds of searches through Flock's national network of surveillance data in connection with protest activity.

One motoring journalist in the US was even tracked for days and eventually 'boxed in' by police over a Flock-based mix-up with the license plates attached to the press loan vehicle he was driving.

As public distrust in Flock's safety cameras mounts, we could see more agencies follow LAPD's lead in pushing back on the technology.

• Xiaomi reveals its first extended-range electric vehicle
• SkyNomad will sit separately from its pure EV Xiaomi Auto company
• The 1.5-liter engine is manufactured by Changan's subsidiary Harbin Dongang

Xiaomi is set to enter the hotly contested luxury SUV sector with an all-new business that it has dubbed SkyNomad.

Fresh off the success of both the SU7 and YU7, the former of which has outsold the Tesla Model 3 in the Chinese market, smartphone-maker Xiaomi sees a gap in the market for its first extended-range electric vehicle (EREV), which sees a gasoline engine act as a generator to charge battery packs on the move.

While the powertrain is still in its infancy in Europe, with just the Leapmotor C10 REEV and Mazda MX-30 R-EV currently on sale in many markets, it has experienced sales success in much of China.

Li Auto is the current market leader, with six models offering a mix of combustion engines and battery packs, while AITO, Deepal, Avatar and Leapmotor also offer similar solutions.

Unlike traditional plug-in hybrids, which use a gas engine to drive the wheels or charge the batteries, EREVs rely solely on a fully electric powertrain for propulsion, with the combustion engine serving as a generator to charge the batteries.

According to Car News China, Xiaomi's SkyNomad brand will offer the N70 and N90, the latter coming as a full-size, three-row SUV with rotating front seats, a full leather premium interior, and an N90 Max Camping Edition that adds a pop-up roof and a built-in side awning for upmarket camping trips.

SkyNomad is also selling the idea of modularity, stating in its promotional material that the cabin can transform into a studio for one, a cafe for two, a meeting room for three, or a play area for the whole family.

Under the skin, a 1.5-liter gasoline engine from Changan's subsidiary, Harbin Dongang, sends power to a 76 kWh ternary NMC battery pack in the N90, while a pair of electric motors team up to deliver 310 kW (416 hp) of power.

Analysis: unnecessarily enormous

Xiaomi's decision to launch an EREV-focused brand, SkyNomad, is a clear shot at market leader Li Auto, which is experiencing a 74% year-over-year sales decline in the first four months of 2026, according to Electrek.

The introduction of EREVs to Xiaomi's stable will undoubtedly help it boost sales in China, but it's difficult to get away from the fact that the N90 is absolutely enormous. It measures over five meters in length and weighs 3,361 kg, which makes the 416 hp feel slightly underpowered.

Car News China says the N90 can manage around 230 miles before the batteries are depleted, by which point the 1.5-liter engine is called upon. Overall range is in excess of 1,500 km — or around 930 miles.

It's also interesting that Xiaomi, a company that found great success with pure EVs, is pivoting back to fossil fuels.

All of the PR coming out of China suggests that its public EV charging network is both faster and more widespread than most other markets, which raises the question of why the market needs big, heavy range extenders like this in the first place.

Driving the length of Britain is an expensive endurance test that isn’t overly kind to the environment, but this week I helped do it for free, minus the emissions.

A standard Renault 4, the kind of car parked on any suburban street, has covered the circa 870 miles from Land's End to John o'Groats without taking a single unit from the grid or burning a drop of petrol. Every electron came from the sun. The same journey in a petrol car works out at £120.48 in fuel (around $160 / AU$230), or £240 there and back (about $320 / AU$460), while the Renault's bill was nothing.

This was the 'Easee Sun Run', a bid to drive a standard production EV the entire length of the country on solar power alone for the first time. The car was the £27,000 (about $36,190 / AU$52,150) Renault 4 E-Tech ‘Plein Sud’ — French for ‘Due South’, and a small in-joke given it was going to be driven very much north. You can order one now, although it carries no solar panels of its own, a fact that baffled onlookers the whole way up.

The charger is an Easee smart charger you can fit at home, while this particular Renault also had a secret weapon. In the boot was a 300kWh battery pack built by OnBio from second-life cells, the sort pulled out of EVs that were damaged before they ever reached a forecourt. Think of it as an oversized power bank for devices thirstier than a smartphone.

Here comes the sun

Power Logistics, a firm that normally keeps the lights on at festivals and 'Trooping the Colour', spent a week filling it from a solar farm before the off. "All of the energy we're using is for free," its director of operations Ian Peniston told me. "It's from the sun." Charged up, the pack holds enough to refill the little Renault six times over.

The man who dreamed up the record attempt is Jeremy Hart, an automotive adventurer who has driven a Land Rover to China, crossed America on dirt for sport, and installed the world's most remote public charger on St Helena.

The idea arrived after finding himself in the Canadian Arctic, charging an EV at minus 40C. If solar worked there, he reasoned, could it work here with the infrastructure we already have? The hard part was never the driving. It was finding solar farms that could promise the power going into the car was from the sun and nothing else, rather than the usual blend that flows off any site wired to the grid.

The route doubled as a tour of British solar at work. It began in Cornwall at Roskilly's, an organic farm and ice-cream parlor that runs on 316kW of panels and sent the car off with a tub of one-off "Easee peasy lemon squeezy" in the back. In Somerset, the convoy called at J B Wheaton & Sons, a haulage firm that laid down the UK's first commercial solar farm back in 2011, a 3.3MW array it built not to sell power but to wean its own lorries and sheds off a 38,000-liter diesel delivery every fortnight.

Whaley Bridge Cricket Club in the Peak District has run its bar and floodlights on 12kW of roof panels since 2021, proudly solar only. County Durham introduced Power Roll, which prints flexible, crisp-packet-thin solar film off a roll, light enough for the millions of roofs that cannot take the weight of glass and silicon.

Solar system

A few miles from Power Roll, Durham University's student team rolled out the eighth generation of its solar race car, four square meters of panels feeding a motor that sips 900W, about half a hairdryer.

Hand it the stored charge the Renault used to reach John o'Groats and, on the team's reckoning, the little racer would make it almost around the world. "We're a nation of inventors," Hart said. "The World Wide Web is ours, the jet engine was British. What happens quite often is that those innovations get picked up by other countries and commercialized." Solar, designed and printed in Britain, is the part he wants to keep here.

Hellbent on taking some of the glory, I joined for the final leg, Inverness up to the famous signpost at John o’Groats, and took my turn at the wheel. The brief was simple. Eco mode, hold to the limit, drive as you would on the school run. On a red-alert heatwave day, air conditioning running and four grown men aboard, the Renault did not grumble. We sat on a steady 243 miles of real-world range, roughly what Renault quotes, while the team averaged around 200 throughout.

Hart, who has covered the planet looking for motoring challenges, had strangely never driven his own country from top to bottom. "You realize what a beautiful place the UK is," he said. "It's only a thousand miles long, but there are some amazing roads. And if you can enjoy them in an EV, that's good, because otherwise you're throwing away all the joy of driving.”

Great Scott!

The journey sprang one absurdity. A cattle grid being replaced in Yorkshire sent the team 25 miles out of their way, a fair detour to go around a hole in the road.

The east coast of Scotland, meanwhile, was drenched in sun, and somewhere along it, we even stumbled on a sheep with its head jammed in a stock fence. We stopped, worked it loose, and watched it trot back to two lambs that began feeding as if nothing had happened. At John o'Groats, the welcome was a knot of bemused tourists, some from as far as Hong Kong, and a Czech biker gang, most of them on Harleys, who could not quite take in what the car had just done.

The entire run needed about six full charges at four hours each, so call it 24 hours of charging against the 16 hours of driving the route takes. Over the whole run the car drew 276 kWh, every unit of it solar. The panels gathered 555 kWh along the way, near enough twice what the car used, so there was sun in hand to have turned around at John o'Groats and driven all the way back to Land's End.

Gaps are also created by charge speed, not range. The Renault accepts a steady 11kW, but it’s short of what Easee's three-phase charger could push. Do this on a public network, Hart says, and you would win most of that time back. He proved it at the finish, plugging into a 50kW public charger, going for fish and chips, and returning to a full battery.

To keep the record clean, the team set itself a rule. They had to arrive with at least as much charge as they held when they took their first top-up, so nobody could claim a scrap of grid power had crept in before the start. That figure was 20 per cent. We rolled into John o'Groats with 28.

On the first morning in Cornwall, sea fog sat on the Lizard peninsula, the panels barely stirred, and the whole departure hung in the balance until the sun burned through. You notice your dependence on the light when there is no tank to fall back on. The same route in a small petrol car would have put around 78kg of CO2 into the air, more in anything larger. The Sun Run produced nothing worth counting.

What stayed with me while driving through the endlessly spectacular Highlands of Scotland was just how many homes had solar panels on their roofs. If the technology earns its keep in a country that spends half its winter in the dark, it earns it anywhere. Although it is just as well, the record attempt was intentionally scheduled to take place on the summer solstice to maximize daylight.

Electric feel

Gareth Simkins of the trade body Solar Energy UK puts the wider picture into perspective: On one April afternoon this year, solar met 46 per cent of Britain's electricity demand. A pyramid-shaped office in Edinburgh, visited earlier in the run, generates enough each year to send this Renault end-to-end 135 times.

"Electric vehicles and solar were made for each other," says Easee's chief executive, Anthony Fernandez. "I think this journey proves exactly that." His chief innovation officer, Kjetil Næsje, believes the challenge is to make them "talk better together", so the power reaching your car is the power you choose.

Full disclosure, you cannot yet pull into a solar farm and fill your boots, and Hart is the first to say so. "It's not really publicly possible to do what we've done yet," he told me. “But everyone wanted this to work, and I didn’t meet a single person who said 'This is a bad thing’." Fit your own panels and a home battery, and you are within reach of charging an EV on sunshine alone.

The run also arrives as the UK government looks to legalize the plug-in solar kits that Germans have hung off their balconies for years, making your chase for the sun that bit easier.

There was a tidy symmetry waiting at the finish. The car reached John o'Groats on the evening Scotland met Brazil at the World Cup, and the village’s 8 Doors distillery had marked the same fixture with a limited 28-year-old single malt, the Seven Sons "Spirit of Brazil", drawn from a cask filled in 1998 when the sides last met. It sells for £240 (about $320 / AU$460), the same as the petrol we didn’t buy. A fitting prize, collected in person.

Hart has driven to China and across America and feels no need to repeat either. This one he rates differently. Crossing the whole country without paying a penny to move the car, he said, "is bonkers". Hard to argue, standing at the top of Britain with a full battery, a bottle of whisky, and nothing on the fuel receipt.

Another year, another swelteringly hot Goodwood Festival of Speed, as the 11th Duke of Richmond's garden becomes one of the busiest — and noisiest — moving motor shows on the automotive calendar.

While it is an excuse to thrash all manner of new supercars and historical racing machines up 1.16 miles of haystack-lined driveway, it is also a destination for fans to get a glimpse at upcoming vehicles from the world's most recognized automakers.

In recent years, legacy brands have largely been pushed aside to make room for new players in town, with the likes of BYD and MG sporting some of the largest and most impressive stands at this year's event.

It wasn't exactly a bumper year for new reveals and dazzling concept cars, but there were several EVs and electric concepts to get excited about. These are my picks from the show.

1. Mercedes-AMG CLA 45 4MATIC+

Ignore the ridiculously long name, as Mercedes' impressively efficient CLA has been given the AMG treatment. The figures are nothing short of astonishing: 671 bhp from the tweaked electric powertrain, a 0-62 mph sprint time of just 2.7 seconds and a 177 mph top speed with the AMG Driver's Package option selected.

All of this performance comes courtesy of three high-performance axial-flux e-motors, with one on the front axle and two on the rear providing the monumental shove. Interestingly, there's also simulated engine noise and the option to play around with virtual gear changes.

Naturally, it comes packing more aggressive bodywork and distinctive AMG badging throughout, with prices expected to start at around £65,000 in the UK — or around $87,000/AU$125,000.

2. MG GO Concept

We have been waiting a long time to see what British brand MG, which is now owned by Chinese automotive giant SAIC, will do with its all-electric supermini, which is destined to do battle with the Renault 5, Kia EV2 and an ever-growing number of quirky small cars.

The MG GO Concept gives us our best look yet, although the overly aggressive body kit, diffusers and trunk-lid spoilers likely won't make it into final production. Still, it looks like it could be a lot of fun, doesn't it?

What's more, the MG4 X Power caught most people by surprise when it first hit the market in 2023, offering hot hatch thrills and a supercar-baiting 0-62 mph sprint time of just 3.8 seconds at bargain prices — proof that the revitalized MG is capable of embracing its silly side when it wants to.

3. BYD Shark

BYD's stand was, once again, extremely impressive this year, taking up one of the largest footprints of all exhibitors. Outside, showgoers could register to take a passenger ride as the company's latest pickup tackled a purpose-built off-road course.

The hulking truck, which comes to Europe for the first time this year, delivers a total of 430 bhp from its 'Super Hybrid' drivetrain, while the massive 32.2 kWh battery pack is good for a claimed 56 miles of pure EV range.

The Chinese automaker says it offers an impressive WLTP combined fuel efficiency of 81 mpg, can tow up to 2,500 kg, and features the latest technology, such as vehicle-to-load capabilities, so owners can power everything from tools to camping essentials.

In the UK, the BYD Shark will start at £47,290, which is roughly the same as the Ford Ranger PHEV — its only real plug-in pickup rival for the time being.

4. Alpine A110 Future

Since Porsche has placed its all-electric sports car dreams on hold, it is now up to French manufacturer Alpine to pick up the mantle.

Packing an all-new Alpine Performance Platform, this pure-EV version is low, wide, and suitably punchy in the performance department, with two electric motors on its rear axle that will make it 'even better' than the petrol version, according to Alpine boss Philippe Krief.

Further details are being kept tightly under wraps, but it looked menacing as it silently wafted up the famous Goodwood hillclimb. Electric sports cars clearly aren't dead and if you want proof, check out the…

5. Denza Z

BYD's upmarket offshoot wants to take the fight to Porsche, McLaren and Bentley with its swooping performance EV.

The Denza Z offers an eye-watering 1,604 hp from three powerful electric motors, priced at just under £143,000 (around $192,000/AU$276,000) for the standard Coupe version. There will also be a more expensive droptop convertible and a potent Racing version that gets masses of aero kit.

That car manages the 0-62 mph sprint in a mind-bending 1.96 seconds and a top speed of 217 mph. It can be used every day, too, with second-generation 76 kWh Blade battery tech delivering around 245 miles of range and 1,500 kW Flash charging compatibility for ten-minute top-ups.

For decades, Audi's RS division has built its reputation on extracting astonishing performance from combustion engines, pairing muscular powerplants with the brand's legendary quattro all-wheel-drive system to create machines that could embarrass exotic supercars while carrying an entire family… and their pets.

But times have changed. Stringent emissions regulations, the soaring cost of fuel and the industry's rapid shift towards electrification all mean that even Audi's most revered performance badge can no longer ignore battery packs.

Rather than resisting the inevitable, the Ingolstadt-based company has embraced it, introducing a plug-in hybrid powertrain to the RS 5 for the very first time. If that sounds like sacrilege, bear with me.

Because after spending time behind the wheel of the new RS 5 Avant, it's clear Audi hasn't simply bolted on some battery cells to appease legislators. Instead, it has used electrification to build its most technologically advanced RS model yet.

The numbers certainly make a compelling argument. A 2.9-liter twin-turbocharged V6 now works alongside a 130kW electric motor to produce a combined 639hp and 590 lb-ft of torque. That's enough to launch the angry-looking estate from 0-62mph in just 3.6 seconds before continuing on to a top speed of 178mph.

More surprisingly, the 25.9kWh battery (22kWh usable) also allows for up to 50 miles of all-electric driving, meaning many daily commutes can be completed without the V6 ever barking into life.

It's a remarkable breadth of ability for a car that wears one of Audi's most performance-focused badges. There is, however, one unavoidable downside.

At 2,370kg in Avant form, this is also by far the heaviest RS 5 ever produced. Physics hasn't suddenly stopped applying just because there's a charging socket hidden beneath the bodywork.

Fortunately, Audi's engineers have spent years developing an arsenal of clever chassis technologies designed to disguise that weight.

Lightening the load

Spend a few miles behind the wheel and it's immediately obvious that the biggest engineering challenge wasn't adding more power. It was making sure you couldn't feel the additional mass the big Audi is carting around.

The latest RS 5 rides on revised five-link suspension at both ends, complete with new bushings, refreshed suspension links and adaptive twin-valve dampers that can independently control compression and rebound.

Even rolling across broken urban streets, the ride quality is noticeably more compliant than you'd expect from a car wearing enormous alloy wheels and packing the sort of performance stats that should be reserved for a race circuit.

Audi says it specifically tuned the suspension for the scarred road surfaces found across Northern Europe, rather than focusing purely on track performance, and that effort shows.

Select Comfort mode and the RS 5 settles into an effortless grand tourer, cruising silently on electric power while cruising the congested streets with ease. It’s no more difficult than piloting any one of today’s two-pedal electric vehicles. One pedal makes it go, the other makes it stop.

But switch into Dynamic or one of the dedicated RS modes, however, and the car transforms into a snarling beast.

Throttle response sharpens, steering gains weight and the drivetrain becomes noticeably more aggressive, but the biggest difference comes from a piece of technology most drivers will never actually see.

Audi's legendary quattro system has always been synonymous with enormous grip, but the latest RS 5 introduces one of the most significant changes in its history.

Instead of relying purely on mechanical differentials, Audi now employs an electromechanical torque-vectoring system capable of distributing power between individual wheels in less than 15 milliseconds. Have I lost you yet?

No? Good. Because an 8kW water-cooled electric motor continuously adjusts torque delivery under both acceleration and braking, helping rotate the car into corners before maximizing traction on the exit.

The effect is mightily impressive. Despite carrying more than two tonnes, the RS 5 changes direction like a hatchback, masking much of its weight and inspiring huge confidence through faster bends.

For the first time in an RS 5, Audi has also introduced a much stronger rear torque bias in its most aggressive driving mode, allowing owners to bypass the unrelenting grip of all-wheel-drive and light up the rear tires.

Not one to be tried on public roads, this 'hooligan' mode also includes a drift analyzer within the infotainment system that measures drift angle and G-forces for drivers taking the car onto a circuit. It’s not essential, but undeniably cool nonetheless.

Hybrid power done properly

Performance plug-in hybrids often suffer from a split personality.

Some deliver effortless electric commuting but feel detached once the road becomes interesting. Others prioritize outright performance but offer such limited electric range that the charging port feels little more than a tax-saving exercise.

The RS 5 largely avoids both traps. The electric motor fills the torque gap before the twin turbochargers are fully lit up, making acceleration feel relentless regardless of engine speed.

The transition between electric and combustion power is impressively smooth, while the eight-speed transmission delivers satisfyingly aggressive shifts that kick you in the gut when the more focussed drive modes are selected. It feels gloriously old-school.

Audi has also completely redesigned the exhaust system, allowing the active valves to open to almost any position depending on the selected driving mode. In EV mode the car slips through traffic in near silence, but switch into the sportier settings and the V6 develops a deep, burbling soundtrack.

Equally impressive is the braking system. Like many modern hybrids, regenerative braking works alongside traditional friction brakes to recover energy, but the calibration here is excellent.

The transition between regenerative and hydraulic braking is almost impossible to detect, while the optional carbon-ceramic discs deliver extraordinary stopping power once speeds begin to climb.

At 17 inches in diameter, the front brake discs are almost as large as the wheels fitted to many city cars, and the stopping performance reflects that. Most importantly, none of these systems feel as though they're competing with one another.

For tech’s sake

If the RS 5's chassis is a masterclass in using technology to enhance the driving experience, the cabin is a more mixed affair.

Like the latest A5 range, the RS 5 adopts Audi's new MMI Panorama digital cockpit, replacing the beautifully simple, driver-focused interiors of previous generations with an array of displays that dominate the dashboard.

There's no shortage of screen real estate. A crisp 11.9-inch digital driver's display sits behind the steering wheel, joined by a 14.5-inch central infotainment touchscreen running Audi's latest software. Buyers can also specify a 10.9-inch passenger display, allowing the co-driver to access navigation, entertainment and selected vehicle functions independently.

Graphics are sharp, processing is quick and the interface feels considerably more responsive than older Audi infotainment systems. Wireless Apple CarPlay and Android Auto are both included, while configurable RS-specific displays provide quick access to performance data, power distribution and hybrid energy flow.

But the optional passenger display feels even more out of place here than it does on other Audi and Porsche products. During ‘spirited’ driving, it's difficult to imagine anyone wanting to spend much time interacting with yet another touchscreen for fear of losing their lunch.

Likewise, Audi's ever-growing collection of configurable driving modes, suspension settings, steering weights and drivetrain options offers huge flexibility, but also introduces a level of complexity that borders on overwhelming.

The everyday supercar

Performance estates have always been about delivering supercar pace without sacrificing practicality, and despite the additional battery hardware, the RS 5 Avant still performs that role admirably.

The sports seats strike an excellent balance between support and long-distance comfort, making it easy to imagine covering hundreds of motorway miles without complaint.

Rear passenger space remains adequate rather than generous, although adults will still fit comfortably enough for longer journeys. There’s also an RS 6 on the horizon if you need something even bigger.

The plug-in hybrid system inevitably eats into luggage capacity compared to previous generations, with the Avant offering 361 liters of boot space or 1,302 liters with the rear seats folded.

That's less than key rivals, like the BMW M3 wagon, but still more than enough for family duties or a weekend away. More importantly, the plug-in hybrid powertrain transforms the way the RS 5 can be used every day.

With up to 50 miles of electric-only driving available, many owners could complete their weekday commute without using a drop of petrol, only unleashing the full 639hp when the road — or the mood — demands it.

Charging isn't class-leading, with DC rapid charging capped at 40kW, meaning replenishing the battery takes longer than newer EVs. But most owners will charge on a driveway or in a garage home, where the battery will be fully brimmed each morning.

Audi's decision to electrify the RS 5 was always going to divide opinion. But after spending time behind the wheel, it's difficult to argue that the technology hasn't made the RS 5 objectively more capable.

The plug-in hybrid system isn't just there to reduce emissions or improve fleet averages. It genuinely enhances the driving experience, delivering instant electric torque, meaningful zero-emission range and seamless integration with one of Audi's most sophisticated chassis packages to date.

What's more impressive is the sheer breadth of its ability. Few performance cars can creep silently through city traffic on electric power before transforming into a 639hp all-wheel-drive monster capable of embarrassing dedicated sports cars on a twisting road.

The suspension is superb, the torque-vectoring system is nothing short of remarkable and the way Audi blends regenerative braking with enormous carbon-ceramic stopping power demonstrates just how refined modern performance hybrids have become.

Hardcore driving fans will still bemoan the sheer amount of weight here, but this is the reality of modern super saloons and estates. If you want to avoid eye-watering tax sums and fuel bills, a hybrid system is the only way.

But Audi has shown that plugging in doesn’t ruin the fun. The RS 5 still feels like a very special car.

• The EU's General Safety Regulation is set to be expanded
• Driver Distraction Warning systems will need to be fitted to new cars
• Privacy advocates are already voicing data concerns

As of this week, the European Commission has stated that all new vehicles registered in the European Union will have to be fitted with Advanced Driver Distraction Warning (ADDW) systems to comply with new, more stringent safety legislation.

While European roads are among the safest in the world, the European Commission said in its announcement that "the number of deaths and injuries from road accidents is still too high." As a result, it is set to expand its General Safety Regulation to include several new requirements.

Among the new requirements are advanced emergency braking systems that detect pedestrians and cyclists, as well as "better forward vision" and camera-based driver distraction technology that audibly warns drivers to pay attention to the road.

Many new cars already feature this technology, which uses a small camera mounted behind the steering wheel or somewhere above the infotainment system in the center of the dashboard.

Constantly active, the system monitors the driver's eyes and facial expressions, intervening if it detects that the driver is looking away from the road for too long.

Today's manufacturers' systems range from audible bleeps and on-screen safety notifications when it detects distraction, to the deactivation of automated cruise control and other functions.

Critics have already hit out at the decision, with the European Conservative describing the commission's move as the "latest annoying piece of EU overregulation," which arrives with little clarification on how the data will be handled.

These ADDW systems should operate in a closed-loop system, where all data is processed locally in the car and never uploaded to any third-party server.

However, since April 2018, all newly approved passenger cars and light vans in the EU have been required to include an eCall emergency system that automatically contacts emergency services in the event of a serious crash.

This, coupled with the fact that consulting firm McKinsey predicts that 95% of all vehicles will be connected to the internet by 2030, means it isn't a huge stretch to think that driver-monitoring data could eventually leave the vehicle.

Analysis: a data privacy nightmare

Analysis by Mozilla in 2023 examined the privacy policies of 25 car brands and found that every single one failed to meet its own privacy and security standards. Mozilla concluded that cars were "the worst product category we have ever reviewed for privacy."

In 2024, the Texas Attorney General opened an investigation into several automakers following reports that they had been collecting large amounts of driver data and selling it to third parties.

As the European Conservative points out, there is currently very little clarity from the EU over how driver data is handled, meaning there is the potential for these systems to eventually help determine insurance premiums or act as evidence in a court of law, for example.

Beyond this, ADDW technology can also prove extremely distracting when implemented poorly.

I've lost count of how many times a system has warned me to pay attention when all I'm doing is trying to find a simple function in a baffling series of touchscreen menus.

On the one hand, Euro NCAP says it will target "annoying" safety tech, but on the other, the European Union is mandating greater reliance on these systems. Now is a confusing time to be a motorist.

• The Topolino will start from $13,995
• Customers will have to pay extra to make it road legal
• A/C comes courtesy of removing the doors

The US is about to get one of the cheapest electric vehicles ever offered for sale, as the Stellantis Group has confirmed that the tiny Fiat Topolino will be available Stateside.

Starting from just $13,995 (plus a $990 destination fee), the compact electric runaround features an equally minuscule 5.4kWh battery pack that delivers just 46 miles of range on a full charge. There's also a distinct lack of creature comforts.

Based on the Citroën Ami, the glorified golf cart is designed to offer a mobility solution for busy European cities, with the model classed as a light quadricycle (category L6e) that sees the law regard it more like a four-wheeled scooter or moped than a traditional passenger car.

This allows drivers as young as 14 to get behind the wheel in some European countries, and with the lack of a stereo, air conditioning, or an infotainment display (there is a smartphone cradle), the vehicles are about as basic and easy to maintain as they come.

That said, micromobility options like this are on the rise in the USA, where a craze for golf carts seems to be sweeping the nation.

According to a report by Today, residents of affluent neighborhoods are using electric carts for everything from grocery shopping trips to school drop-offs.

Golf cart manufacturer Club Car says the market value has soared from $1 billion pre-pandemic to more than $5 billion today.

Fiat hopes to cash in on this boom, with a range of stylish Topolinos that arguably have slightly more character than your average golf course transportation.

Analysis: Cute, but not really a car

Thanks to its restricted top speed, diminutive proportions, and limited crash safety features, the Fiat Topolino isn't really classed as a traditional "car" in North America.

In fact, should customers want to use it on public roads, they will have to pay for a special conversion kit to raise the top speed to 25 mph and make it street legal on roads with speed limits of 35mph or less.

According to CNBC, Stellantis won't charge extra for this, but a mandatory destination fee of $990 will see the final price increase to $14,985.

The impossibly cute car, which roughly translates to "little mouse" from its native Italian, will also go on sale in the UK, with prices starting from £8,995.

Numerous models and special editions have already been touted, including a Sport edition that adds bespoke wheels, colors, and badges.

Fiat also unveiled a Multiplina concept (see above) that takes the Topolino platform and stretches it to act as "the missing link between a Topolino and a car," according to its maker.

There's no word on when we will see that go into production, but order books for the standard micro machine are already open in most markets.

• Website maps open source accident data onto an interactive map
• Users can see the most dangerous roads around them
• Collisions are graded in severity

Cyclists, pedestrians and careful drivers could find the data offered by interactive online mapping service RoadRisk invaluable when attempting to plan the safest routes for getting from A to B.

The online tool, which uses OpenStreetMap at its core and STATS19 accident reports from police forces in England, Scotland or Wales, handily plots all collision data from the year 2000 to 2025 onto an easy-to-navigate map.

Simply punch in a post code and the website will reveal all accident data from some 350 local authorities over the past 25 years, colour-coding each based on the severity of the collision: slight, serious and fatal.

Not only can you see the most dangerous routes in your area, or in a proposed location, you can also delve into the data to see date, time, location, road and junction details, weather and surface conditions, as well as full records for each vehicle and casualty involved.

The STATS19 data does not contain names, addresses, phone numbers or vehicle registration details, with only age, sex and an area-level deprivation score given.

Interestingly, the site’s homepage also lists the worst roads for fatal crashes (that will be the A38) and the worst local authorities for collisions, which is Birmingham.

RoadRisk says the UK’s Department for Transport typically publishes each year's accident data around September of the following year, with the maps updated shortly after each release.

Analysis: A handy tool for parents and cyclists

RoadRisk is an interesting proposition and, while you can’t plan a route using the software and navigate via the ‘safest’ roads, it is a great tool for scoping out accident hotpsots in the local area.

As a parent with children old enough to walk to school alone, it was interesting to explore the roads near me with the highest accident rates. More interestingly, many of those involved individuals aged between 11 and 15.

Those shocking results backed up my decision to walk them across some of the most perilous routes before waving them off in the mornings.

Similarly, there are a number of roads in my local area that appear to be hotspots for collisions involving cyclists, which could well inform the next route I take into town.

What’s more, RoadRisk says anyone can use the data to quote statistics, take screenshots, and use the information for any purpose — a boon for anyone lobbying the local authority for safer roads.

• New data from battery analytics company Recurrent has been released
• It shows the average EV retains 95% of its original battery capacity
• Battery replacement rates have dropped dramatically over recent years

A new study from battery analytics company Recurrent has revealed that the average electric vehicle retains up to 95% of its original driving capacity after five years on the road.

Although early EV manufacturers were concerned that battery packs would degrade to the point where they would need replacing, the data is now showing that the cells are dramatically out-performing original predictions.

According to a report by The Wall Street Journal, the findings point to the fact that advances in battery chemistry, thermal management systems, and vehicle software have significantly improved battery longevity, allowing EVs to effectively travel the same sort of distances as their ICE counterparts without the need for a battery pack replacement.

Recurrent’s statistics state that roughly one in 12 electric vehicles built between 2011 and 2016 required battery replacements. For EVs produced from 2022 onward, that figure has dropped dramatically to just 0.3 percent.

While the report notes that frequent high-powered DC charging can accelerate battery degradation compared with regular charging from slower, domestic outlets, Digital Trends reveals that data from Geotab shows batteries frequently charged at high power still retain about 89.7 percent of their original capacity after several years.

As a result, EV owners are finding their batteries are retaining more capacity, even after very high mileage, than originally predicted.

The Wall Street Journal report cites a UK-based EV dealer whose five-year-old Tesla Model 3 has clocked up 247,000 miles, yet the estimated range is only a few miles less than the official WLTP figure when new.

Analysis: Used EVs require transparent battery health information

Despite several recent reports dispelling the myth that EV batteries degrade to a point that they are near-useless after a few years, consumer confidence remains low when it comes to the issue.

Digital Trends claims that a 2025 survey by AutoPacific found that fears over expensive battery replacements remain the leading reason many prospective buyers avoid electric vehicles in the US.

As such, it is extremely important that used electric vehicles are advertised with a clear and transparent battery health certificate that allows buyers to quickly and easily assess how maximum range might be impacted by any degradation.

A number of used car dealers are already signed up to independently certified EV battery diagnostics schemes, such as those from Generational and Dekra in the UK, but many are calling for an industry-wide standard.

A poll conducted by Startline finance back in 2025 found that nine in 10 used car dealers said the used electric car sector needs an industry-wide scheme for battery health tests.

On top of this, 78% believed that battery health is an essential consideration for most electric car buyers

• Tesla regains momentum after two years of sales decline
• China and Europe both see an increase in Tesla sales
• Tesla shares still fluctuated, despite the positive news

Tesla’s second-quarter sales results have far exceeded market expectations, with growth in both Europe and China helping to drive a 25% rise compared to the same period last year.

According to The Financial Times, the electric vehicle pioneer delivered 480,126 vehicles in the three months to the end of June, up from 384,122 in the same period last year and well above analysts’ forecasts of 404,000.

Despite shifting its focus to artificial intelligence and robotics in recent years, as well as trimming its model line-up down to just two cars, Tesla has seen huge growth in Europe, aided in part by government EV incentives.

The Guardian reports that the rising cost of fuel and the rapid adoption of electric vehicles on corporate fleets could have also played an important role in boosting sales, while the consumer backlash to CEO Elon Musk’s political statements last year could also have eased.

Despite the vast improvement in sales, BYD once again surpassed Tesla to regain its position as the world’s largest battery-electric vehicle manufacturer.

BYD sold roughly 867,000 electric vehicles in the first six months of the year, compared with 838,149 vehicles for Tesla, according to The Financial Times.

“Tesla has not surprised to the upside to this degree in a while, a healthy sign the auto business is here to stay,” William Blair analyst Jed Dorsheimer told the paper.

Analysis: Demand for EVs booms in Europe

Despite the CEO’s questionable political decisions and the company’s reputation for over-promising and often under-delivering, it is still difficult to argue that Tesla’s current crop of electric vehicles is anything short of excellent.

The company’s charging network remains one of the best, even if charging speeds are now being eclipsed by numerous Charge Point Operators, while its latest Model 3 and Model Y are the most comfortable, tech-focussed and luxurious they have ever been.

Thanks to increased competition from both up-and-coming Chinese EV companies and legacy automakers, Tesla has been forced to get competitive with its pricing, offering enticing monthly deals on the Model 3 and Model Y.

It has also recently started to roll-out its Supervised Full Self-Driving system in select European countries for the first time, another factor that could help improve sales further.