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McLaren takes final 750S orders ahead of major expansion

Thu, 8 Oct 2026 14:36:47 +0100

Mid-engined V8 supercar retires after a decade, having arrived in 2017 as the 720S, clearing way for new model range

Production of the McLaren 750S V8-powered supercar will end next year, as the British firm prepares for its reinvented line-up of new models.

The 750S arrived in 2023 as a heavily updated successor to the transformative 720S, the Woking firm’s longtime best-seller.

It was the lightest series production McLaren yet when it was launched, weighing just 1277kg, while its Ricardo-built twin-turbocharged engine made 740bhp, giving it a power-to-weight ratio of 579bhp per tonne.

As previously reported by Autocar, McLaren is set to retire the 750S, Artura and GTS in the coming years, clearing the way for a bold new line-up – including an SUV – as part of its transformation under the ownership of the Abu Dhabi government’s investment body.

McLaren has now confirmed that final orders for the 750S are now being taken, with production due to end next year – a decade after the 720S arrived. Prices start at around £250,000.

Henrik Wilhelmsmeyer, McLaren’s commercial boss, said that the 750S “represents everything that defines a McLaren supercar”, claiming it would “leave behind an extraordinary legacy”.

The move was expected, because earlier this year McLaren launched the 788HS, the final limited-volume derivative that will be built on the platform.

McLaren’s customisation division, MSO, will produce 200 highly customised examples of that model, which is priced from £450,000.

Lamborghini Urus Performante: Leaner, meaner and more sensible

Thu, 8 Oct 2026 11:00:30 +0100

Super-SUV yet gains new active air suspension tech and '6D' sensor tech for physics-fighting performance

Lamborghini has combined the Urus SE's plug-in hybrid powertrain with its latest motorsport learnings to create the new Urus SE Performante, an 800bhp super-SUV that benefits not only from grip-boosting aerodynamics but also new physics-fighting chassis technology.

Blending twin-turbocharged V8 power with an electric motor and new dual-chamber air suspension, the SE Performante has more explosive power and better body control than the old, purely petrol-powered Performante. Even so, the claims of a 3.3sec 0-62mph time and a 50% reduction in body roll tell only half the story.

With a 25.9kWh battery nestled under the boot floor, this Urus is a PHEV with a 37-mile EV range, and while that has inevitably led to a weight gain, it’s also slipperier through the air than before. Aerodynamic additions include a larger front splitter beneath a wider grille, which is shaped to reduce lift as well as force more air over the engine. S-duct air intakes, Naca ducts and slits in the bodywork cool components including the carbon-ceramic brakes.

The side bears more prominent skirts, while the rear gains a bigger spoiler and new rear wing, which work together to generate downforce. Despite the rear’s muscle, it’s the front that generates most of the SE Performante’s 14% of extra downforce. But key to its efficiency is that these changes also help to enable a 3% reduction in aerodynamic drag. As far as the air is concerned, this is a more slender car than before.

That said, tracks that are stretched by 16mm means it’s definitely wider on the road, with new 22in and 23in wheels enhancing the Urus’s already muscular stance under a set of carbonfibre wheel arches. But like all of the other visible additions, there’s a performance purpose to the changes, the engineers having been freed to pursue more mechanical grip by the boosted body control coming from the air suspension.

The new air suspension, which Lamborghini calls 'Aura', is supported by a '6D' drive computer that is positioned near the car’s centre to measure six different physical parameters: acceleration forward, sideways and rearward; and the angular velocities of pitch, roll, and yaw. Along with four additional sensors (one on each corner), this means the system can rapidly predict - rather than just react - to road and track behaviour.

It’s not only traction and body control that are said to noticeably benefit as a result: with a two-metre reduction in the car’s 124-0mph braking distance, stopping power does too.

Naturally, the tech is also said to ensure that the Urus’s Rally drive mode is even more fun than before, but our test was limited to the very smooth and very fast routes of the Vairano di Vidigulfo proving ground just outside of Milan.

You won’t be surprised to hear that in all modes, this is a notably more monstrous car than the Performante it succeeds, but it’s the rate at which the car powers on even from a high starting speed that emphasises the hybrid system's extra muscle. Safe to say, it’s a quick car made much quicker - and it sounds even better, with the V8’s rumble backed by even more off-throttle exhaust gargles from the exhaust.

At speed and in both the safe Strada mode and the time-chasing Corsa mode, this Urus feels eager to turn but stable, with enormous amounts of mechanical grip on both axles. The new suspension tech does a fantastic job of making the car corner flat, but it’s also not numb or floaty like more comfort-focused, active anti-roll systems. There’s a real sense of mechanical connection to the road below, which is possibly enhanced by the hard sidewalls of the optional Bridgestone Potenza Race wrapped around our car’s 22in wheels.

But it’s in Sport mode where the engineers had the most fun, using the upgraded hybrid system's instantaneous whack of torque to enable on-throttle rotation and that satisfying feeling of an outside rear wheel being pressed hard into the Tarmac below. Because body control is so fantastic, the SE Performante feels squat and able to react to quick direction changes like a much lighter car. It even lifts an inside front wheel when you’re really on it through tighter corners.

Better yet, the same hardware that’s given the Urus its extra muscle and agility also gives it better comfort and efficiency. Although we didn't get to drive it on the road, a stint in the back seats over some rough support roads suggested that the ride should be much better than on the old Performante. And the ZF eight-speed automatic gearbox feels smarter, achieving quicker shifts when you’re pushing and smoother ones when you’re not.

Plus, with an 81mph top speed in electric mode, you can cruise through town and onto the motorway without waking the engine as if you were in a regular Urus SE.

In short, the SE Performante is a Urus that is both more thrilling and more sensible.

Lamborghini Urus SE Performante
More power, agility and efficiency make Lambo’s hottest SUV better in every way.
Price	£220,000 (est)
Engine	V8, 3996cc, twin-turbocharged, petrol, plus electric motor
Power	801bhp at 6000rpm (combined)
Torque	590lb ft at 2250-4500rpm (engine), 356lb ft (motor)
Gearbox	8-spd automatic, 4WD
Kerb weight	tbc
0-62mph	3.3sec
Top speed	194mph
Economy	tbc
CO2, tax band	tbc
Rivals	BMW XM Label, Porsche Cayenne Turbo E-Hybrid Coupé GT

The back cat-alogue: the best used Jaguars from £1500

Thu, 8 Oct 2026 06:00:00 +0100

New era dawns with the Type 01 – but you don't need to spend £150k to get a Jag on your driveway

The name, the heritage, the promise of discreet-and sometimes not so discreet- performance: who doesn't love a new Jag? But how about those with an eye on the pennies?

For them, a used one has long been the road to happiness, although if it's a cheap pre-reg example you're after, the last time a Jag rolled off the production line was December 2025 (it was an F-Pace).

Things are no better if a nearly new one is more to your taste. You could have a year-old F-Pace, of course, but production of the E-Pace, XE and XF ended in 2024 – and the last XJ was built in 2019. All of which means it's open season for lovers of used Jaguars. Here are a few options to mull over.

XE, 2015-2024

Price range £1500-£26,000

Jaguar's alternative to the BMW 3 Series and Audi A4 bested both for refinement and handling and we ranked it as the class-leading compact executive car when it was launched.

Its maker's failure to capitalise on the model's positive reception with spin-offs hobbled it but few could deny that the XE remained a class act, especially from 2019, when the cabin's material quality and technology improved.

The only diesel we'd recommend is the mild-hybrid D200. Otherwise, choose one of the smooth, gutsy and more reliable 2.0-litre petrols.

We found: Jaguar XE 2.01 P250 R-Dynamic S auto, 2019/19, 47,000 miles, £14,995

XJ, 2003-2009

Price range £2000-£15,000

The familiar styling of the 'X350' XJ suggested little had changed between it and the previous generation, but under the skin the model was based around an advanced aluminium monocoque.

There was a 2.7-litre twin-turbo V6 diesel and 3.0-litre V6 and 4.2-litre V8 petrols. However, the one you want is the 390bhp 4.2-litre supercharged V8 in the XJR, which is capable of propelling this sports saloon from 0-62mph in 5.0sec.

On all models, beware failing suspension and galvanic corrosion where steel and aluminium make contact. Cherished cars shrug off high mileage.

We found: Jaguar XJR 4.2 V8, 2007/07, 103,000 miles, £9995

E-Pace, 2017-2024

Price range £6000-£28,000

Not Jaguar's finest hour-when this compact SUV was new, we criticised its sub-par handling fluency and balance and lacklustre D180 diesel engine - but with strong echoes of the F-Type, it's certainly pretty.

Avoid the Ingenium diesel engines (they can suffer a worn timing chain, a clogged DPF and AdBlue leaks) and go petrol instead. Even then, make sure the automatic gearbox is behaving itself.

Facelifted cars (from 2021 onwards) benefited from improved software.

We found: Jaguar E-Pace 2.0 P250 R-Dynamic HSE auto, 2018/18, 59,000 miles, £15,250

XJ, 2010-2019

Price range £1500-£25,000

Car designs don't come much bolder than Ian Callum's successful 'X351' reimagining of the fabled Jaguar XJ series during his time as the marque's design director.

There were facelifts in 2014 and 2015 but the fundamentals-a spacious and well-appointed cabin, a choice of large-capacity petrol and diesel engines and excellent body control-remained intact. Diesels can suffer crankshaft bearing failure.

On all versions, check the rear air suspension is sound and the infotainment system operates glitch-free.

We found: Jaguar XJ 3.0 V6 Portfolio, 2015/15, 78,000 miles, £11,700

XF, 2015-2024

Price range £1500-£34,000

It may have looked similar to its predecessor but the Mk2 XF was all-new-and it certainly felt like it. But for a slightly cramped rear cabin and questionable diesel engines, it was pretty much the equal of any premium rival.

Handsome, exceptionally comfortable and great to drive, it was also great value for money.

Our pick is one of the potent petrols, a line-up that includes the rare 3.0 V6 supercharged S.

Whichever you choose, make sure the auto selector rises as it should on start-up, the aluminium body panels aren't dented and the infotainment system isn't playing up.

We found: Jaguar XF 2.01 250 Portfolio, 2020/20, 39,000 miles, £15,995

I-Pace, 2018-2024

Price range £9000-£35,000

Jaguar's first electric car deserves better than being relegated to an autonomous development chariot on Waymo's London trials. True, it has a poor reputation for reliability but those still running will have benefited from software updates and, in terms of expertise and parts back-up, the wider aftermarket is better prepared.

Its spacious and comfortable cabin exudes a premium ambience and it has the performance to match some of the quickest Jags, so it's worth a punt. Optional air suspension adds complexity but is worth seeking out.

We found: Jaguar I-Pace 400 90kWh R-Dynamic HSE Black, 2023/23, 31,000 miles, £24,000

F-Pace 2016-2025

Price range £5750-£55,000

Jaguar's first attempt at an SUV was a success, both the press and buyers praising the F-Pace's looks, roomy cabin and crisp dynamics.

What's more, it was offered with a wide range of petrol, diesel and hybrid engines, all the way to a supercharged 5.0-litre V8, so the model has all bases covered.

The aluminium body can be a devil to repair and the diesel engines need a good run to clear their DPFs. Note also that cars up to 2021-reg still attract luxury car tax.

We found: Jaguar F-Pace 3.0 V6 S AWD auto, 2018/18, 58,000 miles, £18,995

XJ220, 1992-1994

Price range £550,000 and above

Since the new Type 01 is Jaguar's first foray into the ultra-luxury sector, it's only fair that we include its first foray into the production supercar class.

Until the McLaren F1 claimed the title, the XJ220 was the world's fastest car for one amazing year with a top speed of 217mph thanks to its slippery shape, relatively light weight and 542bhp twin-turbocharged 3.5-litre V6.

Being a Jaguar, it was surprisingly comfortable, having been designed as a fast grand tourer rather than a track weapon.

If you're seriously considering buying one of these cars and would like advice, email XJ220 expert Don Law at donlaw@donlawracing.com.

We found: Jaguar XJ220 3.5 V6 (RHD), 1992/K, 2600 miles, £549,950

The Jaguar XK150 was the pinnacle in 1957 – it's still great today

Thu, 8 Oct 2026 06:00:00 +0100

Few people Harrison's age lust after an XK150 in the modern day - their loss

What's the best car in the world today? There are countless possible answers, and you could argue for hours without reaching a conclusion.

Seventy years ago, though, you could ask almost anyone and they would give the same answer: the Jaguar XK150.

This breathtaking GT was the result of a decade of refining the original XK120. It brought a raft of upgrades over its predecessors: a single-piece windscreen, a modern dash and disc brakes all round.

Today its 0-62mph time of around 8.0sec seems faintly sedate, but at the time of its launch the prospect of a road car being capable of such off-the-mark acceleration - and then to keep going all the way to 130mph was scarcely believable, particularly compared with the Ford Zephyrs and Morris Minors that occupied most driveways.

As a lifelong admirer, I've always wondered if the XK150 would still feel groundbreaking and rapid, and if it lives up to its lofty reputation - but never thought I'd get to find out.

Enter Andew Martin, one of the directors of the Jaguar Drivers' Club and an ambassador for the Jaguar Daimler Heritage Trust.

After a chance meeting at a cars and coffee meeting on a damp day in Scotland, he asked if I fancied a go in the car he had brought along: the JDHT's pristine, 95,000-mile XK150. I wasn't going to say no, was I?

In fact, I'm not sure the noise I emitted would qualify as 'saying' anything at all.

Fold yourself into the driver's seat and things aren't anywhere near as archaic as you might expect from something produced in the same year as Sputnik.

Sure, the steering wheel feels like it's about twice the size of a modern one and the pedals are so far offset to the right that you feel like you might as well put your feet outside the car, but you adapt to these quirks far more easily than you might think.

How does it drive? Well, having been in a few cars from this era, it's certainly one of the more modern-feeling ones.

The turn-in, I suppose thanks to the independent front suspension, is surprisingly solid. I sort of expected the gargantuan thing in front of me to be more of a 'suggestion wheel', but it really does go where you point it.

That solid rear axle means it's solid in a straight line, too a good thing, as it still feels quick even by modern standards.

The 'XK' 3.4-litre straight six really does pull with gusto, but frankly its performance plays second fiddle to the stunning soundtrack it emits.

The induction noise under throttle is simply heavenly, splitting apart the air as those carbs work away up front.

Back off the throttle, though, and it's a surprisingly refined machine. It's pretty quiet inside and it rides much better than many a modern alternative, thanks to its low kerb weight and towering sidewalls.

There are some niggles, of course. The Moss four-speed gearbox is far from the easiest to operate; its gears seem to be in a slightly odd place and there's no synchromesh on first, so your shifts have to be slow and accurate - a far cry from the stick-slamming you can get away with in today's manual sports cars.

But that's just highlighting the limits of the technology at the time, at which Jaguar was clearly (and comfortably) operating.

I don't get to drive classic cars all that often, but it always puts a smile on my face when I do - especially when they still feel this well engineered and capable.

The XK150's achingly beautiful looks, its fantastic engine and the revelation that it handles so much better than I had expected it to all combined to make something really special.

The best car in the world in 1957? Sure was, and it's still one of the all-time greats today.

BMW iX3 gains hot M60 variant with 604bhp and 470-mile range

Wed, 7 Oct 2026 23:01:00 +0100

More power and big range for performance variant of BMW's seminal Neue Klasse EV

BMW has unveiled a new range-topping M60 xDrive performance variant of the iX3 electric SUV, which gains a power hike and a host of M upgrades – plus a range of around 470 miles.

Available on the iX3 and the new iX4 SUV-coupé, the dual-motor, four-wheel-drive M60 powertrain produces 604bhp and 645lb ft of torque – up from the 462bhp and 476lb ft in the 50 xDrive.

This performance boost results in a 0-62mph time of 3.9sec, which is a full second quicker than the 50 xDrive, and its top speed is raised to 149mph.

The iX3 M60 is also 0.5sec faster to 0-62mph than the its closest combustion-engined equivalent, the 437bhp X3 M50.

Despite this, the M60 doesn’t suffer a dramatic range penalty when compared with less powerful iX3 variants.

Officialy, the M60 has a combined range of 468 miles on a single charge, compared with 497 miles for the 50.

The maximum charging rate for the 108.7kWh battery is unchanged, however, at 400kW.

The M60 receives several M upgrades as standard, including adaptive M suspension with electronically controlled dampers, exclusive M Sport and M Sport Plus driving modes, variable sport steering and an M Sport differential.

Cosmetically it receives new mirror caps, black exterior details, yellow running lights and a set of 21in M lightweight alloy wheels.

Inside, the M60 also receives an upgraded M Sport steering wheel and 10-way adjustable sport seats.

Pricing has yet to be announced but is likely to rise significantly over the £61,575 of the 50. Order books will open early next year.

BMW iX4 revealed as rakish iX3 with 514-mile range

Wed, 7 Oct 2026 23:01:00 +0100

Tapered roofline gives iX3 sibling a more aggressive look and improves aero efficiency

The BMW iX4 has been revealed as the more rakish sibling to the iX3.

Its coupé-style roofline reduces drag compared with the square-backed iX3, improving its range. For example, the iX4 50 is officially capable of driving 514 miles between charges, an improvement of 17 miles compared with the equivalent iX3.

The extra range comes at a cost of 30 litres of boot space, owing to the tapered shape of the iX4's 490-litre boot.

It is fitted with a small duck-tail spoiler, which helps to manage airflow efficiently and gives the iX4 a more sporting look.

In keeping with the coupé derivative’s more extroverted character, it will not be offered in the same nameless entry-level trim as the iX3. The more aggressive-looking M Sport trim will be standard.

Two powertrains will be available when the iX4 arrives in the UK next March. The entry-level 40, priced from £60,170, offers 369bhp, 383lb ft and a 396-mile range. The 50, which kicks off at £66,075, has 463bhp, 476lb ft and 514 miles of range.

They will be joined soon after by the M60 derivative, which will rival the Tesla Model Y Performance with outputs of 604bhp and 645lb ft, and a range of 483 miles.

The M60 also gets sports suspension with adaptive dampers as standard, a set-up that will be optional on the 40 and 50 variants.

Pricing for the M60 has yet to be announced, but it is likely to nudge nearer the £70,000 mark.

Ferrari Purosangue Handling Speciale driven: sublime or overkill?

Wed, 7 Oct 2026 13:49:44 +0100

What does a sharpened chassis mean for what is already the world’s sportiest SUV?

The Handling Speciale pack is one that Ferrari seldom rolls out, and then only for models that don't exist at the edge of Maranello's dynamic envelope. It is, after all, easier to suggest the cornering pizzazz of an entry-level convertible might benefit from tightening up than it is that of an F80 supercar.

On paper the Purosangue is a good candidate for HS treatment, and as ever the timing of this new offering is no accident. In the early days this SUV sold strongly enough for sales to be throttled, lest the heaviest model in the firm's history (and its only current four-door) come to be seen as the defining Ferrari of the modern era. However, with the Purosangue now three-quarters of the way through its life cycle, the HS pack is intended to keep that interest on the boil.

For £16,480, on top of the £313,360 list price, you get a more ripping exhaust note for the 6.5-litre atmo V12, quicker shifts for the eight-speed transaxle and a retune of the Multimatic-supplied active dampers that supposedly cuts roll, pitch and squat by around 10%.

The suspension geometry, ride height and tyres are unchanged, though, as is the 715bhp output. It means we're not talking about a fundamentally sportier take on what already ranks as the sportiest SUV to hit the market. A

As such, without back-to-back testing it's difficult to quantify how much of a difference the HS package actually makes. Alas, the last time I drove a Purosangue was on challenging Scottish B-roads. While the Langhe track at Balocco Proving Ground is a wonderful representation of Piedmontese country roads, it's still a simulated environment; you inevitably end up pushing the car harder than you otherwise would.

What I can say for sure is that the Purosangue still seems an extraordinary feat of engineering. It has that characteristic Ferrari tautness but pootles down Balocco's rougher access road quite happily in Comfort, with the dampers in the most relaxed of their three settings.

The HS pack has sensibly left the regular day-to-day ride quality unaltered, and while deteriorated road surfaces can send a faintly brittle fizz up through the vast, diamond-cut, HS-specific wheels, this is never an uncomfortable car.

And then, when you begin to push on in Sport, this SUV's resistance to pitch under the heaviest-possible braking and the precision with which it can peel its long nose into tricky corners is startling. With the manettino in Sport and the dampers in Hard, there are deep reserves of control and stability, allowing you to get familiar with the HS's burlier-sounding and still monstrously potent V12. Shifts are also a delight and in the HS hit noticeably harder about 5000rpm, particularly in Race.

On track the HS can also show off its playful side. When a Ferrari engineer earlier asked me what I was expecting from the pack, I jokingly replied: "More lift-off oversteer." The punchline is that this honed Purosangue will do that if you ask, as well as holding delicate little slides. It will even indulge in neutral steer, such is the balance. It feels like a chunky, four-wheel-drive 12Cilindri, albeit with the exception of the steering, which lacks the easy, trust-inducing transparency of the coupé's (the Purosangue can't perform miracles).

Do you go for the HS pack, then? Given that it costs less than certain paint options and doesn't hurt day-to-day manners, there's little reason not to. The Purosangue is a more ebullient car for having it, even if the more conspicuous change (the sound of the V12) has nothing to do with the chassis. On the other hand, the HS-specific satin 'Ferrari' script across the blunt tail, black Prancing Horse badge, matt black exhaust tips and darker wheels don't scream sophistication.

Ferrari Purosangue Handling Speciale
More fun-loving than the standard car in extremis but by no means an essential upgrade
Price	£329,840
Engine	V12, 6496cc, petrol
Power	71bhp at 7750rpm
Torque	528lb ft at 6250rpm
Gearbox	8-spd dual-clutch automatic, 4WD
Dry weight	2033kg
0-62mph	3.3sec
Top speed	193mph
Economy	16.5mpg
CO2, tax band	393g/km, 37%
Rivals	Aston Martin DBX S, Bentley Bentayga Speed

The long road to the Type 01: Jaguar's EV timeline

Wed, 7 Oct 2026 12:00:00 +0100

We delve into Jaguar's long and tumultuous rebirth as an EV-only brand

Jaguar's reinvention as an electric-only luxury car maker has taken more than a decade – but how did it get here?

Read on for your snappy guide to the rebirth of the famed brand, highlighting the long and eventful journey that led it to today's reveal of the Type 01.

September 2009: Jaguar reveals Limo-Green, an XJ powered by a 1.2-litre range-extender powertrain. It's claimed to be capable of 87mpg and 75g/km of CO2 emissions.

June 2015: We report Jaguar Land Rover bosses have given the green light to a stand-alone electric Jag, which could replace the XJ.

November 2016: I-Pace Concept is unveiled as a radical cab-forward electric SUV, earmarked for launch in 2018.

March 2018: Production I-Pace EV is revealed with 395bhp and a 310-mile range and it's promised to drive as a Jag should.

June 2018: Autocar drives the I-Pace for the first time. Matt Prior lauds it as "the best long-range battery-electric vehicle on sale".

September 2018: We report that Jaguar is considering going EV-only within a decade, led by an electric replacement for the XJ.

October 2018: JLR CEO Ralf Speth confirms that a new XJ is in development, following what is understood to have been an internal battle over Jaguar's future.

July 2019: Production of the 'X351' combustion-engined XJ finishes.

January 2020: A prototype of the XJ EV is spotted for the first time, albeit heavily disguised. Meanwhile, Speth announces he will retire.

March 2020: We report that the electric XJ will enter production in 2021, joined by a 'J-Pace' electric SUV flagship.

July 2020: Former Renault senior executive Thierry Bolloré is appointed as JLR's new CEO. XJ is reported to be delayed as the company cuts costs.

November 2020: We report that Bolloré has begun a significant review of JLR's model range, with three forthcoming Jaguar EVs "under closest scrutiny".

February 2021: Bolloré presents his 'Reimagine' strategy. In a shock move, the XJ EV is canned, as well as the related J-Pace and Land Rover's 'Road Rover'. Jaguar will go EV-only from 2025.

March 2021: JLR searches for a partner platform to underpin Jaguar's reinvention. Its choice will be determined by design, however: any architecture will have to "respect the proportions" of its concepts. JLR is prepared to go it alone if nothing suitable is available.

April 2021: Autocar outlines Jaguar's future in a comprehensive interview with JLR creative chief Gerry McGovern. He describes his vision as "compelling", "jaw-dropping" and "even shocking, but in a good way".

July 2021: Bolloré explains Jaguar's 'reimagining' in an interview with Autocar. "It was damaged," he says. "The cars were great - they'd never been so good. But their positioning was not appropriate."

February 2022: Jaguar decides to develop its own platform for its next-generation EVs. "We're making unique proportions a priority," says Bolloré. They will be "the copy of nothing in style or design".

November 2022: Bolloré steps down as JLR CEO, citing "personal reasons". Chief financial officer Adrian Mardell steps into the breach.

April 2023: Jaguar confirms its first new-age car will be a four-door GT. It will be revealed in 2024, have a range of up to 430 miles and a price in excess of £100,000.

August 2023: Autocar scoops the new Jaguar line-up - and the brand's new look. The famous 'Leaper' emblem will be replaced by a wordmark and the styling will be radically minimalist. Our artists' impressions of their exteriors and interiors, informed by insider information, stoke surprise and disbelief in equal measure.

July 2024: Production of the combustion XE and XF at Castle Bromwich ends.

August 2024: Jaguar confirms it will show a concept car in December, creating much anticipation for the first glimpse of its future.

November 2024: Jaguar reveals new logos as part of a 'Copy Nothing' campaign that starts its relaunch. Its copy nothing advertisement sparks controversy and hits the headlines globally even coming under fire from Elon Musk and Donald Trump. A week later, Jaguar releases a teaser of the concept, highlighting its dramatic proportions.

December 2024: Type 00 is revealed as a first look at Jaguar's new era. The blocky electric GT shocks the world and brings Jaguar back into the public consciousness after years mired in irrelevance. It also proves the accuracy of Autocar's earlier rendering. Production of I-Pace and combustion E-Pace ends.

March 2025: Jaguar managing director Rawdon Glover rebuffs accusations that Jaguar has dispensed with its past, stating the Type 00 showcases "the essence of the brand". He adds that its advertising campaign was a success in getting Jaguar back into the conversation but that the ensuing pile-on was "a bit frustrating".

July 2025: Type 00 makes its UK debut at the Goodwood Festival of Speed.

August 2025: Mardell announces he will step down from his position as JLR CEO after 35 years at the company. He will be replaced by PB Balaji, chief financial officer of parent company Tata Motors.

December 2025: Autocar breaks the news that Gerry McGovern has made a shock departure from JLR. We get a preview of Jaguar's future with a passenger ride in the production GT. Steve Cropley hails its "awesome acceleration", grip and ride. The combustion F-Pace is retired, meaning Jaguar no longer builds any new cars.

February 2026: We get behind the wheel of a camouflaged Type 00 prototype as Jaguar concludes winter testing. Prior concludes that it "feels like a Jaguar".

March 2026: We take to the Tarmac in the GT, comparing it against a curated group of Jaguar icons. Matt Saunders concurs with Prior's verdict: "You'd say it was a Jaguar like absolutely no other. But a Jaguar all right."

May 2026: Jaguar confirms the production version of the Type 00 will be called Type 01.

August 2026: Jaguar unveils the Type 01's interior, remaining faithful to the concept.

October 2026: Jaguar's first new-era model is finally shown to the public.

Xpeng L03 driven: Can China's 'next-gen AI' SUV rival Europe's best?

Wed, 7 Oct 2026 11:00:30 +0100

Chinese AI technology plus Ferrari design equals a left-field performance EV The Xpeng L03 may well be the most interesting-looking electric SUV from China yet, and not just because it was designed by the man behind some of Ferrari’s most striking modern berlinettas.Sure, the L03’s bonnet has swelled arches like Juanma López’s 458 Italia, but it also has a swooping roofline and flick of spoiler at the back to satisfy coupé-SUV tastes. Wide hips clear space at the rear for a light bar that’s flanked by two racy vents. Safe to say that from more than just a few angles, the Xpeng L03 is a bit of a looker.

How the Abarth 600e Competizione brings a sting to urban driving

Wed, 7 Oct 2026 11:00:00 +0100

Despite being Abarth’s most powerful creation, the 600e Competizione is more domesticated than you might think…

If there’s one thing Carlo Abarth, the founder of Italy’s most famous tuning house, set out to prove, it was that small cars designed for the narrow, cobbled streets of Italy’s towns and cities don’t have to be boring. And boy did he succeed.

From the titchy (and rabid) Abarth 750 Coupé Zagato to the giant-killing Abarth 1000 TC and the much-loved Abarth 595 of today, the brand’s history is peppered with iconic pocket rockets designed to turn your local urbanscape into a playground.

And it’s that small-but-mighty philosophy that still guides the House of the Scorpion today – and nowhere is that more evident than in its latest creation: the Abarth 600e Competizione.

The most powerful road-going Abarth ever built, developed alongside Stellantis Motorsport and packed with seriously hardcore hardware, one could be forgiven for thinking this electrifying crossover is designed purely for B-road blasts and track-day thrills.

But that’s only part of its remit. You see, despite being the most potent Abarth in history, the 600e Competizione is, above all else, a car made for the cut and thrust of the city – and that’s exactly where it excels.

With compact dimensions, family-friendly practicality and a suite of clever technology designed to make everyday driving easier, the 600e Competizione combines genuine performance-car credentials with the sort of usability modern life demands. Here's why it might just be the ultimate urban Abarth.

Learn more about Abarth 600e Competizione

Nippy, zippy and sized for the city

Despite being crammed full of hardcore, track-honed hardware – and boasting more power than any car to wear the Scorpion badge before it (280hp, to be exact) – the 600e Competizione’s compact exterior dimensions, high-rise driving position and one-pedal driving modes mean it’s thoroughly unintimidating to pootle around town in.

At 4.1 metres long and 1.8 metres wide, it sits right in the sweet spot for urban driving; compact enough to squeeze through narrow streets and manoeuvre into awkward parking spaces, yet substantial enough to command the road and still turn a few heads.

A mere 10.5-metre turning circle reinforces the point. Multi-storey car parks, three-point turns and even the odd U-turn, where safe, are disposed of with ease – you could even call them entertaining.

Yet despite its small footprint, practicality isn’t compromised. A 360-litre boot gives you proper usable space for luggage, shopping or the usual chaos of everyday family life.

The elevated driving position helps, too. Visibility is strong, making it easy to place the car in traffic and judge its corners when threading through busy streets. Parking sensors all round plus a 180-degree camera also add an extra pair of eyes around town and help ensure the vivid two-tone paint and in-your-face decals stay exactly where they belong.

The final feather in the 600e Competizione’s city-conquering cap is its instant power delivery. No waiting for revs. No gear changes. Just squeeze and go. Nipping into gaps and pulling away from junctions both happen with confidence-inspiring urgency.

And in its most urban-friendly driving mode, Scorpion Street, clever regenerative braking means the car does much of the work for you; in traffic, simply lift off the throttle and the car comes to a reassuring crawl.

Engineered for the track; at home on the streets

During its development, the engineers at Stellantis Motorsport validated the Abarth 600e Competizione’s electric motor using Formula E test-bench technology, simulating real-world track conditions under controlled laboratory precision.

They also developed a dedicated battery cooling system featuring a high-capacity coolant pump designed to delay the onset of performance-limiting thermal effects and boost efficiency. The result is consistent, repeatable performance time and time again.

While this may all sound highly technical and entirely track-focused – and far removed from the needs of everyday driving – these developments deliver some very real-world benefits.

The advanced 54kWh lithium-ion battery, for example, delivers up to 207 miles of range (WLTP), which means the daily grind – commuting, school runs, supermarket dashes – is comfortably covered without constant range anxiety. And charging is equally reassuring.

A 100kW DC rapid charger takes the battery from 20% to 80% in as little as 27 minutes – enough for a loo break and a quick bite to eat on the road – while an 11kW onboard charger means a flat-to-full home charge happens in just under six hours. Simply plug in when you get home from work, and the battery will be brimmed for the next day.

Sharp tech that excites

Hop inside the Abarth 600e Competizione and you could be forgiven for thinking you’ve just climbed into the cockpit of a British Touring Car. Tactile Alcantara trim and heavily bolstered Sabelt sports seats combine with aluminium pedals and bodywork-coloured contrast stitching to deliver a thoroughly driver-centric cockpit.

But, as is a theme with the 600e Competizione, beneath the high-octane surface lies usable real-world features that make everyday driving easier and more enjoyable. In this case, that comes in the form of a wealth of advanced in-car technology.

Perched atop the dashboard is a large, high-definition 10.25-inch touchscreen that pairs with a crisp digital instrument cluster to form a slick high-tech command hub. It also comes with wireless Android Auto and Apple CarPlay as standard, while a wireless charging pad – plus a few USB-C ports – keeps everyone’s devices topped up.

On the move, the 600e Competizione’s safety and driver assistance tech lends a reassuring hand on every journey. As standard, you get adaptive cruise control, lane assist, Level 2 assisted driving capability, blind-spot monitoring, autonomous emergency braking and much more.

A performance monster hiding in plain sight

But, of course, we can’t talk about the Abarth 600e Competizione without mentioning out-and-out performance. It is the most powerful Abarth of all time, after all.

The 600e Competizione’s foundations are built upon a performance-focused evolution of Stellantis’ electric eCMP platform, developed hand-in-hand with Stellantis Motorsport. The suspension is bespoke, tuned for precision and control rather than comfort alone, while a mechanical JTEKT Torsen limited-slip differential deploys all 345Nm of instant electric torque with exceptional aptitude.

Braking comes courtesy of large 380mm Alcon front discs with four-piston calipers, backed up by bespoke Michelin Pilot Sport EV tyres that bring exceptional real-world grip and use clever compound tech to help boost efficiency.

And then there’s the headline figure: 280hp, enough for 0-62mph in just 5.85 seconds. That makes it officially the fastest-accelerating road-going Scorpion ever. Pretty outstanding considering the lineage of red-blooded performance cars to wear the Scorpion badge over the past 70 years.

But, as we mentioned earlier, mind-bending performance is only part of the 600e Competizione’s remit. What matters is how all of this engineering prowess has been packaged into something that works just as well at 20mph in traffic as it does at 60mph on your favourite B-road or 100mph on your local track.

In an era where the most damning criticism is “every electric car drives the same”, the Abarth 600e Competizione proves that there is still room for genuine character. It combines the practicality modern life demands with the sort of performance that turns an ordinary journey into something worth looking forward to. Which, when you think about it, is exactly what Carlo Abarth set out to achieve all those years ago.

Learn more about Abarth 600e Competizione

Porsche plans new halo car, SUVs and specials in revival plan

Wed, 7 Oct 2026 07:00:00 +0100

New strategy aims to increase margins and lower break-even point – but will include significant job cuts

Porsche is considering a new combustion-powered mid-engined ‘super-sports car’ as part of a bold new turnaround strategy that is also set to include a new ICE Macan, a large SUV above the Cayenne and a greater focus on high-end variants and halo models.

The German manufacturer’s revenues and profits slumped in 2025, prompting CEO Michael Leiters – who joined the firm from McLaren last year – to embark on a major turnaround plan.

Leiters has now unveiled a new medium-term strategy called Sportwagenschmiede 35 (the title combines the German terms for sports cars and forge, the latter symbolising its focus on precision craftsmanship), which Leiters said would “lay the groundwork to make Porsche significantly more efficient, productive and profitable”.

First ride: new Porsche 718 Boxster EV

The overarching aim of the strategy is to focus on Porsche’s heritage by positioning it as the ‘home of sports cars’, and attempting to leverage the firm’s position between the sporting luxury and premium markets by adding more high-end variants and specials.

Porsche has adjusted its future powertrain strategy, and will continue to invest in pure-petrol, hybrid and full-electric powertrains, targeting a roughly 2:1 balance of combustion and EV models in its line-up. There will be a focus on reducing the number of variants its offers by around 20%, while expanding its offerings in what it calls high-margin D/E segments – covering medium and large sports cars and SUVs.

At the same time, the firm is aiming to rework its engineering and operations to become leaner, helping to lower its break-even point to below 200,000 units through reduced development costs and a significant reduction in both management positions and the overall workforce.

Leiters said that the overall goal is to “reinforce Porsche as one of the world’s most desirable sports car manufacturers”.

Model revamp: super-sports car, new SUVs

Leiters confirmed that the firm is considering a new mid-engined super-sports car that would sit above the legendary 911 – and said that model would be offered purely with combustion powertrains. Further details were not forthcoming, but Leiters said that “we are developing a super-sports car platform”, and said the car would not be directly based on a mid-engined supercar from sister brands Lamborghini or Porsche – although some parts could be shared by leveraging brand synergies. A concept car, named Mission S, is due to be revealed on 15 October.

Porsche has also confirmed that it will launch a new combustion-powered SUV that will sit alongside the Macan Electric. Arriving in 2028, the new model will feature pure-petrol and hybrid powertrains, and will sit on a VW Group platform. As Autocar has previously reported, the model will use the PPC platform and be twinned with the Audi Q5 (as imagined by Autocar below).

Arriving in 2027 will be the next-generation 718 Boxster and Cayman, which will now be launched purely as electric models, with Porsche abandoning plans to rework the new architecture developed for them to accept combustion engines.

Meanwhile, Porsche is pressing ahead with plans for a new combustion-powered large SUV that will sit above the Cayenne and be focused on the lucrative US market. Overall, Porsche is aiming for the higher-end ‘D/E segment’ models to account for around 45% of its portfolio.

More variants and high-end focus

Leiters also confirmed that Porsche was working on plans for new “highly emotional derivatives” of the 911, which will sit at the higher end of the range. And while Porsche will continue to expand its electric offerings, Leiters said: “I can assure you, the 911 will never be electric.”

As part of its value over volume strategy, Porsche is aiming to increase the average selling price of its range-topping variants by around 20% – but Leiters insisted that would be achieved not simply by putting the price up, but by adding value to those models for customers. The goal is then to increase sales of each derivative by around 30%.

That includes an expansion of its Heritage Design offerings, limited-edition Manufaktur models and Sonderwunsch customisation programme, along with more limited-edition models from Porsche-owned tuning firm Manthey. Porsche will also expand its ultra-limited-run ‘few-off’ models, with the firm revealing that the highest price paid for a fully bespoke car developed by Sonderwunsch was more than €13 million (£11 million).

Porsche recently showed off the potential of the Sonderwunsch programme with the one-off Flachbau RS.

Leiters said: “We will focus on cars that truly define the Porsche brand. In every segment, we want to offer the sportiest car.”

The goal is that, by 2030, the firm will launch “at least one brand-defining new product” every year.

Operational revamp

As well as overhauling its product line-up, Porsche is also making significant business and operational changes to achieve the goal of lowering its break-even point and make the firm more able to compete with rivals.

The target is to reduce development costs for future models by up to 20%, which will be achieved through shorter development times, a more modular development process, reduced complexity and greater use of simulation software and AI.

Despite that, Porsche will continue to invest in a range of powertrain technology, including multiple combustion engines, hybrids and plug-in hybrids, and full battery-electric.

Porsche is also aiming to reduce personnel costs by around 30%, and sales and distribution costs by around 20%, with the latter in part achieved by restructuring from five sales regions to four. Porsche has divested its ownership or investment in several companies too, including its share in Bugatti-Rimac, the MHP consulting firm and its e-bike business. Porsche believes those measures will allow it to focus better on its core business.

The firm will dramatically cut management positions by around 40%, with a medium-term target to reduce its workforce by 30%. This will include job reductions at both its Zuffenhausen and Leipzig plants. A Future Package that has been agreed with unions will account for a "socially responsible reduction" of 9000 jobs.

Globally, Porsche is aiming to balance its market shares, and Leiters said that the firm will not push to regain sales in China, which used to be its largest market. Instead, Porsche is aiming for the Americas and Europe to each account for around 35% of its sales, with China and other markets accounting for around 15% each.

The target is to achieve a group operating return on sales of 9% to 12% in the medium term, increasing to 15% in the long term.

First ride: at speed in the new Porsche 718 Boxster EV

Wed, 7 Oct 2026 07:00:00 +0100

Next-gen 718 twins will now be EV only – again – as Porsche scraps plans to fit combustion engines

The next-generation Porsche 718 Boxster and Cayman will finally launch next year as purely electric models – and Autocar has had a high-speed first ride in a development model.

The new 983-generation models had originally been due to arrive last year, when the fourth-generation combustion-powered cars went out of production, but their launch has been pushed back by Porsche due to delays in battery cell supplies and uncertain customer demand for electric sports cars.

The incoming 718 models will arrive in 2027 and sit on a newly developed bespoke electric architecture, known as PPE Sport, which will also be used by the production version of the Audi Concept C. Rather than a traditional EV skateboard, it features Porsche’s e-core layout, with the batteries stacked up in the middle of the car where the combustion engine would sit in an ICE Boxster, giving a similar weight distribution and balance.

But with doubts over the public appetite for performance EVs, Porsche announced last year that it would continue to offer combustion power in “top” variants of the models. As Autocar previously reported, that would have involved adapting the new architecture to retrofit a combustion engine.

But Porsche boss Michael Leiters, who took over as CEO last year, has now scrapped that plan and confirmed while laying out his new Sportwagenschmeide 35 strategy that the new 718s will be launched as purely electric models.

Leiters said the decision was made in part because of the shifting EV market, but also because of the performance potential offered by the electric models, which, he said, would win over doubters.

“Being very honest, I was very, very sceptical about this vehicle,” said Leiters. “But that only lasted until I drove a development car for validation. Since then, I’ve been thrilled. It is an absolutely fantastic sports car.”

Riding in the Porsche 718 Boxster EV

Leiters isn’t the only sceptic to have driven the 718 Boxster Electric. Rally legend Walter Röhrl has previously made clear his doubts about EV technology for performance cars. But having worked on the Boxster EV project in his role as a Porsche development driver, he says he’s also been won over by the potential of the technology – which is why he’s behind the wheel of the 718 I’m strapped into for a lap of the firm’s Weissach test track in Germany.

“I told them they had to put this car into production,” he tells me. “It’s just so much fun to drive.” While Röhrl is clearly biased, I can confirm the new 718 Boxster is fun to be driven in as well. Time is short, so Röhrl stamps on the throttle and bursts out of the pits at high speed, the pleasingly familiar roar of a boxer engine responding gloriously each time the flicks the steering-wheel-mounted gearshift paddle.

Engine roar? Gearshift paddles? Before you ask, no, I didn’t clamber into the wrong car: the 718 Boxster EV does a very good impression of a combustion-powered version. From the outside it does look like one, but that’s purely because this is a development car with some deceiving bodywork. Any exhaust pipes you may see in the pics that accompany this drive – which were taken elsewhere and provided by Porsche, due to the secretive nature of Weissach – are fake news.

Porsche has disclosed considerable detail about the new Boxster EV’s packaging, including the novel e-core layout that stacks the batteries in the middle of the car. But there are few technical details, and no specifics about power, torque, top speed or range.

Explaining the philosophy of the car, and its e-core layout, ahead of my ride, Porsche vehicle architecture boss Robert Meier said the challenge was “to preserve the defining character that customers expect from a mid-engined Porsche sports car.”

Besides, Meier doesn’t want the focus to be on mere stats. He said: “Batteries are often described through individual key figures such as kilowatt hours, range and charging time. For Porsche, that is not sufficient: what matters is how the battery performs as part of the complete vehicle system.

“How low can the driver sit? How consistently can the vehicle deliver its performance under sustained load? And how precisely does the architecture support the intended vehicle character?

“Porsche does not only sell kilowatt hours. Porsche delivers repeatable performance, driving dynamics, and emotions. In EVs, true differentiation is created at the limits through the interaction of the entire systems.”

In other words, this ride isn’t about trying to judge the specific performance boundaries of the electric technology: it’s all about the feels.

And, as Röhrl deftly flicks the Boxster through the Weissach track’s fast chicanes, from the passenger seat it feels… like a Boxster. It helps that I’m sat low to the ground, enabled by not having the batteries under the floor like in a skateboard EV chassis.

But the response to his steering inputs is rapid, the chassis is clearly nimble and you can feel an agility that is vanishingly rare in cars weighed down by big batteries. What’s particularly encouraging is that I’m told that, as a development car, our test vehicle is fitted with about 50kg worth of extra monitoring kit, yet it already feels nimble.

Notably, although it’s incredibly fast and responsive, the acceleration feels natural and measured. There’s none of that queasy feeling you can get from ridiculously high-powered EVs that are tuned for pointlessly quick 0-62mph times. It’s more linear, more natural.

It’s still quick, though. We touch at least 130mph on the straight, at which point Röhrl looks over and casually opines that “this sounds and feels just like a race car to me”. It certainly does from the passenger seat: the engine note is remarkably good for an entirely artificial noise, and the gearchanges seem on point. A nod of gratitude is clearly owed to Hyundai’s N division here, since Porsche engineers have acknowledged the Ioniq 5 N’s artificial engine note and gearing helped convince them of how much it can add to the driving experience.

There’s only a limited amount you can learn about a car from a passenger ride, of course, and I certainly can’t address many of the questions sceptics will continue to raise about an electric 718 Boxster concerning range, performance and so on.

But you can see the potential to win over EV sceptics: forget the power source, this feels, sounds and rides like a Porsche Boxster.

Why the Type 01's sales won't tell us if Jaguar's reinvention is a success

Wed, 7 Oct 2026 07:00:00 +0100

Jaguar has probably been unprofitable throughout Tata's entire ownership of JLR; that may now change

The real judge of success for Jaguar comes well after the launch of the Type 01 and likely after the follow-up models too.

JLR might not even acknowledge it publicly when it happens, but it's guaranteed there will be intraoffice fist bumps, if not bonuses.

That metric is profitability, something that the brand has lacked probably throughout Tata’s entire ownership of JLR.

Jaguar’s radical shift from a mainstream premium brand to purveyor of luxury EVs was decided in 2021 after a grim assessment by then JLR CEO Thierry Bolloré. “Our Jaguar business has not performed,” he told investors.

New multi-energy versions of the XJ and large ‘J-Pace’ SUV on a version of the Range Rover’s MLA platform were cancelled after admissions that they would be “behind the tech curve”.

Plenty has happened since then, including the departure of Bolloré and more recently the designer behind Jaguar’s “copy of nothing” design renaissance, Gerry McGovern.

When deliveries start mid 2027, the Type 01 will be two years behind the initial showroom target.

But the delay has one effect: as the price of petrol soars EVs are becoming hot property again after a backlash in which Jaguar itself was at the centre, following its vivid relaunch in 2024.

JLR itself has noted the benefits of being a “follower” in the EV market as other premium brands including Porsche went early and quickly got overtaken by events.

Now, as Jaguar unveils Type 01, we will get to see whether this is one high-end EV launch with fortune on its side.

The targeted price of the Type 01 has shifted in the last two years from £100,000 to around £125,000, which should give Jaguar some room for margin, even with the expense of having to engineer a bespoke EV platform.

Cost efficiencies have been unlocked through some shared parts with electric Range Rovers, including the front electric drive unit and the cell chemistry from AESC.

Jaguar hasn’t shared its sales ambitions, but managing director Rawdon Glover describes success as being measured in the “tens of thousands, not in single thousands, nor hundreds of thousands”.

Demand for the car depends entirely on whether the eye-catching design works for the small group of customers in that relatively underserved niche between mid-spec Porsche saloons and low-end Bentleys.

“It's not a volume-related play in the way that the last two decades have been all about,” Glover said.

Some volume is of course necessary, ideally without discounting, and much of that falls on the fickle market of the US. This is where Jaguar predicts the largest pool of customers for the car reside, despite the market for EVs flatlining after president Donald Trump moved against them.

“The US overall is going to be the number-one market,” Glover said. “It’s a country that's still in love with the automobile. It likes cars with stature, presence and scale.”

Jaguar might have expected electric-forward China to be a big customer as well, but the market for imported EVs vs those built natively has fallen to almost nothing.

Europe is obviously still in play, but the Type 01 is a large car, at more than 5.2 metres long, so fits better into American parking spaces than British or German ones.

Jaguar is confident that the strident design will resonate with enough people that the drivetrain stops becoming an issue – or even becomes an advantage given the huge power delivery from the three motors. There’s plenty to distract from the lack of a V8 engine.

Once that happens, Jaguar will be on the way to finally contributing to the JLR bottom line.

“We’re in the invidious position of not generating revenue today, and we're having to invest in architecture, so there's a period of time [before we become profitable],” said Glover. “But it’s not too far down the line.”

Opinion: can the Jaguar Type 01 save the brand?

Wed, 7 Oct 2026 06:00:00 +0100

The Type 01 has at last been revealed – and the market has changed hugely since it was first conceived

Finally, the new Jaguar is here.

Rarely has a car's arrival been so drawn out, as well as so storied. You can't imagine an Audi Q5 having this start to its existence...

But then the Type 01 isn't just a new car. It's also a completely new start for its maker. Neither the Type 01 nor the brand behind it has any link to the modern Jaguar that the market has come to know.

Amid the relief that the Type 01 has finally arrived, we mustn't forget the risks still inherent in this relaunch. So long has the car been in development that decisions taken in one time might not work in another, because the market has changed.

For example, going all-electric was in tune with the market at the start of the 2020s but still only Tesla exists as a successful electric-only car company. Existing car firms have mostly long since abandoned commitments to be all-electric by a certain date and no start-up car maker has 'done a Tesla'. Jaguar will have to buck an established industry trend, and it can't rely solely on a bold-looking car to do so.

The cringey marketing campaign that accompanied the Type 00 concept two years ago still lingers in the wider public consciousness too. Time passes but opinions have been formed and the sentiment towards the car and the reimagined Jaguar brand has not been generally positive. That will need to change, not least to convince the wealthy buyers Jaguar now courts that it is a brand to be seen in.

But time also heals. Whereas previously we were dealing with a concept and the future, at last we can now appraise Jaguar in the present once more.

Autocar team weighs in on Type 01

Rachel Burgess

Kudos to Jaguar for keeping this final car so close to the bold concept. It might not win over existing Jag owners, but that’s not the point.

Between the legacy brand cachet and these dramatic new looks, it’s primed to entice a new era of Jag owners, so long as the quality and drive are up to scratch.

Felix Page

I'll always find it hard to detach this new-era Jaguar brand from the one that went before, enamoured as I was by a run-out XF I lived with a few years ago. It's easier, I find, to just think of it as a new company with a familiar name.

But then that does invite all the usual inherent concerns that come with ambitious yet unproven start-ups, particularly given the company's own assertion that Jaguar had no brand equity in its previous era.

The Type 01 is a wicked car – a proper world-beater, no doubt. But can a six-figure luxury EV (of the type that VIPs are so resolutely not flocking to buy) provide strong enough foundations for the marque's commercial renaissance? I hope so, but I'm not counting on it.

Illya Verpraet

The Type 01 looks like a concept car and looks like the concept car, but I don’t think that’s actually a good thing.

It has retained a lot of concept car features that usually don’t make it to production for good reason: because they’re impractical. It’s enormous yet doesn’t seem to have much space inside. It also appears not to have any tyres and the windows – the ones that are present at all – are tiny.

I’m sure it will be great to drive on a test track or open road, but I’m not convinced it will hold up on a real road, and owners will probably end up having to treat alloy wheels as a consumable.

I’m also mystified by the general idea of the car. It has become clear that there’s limited demand for big, expensive electric GTs, but here’s yet another one.

At least electric propulsion carries the benefit that the drivetrain can be packaged in such a way that it creates more occupant and luggage space, yet Jaguar has put the batteries exactly where you would expect to find an engine and gearbox. Maybe that’s the saving grace and Jaguar can follow Alpine and Porsche and stick an engine in it after all.

Ben Summerell-Youde

Jaguar has nailed its ‘copy of nothing’ brief here. It is a car you either desperately want or completely reject: there will be nothing rational about this purchase. The GT’s sci-fi looks make a spectacular, modern statement.

Its brash, monolithic design and massive proportions are going to be divisive, but it will command attention wherever it goes.

New Jaguar Type 01: radical EV arrives to spearhead brand's reboot

Wed, 7 Oct 2026 01:00:00 +0100

Bold 1000bhp £150,000 grand tourer will kick-start British brand’s EV-only rebirth

Jaguar has revealed the Type 01, the electric GT on which the brand's future rests.

Five years ago Jaguar, unprofitable for years, found itself in a life-threatening quandary. The political situation surrounding large petrol and diesel cars was changing fast, propelled by onrushing EV technology. The company was also caught in a crossfire of rival premium marques, whose traditional buyer base was in rapid decline.

Something had to be done, and there were three options: close Jaguar and lose vast sums for no gain; make cost-cutting tweaks to the existing cars and hope for better times; or produce a range of cars to relive the shock and desire of the E-Type 65 years ago. Choosing the third option, at a cost of about £2.25 billion, has produced the Type 01.

It begins a radical new future for the marque, lifting it out of the executive class price range it has inhabited for its 90-plus years into a new, higher class between top-end Mercedes and bottom-end Bentley. Jaguar said around £150,000 will buy you a well-equipped car.

The Type 01 is a 1000bhp, four-door, all-aluminium GT saloon. It is 5.2m long-only a handspan shorter than a Bentley Flying Spur - with a wheelbase of 3.2m. It has a cab-rearward design with a very long nose and a low roof.

Seen in the metal it is indeed "a copy of nothing" - the description coined for Jaguar by company founder Sir William Lyons and often repeated by the firm since its rebrand - though this hasn't stopped Jaguar insiders drawing comparisons to the long-nosed XJS of the mid-1970s, which replaced the ubiquitous E-Type of 1961 with something quite different.

Opinion: Can the Jaguar Type 01 save the brand?

Design

Jaguar conducted extensive customer research, which suggested that key buyer priorities for a new Jaguar model were how it would look inside and out, and what it would say about its owners. The company said there was much concentration on "soul" and "personality", together with concern about quality of execution. Any worry about the Type 01's use of electric propulsion came lower down the priority list.

Back in 2020 Jaguar set three groups of designers in competition with one another to propose a new car. The rules were simple: the car needed to signal a wholesale change, to be jaw-dropping to look at, and to copy no other car. Its design language also had to be scalable to future cars.

The design groups produced 18 full-sized models, which were eventually displayed together in the company's outdoor viewing garden. Design development director Andy Wheel, who was there, described it as "an incredible day". From this group, the "exuberant" Type 01 shape was chosen and developed. "Compromise was a banned word," said Wheel.

The car's length, bold shoulders and extended bonnet-which leaves an exaggerated "luxury gap" between the front wheel arch and front door - all grab attention. The slim headlights have a unique night-time signature, surrounding a bold blank space where a grille would traditionally be placed.

At the rear, the tail-lights are hidden in an array of horizontal slats that the designers describe as a 'strike-through'.

There is no rear window, in similar fashion to the Polestar 4. As with the Swedish SUV, that decision was taken to improve rear head room. Rear vision, meanwhile, is handled by a roof-mounted camera that feeds a cross-cabin screen inside.

The car also has frameless doors, with brass detailing containing the brand's 'leaper motif along (and inside) the body.

A central spine divides the cabin into four zones and the driver's controls are predominantly situated on screens.

Engineering

Early on, Jaguar engineers set out to find a rival company whose platform might suit the emerging recipe for the Type 01, with a view to a chassis-sharing partnership. But, according to chief engineer Jon Darlington, who joined Jaguar 31 years ago and has been involved in this project from its outset, they soon found there was nothing suitable for a car with the Type 01's 5.2m overall length and diminutive 1.4m height, rolling on 23in wheels, none of which they were willing to alter.

This led rapidly to the conception of JEA - the Jaguar Electric Architecture - in aluminium, whose cost has been put at £2.25bn and which is currently the subject of more than 360 patent applications.

The Type 01 uses all-independent suspension by double wishbones up front and what Jaguar calls integral link at the rear, a multi-link set-up. Twin-chamber air springs adapt their rates to road and driving conditions and the dampers are also adaptive. The car has four-wheel steering, giving it a similar turning circle to a Volkswagen Golf's.

The new Jaguar's unique architecture provides a special layout for its battery cells, which are divided between front and rear compartments to allow space for the occupants to sit very low in the car. A conventional 'skateboard' arrangement would have added 20cm to the overall height and made the Type 01's styling unviable. The battery cells are of a special large (and high-efficiency) format designed around the Type 01's layout.

The car's official WLTP range is 450 miles, but it will sustain "highway speeds" for 320 miles, according to Jaguar engineers. It will also charge at 350kW, enabling up to 200 miles to be added in half an hour.

Drive comes from a tri-motor layout-one unit with a peak output of 349bhp in front and two 416bhp motors at the rear. The front motor alone propels the car when it's cruising at a steady state on the motorway, saving energy. The two rear units chime in during sportier driving. They are grouped in the same housing but are independent of one another, enabling torque vectoring.

At full pelt, the car will cover 0-62mph in 3.2sec, but Darlington said a better gauge of the Type 01's sustained performance capability is the 62-112mph time of just 4.0sec.

Aerodynamics

The long and low Type 01 is the most aerodynamic production Jag yet, its 0.23 Cd easily beating the previous-best late-model XF's 0.25 - without, in Darlington's words, compromising its design or moving away from the standard-fit 23in wheels (21s are also available).

The car has a three-position rear spoiler that can provide up to 75kg of downforce at speed. Vanes at the front open or close based on sensor data to adjust flow to battery cooling apertures or brake cooling ducts as needed.

When the battery cooling vanes are closed, the WLTP range figure improves by 27 miles. With just the corner-mounted brake cooling ducts shut, it gains 12 miles.

Marketing

Jaguar's latest prediction for an on-sale date is February 2027. The first cars will be delivered to owners by the middle of the year. Prices will start at £120,000, with a "centre of gravity" for well-equipped cars at around £150,000. However, bespoke specifications will be encouraged - in much the same fashion as they are for many rivals - and some cars may top £200,000.

JLR continues to be confident of the new car's popularity at launch. It claims to have the names of 50,000 people in 'keep me informed' files around the world and 80% of them have never previously owned a Jaguar.

But according to global marketing director Carlee Hardaker, the company isn't looking for blanket market approval of the Type 01. She said: "Our detailed research showed that while many people we researched returned 9s and 10s, some returned 1s and 2s. We're happy with that. We want this car to evoke emotions."

Fiat 500 Hybrid test: Cute looks and a nice interior – but terribly slow

Wed, 7 Oct 2026 00:01:00 +0100

Fiat performs the unprecedented and converts an EV to petrol power. Is it any good? The very existence of the new Fiat 500 Hybrid is tantamount to the Italian giant breaking the emergency glass.Having finally discontinued the petrol 500 in August 2024, it had expected the new-shape, electric 500e to pick up the mantle. What happened instead was an utter collapse in sales, as buyers defected to petrol alternatives such as the Kia Picanto or something larger.That forced the Mirafiori plant – Fiat’s crown jewel, in its home town of Turin – to idle for months, building precisely zero cars and furloughing workers while dealers cleared their surplus of 500es.With the power of hindsight, Fiat Europe boss Gaetano Thorel calls the electric-only move “suicide”.To right the ship, Fiat opted to perform the unprecedented and convert a bespoke EV to ICE power. That meant both 500 variants could be built on the same production line, giving Mirafiori the shot in the arm it desperately needed.

Hyundai Ioniq 3 driven: Great style, substance and value

Tue, 6 Oct 2026 23:01:00 +0100

Hyundai's entry-level electric hatchback arrives with head-turning style and a jaw-dropping price tag Like almost every ‘legacy’ car maker, Hyundai is feeling the pinch at the moment. One of the automotive industry’s success stories over the past few decades (alongside sibling brand Kia), the Korean firm experienced a small slump in global profits in the first half of this year in the wake of geopolitical turmoil and the onslaught of ambitious Chinese brands.Despite the dip in income, the brand’s big cheeses are predicting that normal service will resume sooner rather than later. This confidence is backed by an ambitious plan to increase total production by 1.3 million by 2030 – a number that requires Hyundai to launch or facelift 100 models by 2030. Go big or go home, as they say.A total of 41 of those new releases will be landing on European shores, and the latest is the Hyundai Ioniq 3. An entry-level addition to Hyundai’s burgeoning electric sub-brand, this B-segment hatchback is also arguably one of its most important arrivals to date.Packing a decent range, especially in bigger-battery guise, distinctive looks and a claimed focus on driver satisfaction, the Ioniq 3 is charged with capturing a new generation of EV customers.Then there’s the pricing. Yours for an attention-grabbing £18,495 (after the full £3750 Electric Car Grant from the UK government), the newcomer is perfectly placed to do battle with cut-price Chinese upstarts.Moreover, the eye-catching Ioniq 3 very usefully undercuts a new wave of European rivals, such as the Renault 5, Cupra Raval and Volkswagen ID Polo.We got to sample a late pre-production version of the Ioniq 3 earlier this year and came away impressed. Now it’s time to drive the finished article on the roads of Turkey (not all that far from where this European-designed and developed car is built) and discover whether the Hyundai lives up to that early promise.

Mini Countryman gains rugged new Untamed trim

Tue, 6 Oct 2026 17:00:00 +0100

Raised ride height, all-terrain tyres and host of new accessories produce brand's most off-road-ready SUV yet

Mini has unveiled the new Countryman Untamed Edition, its most rugged, off-road-ready SUV yet.

The third-generation Countryman is the first to gain such focus, with a raised ride height, tougher tyres and a host of new accessories aiming to broaden the brand’s appeal to more adventurous buyers.

Tapping into a strong US market trend, its collection of modest tweaks are likely to set the Countryman apart from its straighter-laced rivals in Europe.

A 15mm suspension lift combines with specially developed Pirelli Scorpion All Terrain Plus tyres to raise the ride height by up to 19mm, “significantly enhancing” off-road capability, according to Mini.

The steering, anti-lock braking and stability control systems have all been tweaked to help deliver “enhanced traction and confident handling across a wide range of surfaces”.

The full mechanical makeover is available across petrol and electric Countryman models in the US but exclusive to the EV in Europe, with ICE cars limited to more visual tweaks.

While the off-road tyres are standard in the US, they’re a £600 option in the UK, though every Untamed Edition gets a new 19in, five-spoke lightweight alloy design that mimics the tough steel wheels traditionally fitted to trail-ready 4x4s.

Untamed Editions are marked out by a new, vertically slatted front grille, a reshaped rear diffuser and a host of matt black body decals designed to protect the metalwork from stone chips.

A bright blue Untamed logo occupies the Countryman’s sizeable C-pillar and is repeated across a knitted seat trim that is “inspired by rock formations”, while the centre console cubby is redesigned with elasticated straps.

Mini has respectively collaborated with outdoor brands Autohome and Helinox to create a roof tent and camping furniture that complement the Untamed makeover.

“The Untamed Edition highlights qualities that are already part of the Countryman’s DNA: robustness, versatility and a spirit of exploration,” said Mini design chief Holger Hampf.

“Our goal was to emphasise these characteristics through carefully selected colours, materials and details while remaining true to the unmistakable Mini character.”

An Untamed Edition will compete in the 11th Rebelle Rally, a 1500-mile, all-female navigational event cross the Nevada and California desert, with Felicia Killman and Erika Ferrer as driver and co-driver.

Production of the road car will begin in November, ahead of a launch in early 2027.

Prices start at £33,595 on the petrol Countryman C, representing a £550 rise over Sport trim; and £37,255 on the electric Countryman E, an equivalent climb of £4400.

New Freelander brand confirmed for UK launch

Tue, 6 Oct 2026 13:44:46 +0100

UK is planned as part of "third wave" of launches for JLR-Chery collaboration

The new Freelander brand has confirmed that it will launch in the UK.

The Chinese marque was born out of a collaboration between industry giants Chery and JLR, drawing on the original Land Rover Freelander.

It said it will arrive in the UK as part of its “third wave” of expansion into global markets.

It will first enter Middle Eastern and North African countries, then its first right-hand-drive markets, Australia and New Zealand, and the UK and Europe will come after that.

It has yet to confirm in what year it will come to the UK, nor who will be responsible for importing the cars.

JLR chief PB Balaji previously said the British firm wouldn't prevent Chery from bringing the brand here. Speaking in May, he said “it’s Chery’s car” and that JLR would “let them make up their mind”.

“From our perspective, our role is ensuring that the design is in sync with what JLR stands for, and thereafter it is completely their baby."

Freelander’s first model is the 8, a large SUV with a plug-in-hybrid powertrain.

A 2.0-litre petrol engine and two electric motors combine to send 617bhp through all four wheels, while a 34kWh battery allows it to drive up to 68 miles on electricity alone. This can be charged at up to 350kW.

However, Freelander CEO Wen Fei previously said that any cars exported to Europe wouldn't be adapted versions of Chinese-market models but instead new derivatives tailored to each market.

There’s no word on pricing yet, but Balaji previously suggested that they would be cheaper than JLR’s upmarket models, saying: “The price positioning of Freelander and our price positions are different."

Jaguar Type 01 to be unveiled tonight

Tue, 6 Oct 2026 09:03:34 +0100

Production version of 1000bhp GT to break cover in US, almost two years after game-changing concept

Jaguar will tonight reveal the Type 01, the hotly anticipated electric GT that begins the British brand’s rebirth.

The wraps will come off the car overnight in New York – and Autocar will be on the ground to bring you everything you need to know about the landmark EV.

It has already revealed the interior of the Type 01, which bears a strong resemblance to the concept car. It's divided into four sections by a central 'spine' and is minimalist in its detailing. It also lacks a rear window; it instead uses a camera similar to that on the Polestar 4.

Speaking at the company's investor day, held on 17 June, JLR chief commercial officer Leonard Hoornik said: “We will launch it in a very, very special way.”

The decision to pick an American location following the concept’s unveiling in Miami last year shows that JLR still believes the US will be a key market for the car, despite the country’s rollback of emissions legislation and the criticism from some commentators over the brand's relaunch.

JLR has previously reiterated its desire to keep Jaguar electric, despite its recent decision to offer hybrid alternatives for its previously EV-only EMA platform, which will underpin replacements for the likes of the Range Rover Evoque and Range Rover Velar.

“The reason we're saying that is because the kind of performance attributes we want Jaguar to perform against can be delivered only through an electric [drivetrain],” said JLR CEO PB Balaji at the investor day.

The 1000bhp-plus sports saloon, which heralds Jaguar's new era as a maker of luxury EVs, had previously been known as Type 00 after the preceding concept or X900, its internal codename, but was recently confirmed to take the Type 01 name into showrooms.

This is a name with three significant elements, said the company.

The 'Type' prefix emphasises the new car's place in a succession of "legendary predecessors" stretching back to the C-Type racer that won at Le Mans in 1951 and continuing through the D-Type, E-Type and F-Type.

Each of these cars, said Jaguar, was celebrated for blending "an engaging drive with deep reserves of power, plus refinement and composure" - attributes it aims for the new EV to share.

Meanwhile, the '0' represents its zero-emissions powertrain and the '1' "denotes its status as the first Jaguar of a new era".

The Type 01 will come to market in the first half of 2027, breaking a circa 18-month hiatus on new Jaguar production that began with the retirement of the F-Pace SUV in December.

Jaguar is being completely rebranded and repositioned as a more upmarket purveyor of exclusive, luxury-oriented EVs priced well above the relatively mainstream models that made up its most recent rline-up.

Prices for the Type 01 are set to range from around £120,000 to more than £150,000 for high-spec, heavily personalised examples - a window that Jaguar believes pitches itself between more mainstream premium marques like BMW and Mercedes-Benz and top-drawer luxury contenders like Bentley and Aston Martin.

Details on further models to follow have yet to be officially confirmed, but Autocar has previously reported that a large limousine and an SUV are likely to be the next cars to use Jaguar's bespoke new JEA architecture - and now it looks like they could take the Type 02 and Type 03 names into production.

Bold new Renault E-Space Concept previews future electric MPV

Tue, 6 Oct 2026 08:44:29 +0100

"Future-focused vision of the 1980s original" looks to make spacious monobox family cars fashionable again

The new Renault E-Space Concept, set to be revealed in full at next week’s Paris motor show, previews a new electric version of the game-changing MPV.

The bold concept is intended to channel the spirit of the 1984 original, which helped spearhead the popularity of MPV models in the pre-SUV age.

While the Espace is currently in its sixth generation, the current model – which isn’t sold in the UK – has essentially morphed into a large SUV.

Renault said that the new E-Space Concept is designed as “a future-focused vision of the original” and will serve as a “reboot”.

Few details of the E-Space Concept – and no interior pictures – have been revealed ahead of its official unveiling at Paris, but Renault said it's 4700mm long and reflects “a new approach to the design of family cars”.

The exterior images confirm the family resemblance to the original Espace, with a sharply raked front and a squared-off rear to maximise interior space.

Renault claimed that interior will be “generously sized, high-tech and welcoming”.

While Renault has insisted the E-Space is purely a concept, it hinted that it's intended to “explore possible futures” and a production version would fit with the brand’s new Futuready strategy.

While SUVs remain dominant in global sales charts, there has been a resurgence in MPVs as firms electrify their line-ups, skateboard-style EV chassis being well-suited to spacious family vehicles.

The E-Space Concept will be the headline act on a large stand that Renault will have at its home motor show.

The firm has also previewed a new version of its Twingo electric city car, featuring a ‘Twingobay’ panoramic glass roof.

Featuring a 0.7sqm glass roof that filter out 99.9% of UV rays, it's claimed to increase the sense of space in the car for passengers.

Meanwhile, Renault will also showcase the new lithium-iron-phosphate batteries coming to its EVs and display the recently revealed 8 Gordini concept.

Polestar 5 road test: Great but too late

Tue, 6 Oct 2026 08:41:40 +0100

Swedes deliver on six-year-old promise to take on the Porsche Taycan The mainly British-engineered Polestar 5 brings with it a tangible sense of fulfilment that has been rather a long time coming.This five-metre-long electric pseudo-saloon will serve almost like a punctuation mark at the end of what we may look back on, in years to come, as the first era in the history of this still-emerging and maturing, fascinating and alternative, Chinese-controlled but Sweden-based car company.Back in 2020, the year after Polestar introduced its first proper, volume-selling model (the 2 electric liftback), it showed the Precept, a memorable concept previewing a dual-motor, four-door GT flagship.Very quickly then boss Thomas Ingenlath committed to a production version. Some six years (including a significant shareholding restructuring and a new CEO) later and, rather against the odds, that production version has arrived.With UK deliveries of the 5 set to begin this month and in advance of the car’s national press launch, Polestar loaned us a range-topping Performance Launch Edition, and we took it to the regular home of the Autocar road test, Horiba MIRA proving ground in Warwickshire – which also happens to be where much of the car’s engineering work was done – to find out just what kind of flagship Polestar has produced.

New Alpine 'PS1' concept to be revealed at Paris motor show

Tue, 6 Oct 2026 08:00:00 +0100

Projet Spécial 1 will sit outside the remit of Alpine's existing sporting models; could preview supercar or GT

Alpine will reveal the new Projet Spécial 1 – or PS1 – at next week’s Paris motor show.

It said the PS1 codename reflects that the concept sits outside its “everyday” cars – the A290 and A390 – as well as its flagship, the A110.

A teaser image showcases its narrow headlight, illuminated in the colours of the French flag.

This is distinct from the next-generation A110, whose design has been hinted at in the form of a sculpture that will also be displayed in Paris.

It's possible that the PS1 will hint at the look of Alpine's forthcoming rival for the Ferrari SF90, which is due in 2028 with a turbo V6 hybrid powertrain that will combine for an output north of 1000bhp.

Indeed, the teaser picture released by Alpine appears to show the shadowed silhouette of a large rear spoiler.

Equally it could hint at the long-mooted successor to the A310, a four-seat GT that was built between 1971 and 1984.

The image shows the narrow headlight is positioned next to a straight-edged wing, a design cue that was present on the lightweight A310.

As previously reported by Autocar, a new A310 is due to join the Alpine range in two years’ time as a 2+2 rival to the Porsche 911.

BMW M3 EV all but revealed as "natural enemy" of ICE super-saloon

Mon, 5 Oct 2026 13:01:42 +0100

New electric version of super-saloon prioritises driver engagement rather than more power

BMW has all but revealed the electric M3, which bears a strong resemblance to the M Concept Neue Klasse that was unveiled earlier this year.

The German firm has published images of a lightly camouflaged prototype of the production car that is due next year. It retains key cues from the concept including its Le Mans-inspired auxiliary lights and split bumpers that riff on sailboats – but it is also notably more restrained, with a smaller front splitter and rear diffuser.

BMW has yet to officially publish any technical details of the new M3 but, as part of a statement commemorating the production of the millionth example of the super-saloon, it confirmed it will be built in Munich.

BMW M boss Frank van Meel previously confirmed to Autocar that it would have a quad-motor powertrain, but added that the M division will not chase huge power outputs, because “you can’t put that down to the road anyway”.

The full interview with van Meel, as well as designer Michael Scully, can be read below.

BMW M boss: Electric M3 is petrol car's "natural enemy"

BMW is producing its “own natural enemy” in the electric M3, according to M division boss Frank van Meel, who claims buyers of the next-generation M3 will be lured away from the petrol variant by the EV’s superior dynamics.

The M3 EV was previewed by the M Concept Neue Klasse, pictured below. This represents a total transformation of the forthcoming i3 electric saloon, with its muscular design drawing on the M division’s sporting heritage.

But it will also be sold alongside a new combustion-engined generation of the stalwart super-saloon, which was recently caught testing for the first time.

Its turbocharged 3.0-litre straight six has been updated to meet the Euro 7 emissions requirement without any loss of power from the current 503bhp.

Speaking to Autocar at the Goodwood Festival of Speed, van Meel said: “Now we are fighting against [ourselves], because with the all-electric M3 we are attacking our best-selling product – the leader in its segment.

“We are also working on a future generation of [petrol] M3, but now we have an internal fight. We are just pushing ourselves with the two different powertrains, and it's a great contest.”

Key to the electric M3’s engineering brief is that it will have four motors – but it won't simply chase headline power and torque outputs, instead using the unusual arrangement to bolster its poise and agility in pursuit of heightened driver engagement.

“It’s not about having even more power,” emphasised van Meel. “At the end of the day, you can’t put that down to the road anyway. You need to have sufficient power at every corner of the car and we are using four electric motors, but you will never use it at the same time.”

The BMW Vision Driving Experience prototype (pictured above), which previewed the technical capabilities of future M cars, had a four-figure power output, but van Meel said drivers “don’t need 1000 horsepower” on the road.

“It’s like a kickboxer. You never kick with two legs. You can have strong arms and strong legs, but you don’t use them all at the same time. And it’s the same with four electric motors.”

The M division is instead looking to unlock the dynamic benefit brought by having four motors controlled by a central computer, referred to as the Heart of Joy.

“It’s insane what you can do with that technology,” said van Meel. “You can bring more agility or stability to the car. You can brake the inner wheels, accelerate the outer ones and can get out of turns in a completely different way. It’s a new era of vehicle dynamics.”

He continued: “Power is nothing without control. Of course you need a lot of power [in a performance car], but you also have to control power. If you just throw out a huge amount, you will just leave four stripes on the Tarmac. In the best case it’s still stable but actually makes no sense.”

Van Meel is confident that the new capabilities brought by the quad-motor powertrain will win over buyers in the battle between the ICE and electric M3s.

He said: “There might be customers who say they want to have a combustion engine because they like the sound or the looks or cannot charge at home. That’s fully okay. But if you're into racing or driving dynamics, you might say the electric one is the best M3.”

Van Meel joked that “in case of doubt, [customers can] buy both” but added that BMW will target both versions of the M3 at the same people and “the customer can decide”.

As previously reported by Autocar, the M3 EV will also offer simulated gearchanges, but that will no longer be paired with a simulated engine note inspired by historic M cars, said van Meel.

“We tried all the different sounds: we had a high-revving V10 from the M5 (pictured above); a high-revving V8 from the M3; we even tried the four-cylinder from the E30. But every sound only made sense for that specific car. If you try to put the sound in another car, the feeling is not right.”

The M division will instead develop a new sound inspired by the electric motors – but this, said van Meel, “shouldn’t be any Captain Kirk spaceship sound, because then you’re not connected”.

He said the dilemma is “philosophical” and that the M division is trying to “move ahead” in replicating the “feeling” and “emotion” of an ICE car, rather than directly copying its character.

More broadly, van Meel said the decision to simulate the power delivery of a combustion engine and gearbox is intended to make driving an electric M3 more intuitive.

“If you’re on the track, you want to know how quick you are. You need to have some pedal feel and ratios that you are comfortable with, so that you automatically know you are driving [for example] 100mph because you are in third gear, because you know the deceleration and acceleration. That’s what you want.

“You can of course copy a gearbox, and it’s already quite emotional. That’s a good idea. But we want more."

Design reinvention

Fundamental to the design of the next M3 is “proportion”, said M division designer Michael Scully, guiding Autocar around the M concept.

“When we look at the new powertrain there are a very different set of considerations packaging-wise, and we have worked very hard to get the proportions to what our customers expect – that very classic two and a half boxes with a very agile, dynamic [stance].

“To find a proportion that works for us is the first order of business, and we have a chance to take it one step further in terms of boldness.”

Scully also hinted at a cleaner, less fussy look for future M cars. “We are reducing them down to really the performance essence of the car. There’s a reductionism which, if done intelligently, means you can get it down to what is truly necessary from a performance standpoint.

“That’s really important in racing, and we’re now approaching it the same way in our production models.”

Scully described the fresh approach as “intelligent reduction”, as “whenever it turns into a decorative area, I don’t think that’s a good thing”.

Asked if that meant a move away from the large grilles and aggressive flares on current M cars, he explained: “Intelligent reduction is important, but it’s also about emphasising functional elements.

“What’s really important is that the elements we do have – from an aerodynamic perspective – is the real stuff, it’s not implied. That’s where the authenticity comes from. Our customers have incredibly educated eyes and they can see if we [jump the shark] on performance.

“It’s also important to embrace the new powertrain. For example, we’ve got four electric motors, one on each corner, so let’s pronounce that. It helps make the cars look muscular and strong but it also pronounces where the powertrain is.”

Scully drew on his experience shaping BMW’s race cars in devising the new M3.

One example of his new, more purposeful approach is the massive double-decker diffuser mounted at the rear of the M Concept Neue Klasse.

This, Scully explained, was inspired by the racing M3s fielded in the GT2 and GT3 classes over the years. Those cars trade a traditional exhaust for side-exit systems, opening up space for a more aggressive rear diffuser, needed to generate downforce on track.

Replicating this design on the road-going M cars of the past wouldn't have been possible, lest drivers or passengers burn their legs on entry or exit after a spirited drive. But when you dispense of an engine in its entirety, and therefore also an exhaust, that frees up room for such an aerodynamic package.

“We don’t have that [exhaust] requirement, so let’s open it up and celebrate the opportunity that we have now,” said Scully.

“We have a double-decker layout for the diffuser with a main [section] and an aerofoil across the bottom. The floating aerofoil helps to manage the flow. With aerodynamics, there’s never one standalone element: it’s always a constellation of things that affect each other.

“For example, that diffuser interacts significantly with the duck-tail spoiler, so that’s a constellation; that’s where a lot of downforce comes.

“I love downforce, because that’s the thing that, from a driving sensation standpoint, allows you to do things which your intuition says you can’t.

"When a car does that, when it enables the driver to experience those things their intuition tells them is impossible, I think we’ve landed in a great space.”

Indeed, prototypes of the next combustion-engined M3 have revealed a smaller rear diffuser than their electric counterparts, owing to the presence of M's signature quad-tip exhaust.

Scully also highlighted the large, deep vent in the concept’s raked bonnet. This is used to cool the four motors’ front-mounted radiator, but such a prominent feature would not have been possible were it not electric.

“Normally you would have a big engine right there and there’s no way you could have those ducts, but here we can,” he said.

Notably, the M concept dispenses with the hook-like side mirrors that have been a fixture of the M3 since the E36 generation.

This, said Scully, is another manifestation of motorsport-inspired design: “M customers over the years have come to know and love the cars for having this hook that points back toward the centreline of the car. But what we discovered was that if we turn the fin vertically, it's actually more efficient and brings small gains.”

Meanwhile, the car’s main-beam lights are mounted low and wide on the M Concept’s flanks. These are inspired by the M Hybrid V8, the BMW hypercar that raced in last month’s 24 Hours of Le Mans.

Meanwhile, the yellow positional lights – previously exclusive to the rare-groove CS versions of the M3 and M5, plus the M4 CSL – reference the headlamp colour cars are mandated to use in the American GTD racing class.

Although the M Concept exploits BMW’s sporting heritage, the company does not currently build an electric race car.

Asked whether there is a dissonance between drawing on ICE cars for the design of an EV, Scully said: “I don’t think it makes it more difficult; it makes it more meaningful.

"I think the reason this car resonates is that people can see we embrace our heritage with motorsport and our ongoing involvement with it and are able to translate it into an electrified future.”

Hyundai Ioniq 3 undercuts key rivals with £18k starting price

Mon, 5 Oct 2026 11:09:35 +0100

Small EV offers up to 308 miles of range and features 441 litres of boot space

Hyundai's new Ioniq 3 EV has gone on sale in the UK priced from just £18,495, thanks to it having been approved for the government's full £3750 Electric Car Grant.

The entry-level Ioniq 3 undercuts the rival Renault 5 Urban Range by a full £3000, and it is £1500 cheaper than the Citroën ë-C3 Urban Range – while outdoing both in the range stakes, being capable of 213 miles between charges.

It does, however, omit key equipment offered on other trims of the Ioniq 3. This includes the high-set instrument screen that was central to the Ioniq 3's new interior design, having been placed to keep drivers' eyes on the road. Instead of using the instrument panel, drivers will have to look over at the central infotainment touchscreen for their speed and odometer readings.

All versions of the Ioniq 3 receive the full government grant, meaning the Long Range model (capable of up to 308 miles) starts at £21,995. Upgrading to Premium trim, which reinstates the instrument screen, starts from £23,695.

Hyundai Ioniq 3: Everything you need to know

The Ioniq 3 has been positioned to rival an array of electric hatches, from the small Renault 5 to the larger Volkswagen ID 3 – and at 4.15m long and 1.51m tall, it sits right between them in size.

Its unusual shape is described by Hyundai as an ‘aero-hatch’, a sleek new form conceived with the goal of maximising aerodynamic efficiency.

This approach has resulted in a raked roofline, similar to that employed by the old Hyundai Veloster, ending with a prominent duck-tail rear spoiler. The rear lip is moulded into the leading edge of the boot, but range-topping N Line cars get an extension for a sportier look. The front end, meanwhile, has been sculpted to have the smallest frontal area possible.

Its efforts have yielded a drag coefficient of 0.26, which is better than the smaller but chunkier Renault 5 (0.29). As a result, the Ioniq 3 is said to be capable of driving 208 miles between charges when fitted with the standard 42.2kWh battery.

Lead exterior designer Manuel Schöttle said Hyundai began with the most efficient shape in aerodynamic terms for the Ioniq 3, but added it was “important to make sure it didn’t look like a soap bar”.

He said it was Hyundai’s first electric car designed in Europe, and it has been shaped according to Hyundai’s new 'Art of Steel' design language.

Yet the radical silhouette also brought several compromises inside the Ioniq 3. For example, the roofline’s rake ate into the boot space, and the small front end combined with the model’s front-wheel-drive configuration meant there was no space for a frunk.

The workaround was to create a large cargo space below the floor, similar to the ‘Gigabox’ in the Ford Puma Gen-E increasing load space from 322 to 441 litres.

The raked design also ate into rear cabin space, so Hyundai carved into the car’s headlining to free up a few millimetres more head room.

The Ioniq 3’s cabin was designed to free the driver of as much distraction as possible. Lead interior designer Victor Andrean said the “hands on the wheel, eyes on the road” philosophy brought a rethink of the dashboard’s layout.

That resulted in a thin new digital instrument panel that is set notably higher than in existing Hyundais; it is paired with a smaller steering wheel, resulting in a similar set-up to Peugeot’s i-Cockpit.

“We place it above the steering wheel, not inside the steering wheel, as in a conventional car,” said Andrean. “That is a huge statement on lifting your eyes and your head up; you are looking a couple degrees higher [when looking at the panel]. This is way closer to the road.”

The Ioniq 3’s 12.9in infotainment screen is also the first to use Hyundai’s new, Android Auto-based Pleos operating system. This will allow new functionality, such as installing apps natively in the car rather than using smartphone mirroring – although that is still included. Positioned below the screen is an array of physical climate control and media switches.

“The tactile feel of buttons is very important, and I think [the European] market really needs that,” said Andrean.

Standard Range cars will use a 145bhp motor, for a 0-62mph time of 9.0sec, while Long Range cars get a more efficient 132bhp variant. The former's charging rate peaks at 119kW while the latter can accept 110kW, giving 10-80% refill times of 29 minutes and 30 minutes, respectively.

It is not yet known whether a hot N version will join the line-up as a rival for the Alpine A290 and Volkswagen ID Polo GTI, although Schöttle said he “always sees potential for something more sporty”.

How Hyundai has reinvented the cupholder

Wary of customers carrying ever-larger flasks, Hyundai has come up with a novel cupholder design that allows for particularly tall receptacles to be stowed in the centre console.

The modular cupholders continue through the lower shelf of the centre console, allowing their size to be changed depending on how large a drink the driver or passenger wishes to carry.

“We had this question from the very start,” said lead interior designer Victor Andrean. “Where do you put your huge Thermos? These days, everyone is walking around with 1.5-litre-plus bottles – I’m one of them.”

Abarth 600e Competizione: 5 things you need to know about the most powerful Abarth ever

Mon, 5 Oct 2026 11:00:00 +0100

The most potent Abarth in history shows electrification needn’t be the death of fun

Even at an early age, Carlo Abarth was already a winner in the making. Legend has it that at just 11 years old, he wrapped leather belts around the wooden wheels of his scooter so he could go faster and beat the older kids in his neighbourhood.

That insatiable need for speed and innate competitive spirit would go on to carry him to motorsport stardom, winning titles on two and four wheels, and setting a string of records along the way. One of the more unusual being his victory over the Orient Express in an 850-mile race from Vienna to Ostend. On a motorbike. With a sidecar.

But Carlo’s legacy-defining moment came in 1949, when he founded Italy’s most famous tuning house: Abarth. Starting out by fettling Fiats to make them go better, Abarth soon grew into an all-out performance powerhouse, creating some of the most iconic and celebrated sports cars of the past 70 years.

So why are we telling you this now? Well, in the age of electrification, some might argue that the likes of Abarth and its greasy, oil-splattered counterparts are a thing of the past. But that couldn’t be further from the truth – and Abarth’s latest creation proves it.

It’s called the Abarth 600e Competizione, and it’s the most powerful road car the Italian firm has ever created. Developed hand-in-hand with Stellantis Motorsport and packed with a wealth of serious, track-honed hardware, it has one clear purpose: to prove that electrification doesn’t have to dilute driving enjoyment – it can enhance it. And that’s a philosophy we think Carlo Abarth would almost certainly have approved of.

Here are five things you need to know about the Abarth 600e Competizione.

Learn more about the Abarth 600e Competizione

#1 It’s the most powerful Abarth ever built

The history of Abarth is peppered with truly iconic cars. The Abarth Cisitalia 204A, the slippery drop-top that started it all. The Abarth 1000 TC, the giant-killing pocket rocket that dominated the 1000cc European Touring Car scene in the 1960s. The Fiat 131 Abarth Rally, built to replace the legendary Lancia Stratos. And that’s just to name a few.

So to think the new 600e Competizione is more potent than all of them is nothing short of reality-altering.

Powered by a 54kWh battery and 280hp electric motor combination, it can sprint from 0-62mph in just 5.85 seconds – eclipsing any road-going creation that has worn the Scorpion badge before it.

Yet outright power is only half the story. With 345Nm of instant electric torque available the moment you touch the accelerator, the 600e Competizione is engineered to deliver the sort of immediate, breathless response even the most radical petrol performance cars struggle to match.

But there’s more. One of the biggest challenges facing any performance EV is maintaining consistent performance when driven hard – something petrol cars are largely immune from.

To address this, the boffins at Abarth have developed a dedicated battery cooling system featuring a high-capacity coolant pump designed to push back the onset of performance-reducing thermal limitations. Specific cooling calibrations also help optimise performance during the car's sportier driving modes. The result is mind-bending performance time after time.

#2 It was developed with motorsport expertise

Unlike many fast EVs, the 600e Competizione isn’t simply a case of senselessly piling on the power and bolting on a flashier body kit. It was engineered from the ground up with one goal in mind: usable performance.

Developed in partnership with Stellantis Motorsport, it sits on a performance-focused evolution of the group’s electric eCMP platform – aptly named Perfo-eCMP.

According to Abarth, every element of the Competizione’s architecture was analysed and honed by a joint team of engineers, testers and motorsport specialists to create a cohesive driving package. The suspension, for example, receives a dedicated setup designed to maximise both handling precision and stability, while a mechanical Torsen limited-slip differential (more on that shortly) has been calibrated specifically to manage the instant torque delivery of the electric powertrain.

That motorsport influence extends beyond the chassis. The electric motor itself was validated using Formula E test-bench technology, simulating real-world track conditions under controlled laboratory precision.

#3 It gets serious performance hardware

Speaking of the real deal, the 600e Competizione’s specification sheet reads less like that of a fast electric hatchback and more like a purpose-built race car.

Take the differential we mentioned a moment ago. Rather than relying solely on electronic traction systems, Abarth has fitted a mechanical JTEKT Torsen limited-slip unit developed specifically for the unique characteristics of an electric powertrain. It helps channel the motor’s instant torque more effectively, improving traction on corner exit and allowing the car – and driver – to hold its line when driven at the limit.

The braking system is no less serious. Up front sit large 380mm Alcon vented discs clamped by four-piston monoblock calipers. Beyond their obvious stopping power, the larger discs bring improved heat dissipation and greater resistance to fade under repeated hard use – essential in a car capable of reaching the national speed limit in under six seconds.

Then there are the tyres. The Michelin Pilot Sport EVs weren’t chosen simply because they’re sticky. Developed using knowledge gained in the white-hot heat of Formula E racing, they feature a dual-compound construction designed to maximise grip while minimising the compromises often associated with high-performance EV rubber. A softer outer section improves cornering traction, while a polyurethane (also known as foam) insert helps reduce road noise – proof that in that case of the 600e Competizione, performance and everyday usability aren’t mutually exclusive.

#4 Its aggressive styling serves a purpose

The Abarth 600e Competizione isn't a car that fades quietly into the background – nor is it intended to be. From its squat, muscular stance to its striking two-tone livery and razor-sharp edges, it screams its intentions proudly.

Yet beneath the visual drama lies genuine purpose. The widened tracks, lowered ride height and enlarged footprint aren't simply there to create a more imposing silhouette; they're a direct consequence of the performance hardware underneath. Likewise, the rear spoiler, squared-off bumpers and carefully sculpted 'shark nose' front end help manage airflow and improve stability at speed, proving that form and function can still go hand in hand.

Inside, the same philosophy continues. Tactile Alcantara trim and heavily bolstered Sabelt sports seats create a cockpit that feels every bit as focused as the engineering beneath it, giving the Competizione the sense of occasion the most hardcore Abarth in history deserves.

#5 It's still practical enough for everyday life

For all its pulse-raising, breath-quickening, eye-widening performance credentials, the Abarth 600e Competizione hasn’t forgotten that most of its life will be spent far from the asphalt of a racetrack. In fact, at 4.1 metres long, 1.8 metres wide and with a turning circle of just 10.5 metres, this is, above all else, a car designed for the city.

That 54kWh battery will deliver up to 207 miles of range (WLTP) on a full charge – more than enough for a week’s worth of school runs, shopping trips and daily commuting. And when it’s time to recharge, a 100kW DC rapid charger will get the battery from 20% to 80% in as little as 27 minutes, while an 11kW home charger will replenish the battery in less than six hours.

Practicality hasn't been sacrificed at the altar of speed either. The elevated driving position and compact exterior proportions make the Competizione an easy car to live with in town, while a useful 360-litre boot provides enough space for everything from the weekly shop to a weekend's luggage.

Inside, a crisp 10.25-inch touchscreen infotainment system with integrated navigation sits at the heart of the cabin, complemented by wireless smartphone charging, wireless smartphone mirroring and a host of cool digital performance readouts unique to the Abarth experience.

There's plenty of reassurance on the safety front, too. Adaptive cruise control with lane assist, Level 2 assisted driving capability, autonomous emergency braking, blind-spot monitoring, all-round parking sensors and a 180-degree rear-view camera all work behind the scenes to make every journey easier and more relaxing.

Not every feature is designed to make life quieter, though. The 600e Competizione comes with an augmented sound generator that uses an external speaker mounted beneath the rear bumper to project a deep, throaty, petrol engine-like roar as you cruise around town. Trust us, your kids will love it.

And that's perhaps the most impressive thing about the 600e Competizione. Despite being the most powerful and technically advanced road-going Abarth ever created, it remains a genuinely usable everyday performance car. Proof that electrification doesn't have to dilute the Scorpion's spirit – it can simply give it a new way to sting.

Learn more about the Abarth 600e Competizione

First look at new Citroen 2CV ahead of reveal this week

Mon, 5 Oct 2026 09:48:32 +0100

Reborn 'Tin Snail' will be revealed on Sunday evening – and new pictures showcase retro design cues

Citroën has released new images of the reborn 2CV ahead of its unveiling later this week, showcasing its throwback design cues.

One of the stars of next week’s Paris motor show, the new 2CV has been conceived to give “buying power” back to European motorists, according to Citroën chief Xavier Chardon. It will be “a true people’s car designed for real life”, he said.

The new pictures show its dome-shaped headlights, set high on its front wings, as well as deep-set bonnet strakes reminiscent of the extrusions on early 2CVs.

It also has an open air duct between its front wings and bonnet, a cue found on later examples of the famed 'Tin Snail'.

It rides on large steel-style wheels wrapped in Michelin rubber, recalling the tyre firm’s significant involvement in the development of the original.

Autocar exclusively broke the news that Citroën was plotting the 2CV’s revival in January 2025, as part of a bid to tap into opportunity in Europe’s affordable car segment.

It's expected to become the French brand’s entry-level car, bridging the gap between the Ami quadricycle and the conventional C3 supermini.

The 2CV will be an EV and, Chardon said, “will democratise electric mobility”.

To that end, Citroen previously confirmed it will be priced at less than €15,000 (£12,700) and that it has been designed to take advantage of the EU's E-car proposal – a ruleset that would heavily incentivise sales of small EVs built in the EU.

“The future of mobility will not be won by the most complex cars but by the simplest and the most intuitive ones,” Chardon said. “What truly matters is to be relevant.”

The 2CV will be revealed at 6pm on Sunday 11 October.

Which £20k supermini is best? Corsa vs Ibiza vs Swift

Mon, 5 Oct 2026 06:00:00 +0100

Few cars are cheerily coloured, cheaply priced or carefree any more. Here are three wonderful three-pedal exceptions

Primary colours feel apt for these cars: three 20-odd-grand, pure-of-heart, petrol manual superminis whose badges are a through-line right back to the '90s heyday of affordable metal. Back when grey wasn't the default choice. I've been looking forward to this one with a fervour usually reserved for a gathering of supercars.

Rewind two decades and my excitement would have seemed sarcastic at best, but it's bred largely by the increasing scarcity of cars like these.

Each year more driving tests are taken for a pure automatic licence (the figure is 26% at present), perhaps partially explaining the rate at which manual options have tumbled out of showroom brochures. But this funky-looking, smartly priced little trio is proudly keeping a very modest dream alive, and at a time when EVs are beginning to virtually mimic their interaction as a selling point.

It's the Seat Ibiza that sparked the idea for this little confab, thanks to its recent second facelift, undergone in an attempt to blip back onto buyers' radars. Yet time moves fast: since photographer Jack packed away his camera gear and I drove home to type these words, the Volkswagen Group's 'Future Plan 2030' appears to have rung the death knell for the Seat brand. Don't tell this perky little Ibiza, though.

Dressed in Hypnotic Yellow, it looks every bit as fab as it did upon launch back in 2017, with its reshaped front grille, slimmed-down headlights and bold hue doing much to make it feel genuinely fresh. Let's not kill its vibe.

There's still a decent gaggle of cars to choose from in assembling rivals. The £20,590 Vauxhall Corsa is here not only for its infectiously optimistic Yes entry trim, but also because it's a mainstay in the UK's top 10 best-sellers, refusing to be bullied by the bunch of burly SUVs around it. It's the most powerful here, tying a 99bhp 1.2-litre three-cylinder turbo engine to the only six-speed gearbox of our group for 0-62mph in 11.2sec.

The Ibiza compares well beside it, starting at £21,610 in SE trim (although we have the better-equipped SE Technology here) and latching a 94bhp 1.0-litre turbo triple to a five-speeder for a slightly more rapid 11.0sec claim.

The Suzuki Swift is a firm Autocar favourite and the cheapest here, starting at £16,499 (or £17,599 in this fancier Ultra spec). It mates an 81bhp 1.2-litre three-cylinder engine with mild-hybrid assistance to a five-speed 'box for 0-62mph in 12.5sec. Most crucially of all, it's the lightest of our trio, weighing just 945kg.

Let's start in yellow. It was a five-speed manual Ibiza - the pretty, Giugiaro-penned Mk2 - on which spent quite a large chunk of my student loan as a teenage runaround. While there's now another 30-odd horsepower and a lot more finesse, it's a real nostalgia trip to be hustling this Mk5 along.

Its engine and transmission aren't an instantly effervescent pairing and its gears are long, but the total control you're given over its trajectory ensures you barrel into corners with more speed and a bigger smile than any automatic Ibiza can elicit. It's good, clean fun.

The gearknob has a traditional round top with a pleasantly rubberised lip and is neat to hold. The shift has a pleasing weight and resistance, although it's very unlikely you'll shuffle it around for the sheer heck of it, because you'll probably banish yourself from its torque band in doing so. It has a light, friendly clutch and a brake pedal more intuitive than that of its DSG equivalent.

Its handling is very neatly balanced, if a little prescriptive, and its ride can get a little crashy with sustained speed on especially bumpy roads.

I do keep attempting to grab sixth gear, though, and anyone genuinely buying into this car for driving thrills would do well to eke out more budget for the £25k, 114bhp Ibiza FR with its extra ratio (and performance). If only Cupra still worked its magic on superminis...

As for the rest of the car? There's reasonable room in the back, even if the cabin feels dim in lieu of its rivals' contrasting coloured accents. At least its mixture of soft-touch materials and harder-wearing door bins feels keenly judged for its asking price. I like its angular door mirrors, too, which trickle down a taste of premium design from a class or two above.

As does the Ibiza's refinement. It can amble along below 3000rpm on a motorway, feeling thoroughly fuss-free to use. Its digital instruments are bigger and bolder than the Corsa's, while the central touchscreen is right-sized, is well placed and allows you to disable the ADAS bongs easily - not that they are overly irritating if left on. You get physical air-con dials and this sub-FR trim doesn't distract you with drive mode options. Simplicity is a virtue in here.

The Corsa is a step up in terms of equipment. It squeezes a heated wheel and seats into its 20-grand price tag and feels surprisingly classy, too, with piano black trim and vibrant striping across the cabin. Even the instruction manual is housed in a twee cloth wallet. For one of the cheapest and most ubiquitous cars on sale in the UK, it doesn't come across as proletarian. Its material choices all feel considered.

Launched in 2019 and having received a sole facelift since, the Corsa now inevitably feels its age, but nowadays that's often a blessing at least as much as a curse. Like in the other two cars here, it gives you physical climate controls and buttons on the steering wheel- not to mention a good old mechanical handbrake.

The steering itself feels loose and baggy after the tauter Ibiza (although you can stiffen it up via a Sport button) and the Corsa demonstrates a softer, less precise swagger down the road - soft enough that taking your left hand from the wheel to shift gear requires a more determined grip with your right. This is a car that can lollop around without full focus. It rides amiably and demonstrates an uplift in performance after the Seat, despite their similar on-paper stats. This will be a nicer motorway hack, its sixth gear and lower cruising revs helping no end.

The shape of its gearknob is undeniably more curious, however, and not especially natural in fun, fast driving, plus it moves more loosely. But the Corsa still possesses all the hallmarks of our earliest days of driving, audibly squealing from its front axle out of junctions and its rear as you tip it committedly into bends. It reacts keenly to a trailed brake, its less precise chassis easier to manipulate once you're more keyed into its behaviour. It's more on its tiptoes after the Ibiza.

More sensible stuff? Its front seats hold you well, but its rear quarters are oddly cramped. The Corsa is the only car here with an electric twin, not to mention a super-spicy variant - the 277bhp GSE elevating this chassis to new heights. Overall it makes a decent fist of being a likeable, easy car to rub along with for not much money. It's typically Vauxhall in being most things to most people-and somewhat inevitably lacks that vital 'want' factor as a result.

Jack ran a heavier, more potent Corsa Hybrid as a long-term test car and craved the simpler, lighter variant we have here. Yet he also ran this latest-gen Swift, launched in 2024, and turns misty-eyed as soon as he sees this blue example.

It's easy to see why. The Swift is immediately a bubblier, bolder car to behold, whether in its aquatic aesthetic or bright and borderline-slapdash interior design, its touchscreen looking much more clumsily integrated than in the other cars. There's even a banjo-strummed jingle as you prod its starter button to life.

The doors shut with a tinny clang and its seats place you taller and more upright than its rivals, priming you for a less dynamic driving experience. Its much slimmer weight (160kg less than the Corsa and a whole 194kg less than the Ibiza) disproves that impression by the first corner. It's more alive than the Ibiza and more accurate than the Corsa.

It also invites interaction. There's a pair of round analogue dials - a traditional tacho from zero to 8000 (even though it redlines at 6000) and a speedo that climbs in neat 20mph increments, each featuring a bold red needle. There's no time wasted in choosing your favourite digital layout here. Nearby you will find a row of buttons for succinctly killing its individual ADAS (and even the ESP), righting one of the few wrongs Jack found in his many thousands of Swift miles.

The gearstick is pleasingly round-edged, with a more compact H pattern than the others, owing to reverse being a simple snick down from fifth. It has a short throw, albeit one not as tight or precise as the Ibiza's, and you hear the rubbery, physical action of its movement.

Yet the least powerful car here doesn't demonstrate a dramatic step down in performance or attitude, its lack of turbocharging more than compensated by its slick mild-hybrid system (which makes the engine stop/start system beautifully smooth) and a sub-tonne kerb weight.

You have to work the Swift's gears hard on an undulating road, but crucially this is the most satisfying engine to rev out here, exhibiting a fun and assertive three-cylinder thrum under load. Although the effect of its brakes is decent, you get pretty poor feel through the pedal, yet this is ultimately a car where such matters border on the trivial. You rarely arrive at a corner needing to shed much speed before turning in.

"The Swift's almost cocking a wheel!" squeals Jack once the cornering shots are done. It seems distinctly Japanese in how it prioritises analogue fun over a misplaced aspiration of luxury, with a spirit similar to the Mazda MX-5 or Toyota GR86. It also seems more single-minded than its Spanish and British rivals, which are ultimately limited in how individual they can be by their well-known group platform-sharing.

It's slightly amusing to use a flat-bottomed steering wheel in an 81bhp Swift, but this is also rather emblematic of a car that isn't taking life too seriously. Yet it can still comfortably accommodate tall adults in its back row while being far and away the most efficient of our trio, both on paper and in reality. The Swift's eloquent active cruise control works surprisingly well, given it's paired to a manual gearbox - a mature piece of tech that genuinely takes the sting out of motorway miles. Suzuki has an enviable track record in the What Car? Reliability Survey, too. The company has nailed the fundamentals while leaving plenty of room for fun.

So, which car wins? If Ford had valiantly kept the Fiesta going, I reckon it could still stroll to victory in a comparison test like this: no member of this trio quite nails its lost blend of fun and frugality. But in our supergroup of household 90s names, Suzuki has clung to the decade's hedonism most authentically. Whether you're buying into a manual supermini in the pursuit of pure value for money or genuine dynamic sparkle, it's the Swift you want most.

Verdict

1st, Suzuki Swift: The lightest and most agile, yet the Swift will seat four adults and beat 60mpg in daily use. More of an all-rounder than you might dare imagine.

2nd, Seat Ibiza: Looks better than ever and handles well too; stiffer than its rivals and more demure inside. A charmer, whatever the future holds for Seat.

3rd, Vauxhall Corsa: The quickest and most mature car here, the Corsa would slip into most lives the easiest. It simply lacks the others' pizzazz.

Feature	SUZUKI SWIFT 1.2 HYBRID ULTRA	SEAT IBIZA 1.0 TSI SE TECHNOLOGY	VAUXHALL CORSA 1.2 TURBO YES
Rating	Four stars out of five	Four stars out of five	Three and a half stars out of five
Price	£16,499 (£17,599 as tested)	£21,610 (£22,880 as tested)	£20,590 (£21,240 as tested)
Engine	3 cyls in line, 1197cc, petrol, plus 12V ISG	3 cyls in line, 999cc, turbocharged, petrol	3 cyls in line, 1199cc, turbocharged, petrol
Power	81bhp at 5700rpm	94bhp at 5000-5500rpm	99bhp at 5000rpm
Torque	83lb ft at 4500rpm	129lb ft at 1600-3500rpm	151lb ft at 1750rpm
Gearbox	5-spd manual, FWD	5-spd manual, FWD	6-spd manual, FWD
Kerb weight	945kg	1139kg	1105kg
0-62mph	12.5sec	11.0sec	11.2sec
Top speed	103mph	118mph	121mph
Economy	64.2mpg	55.4mpg	54.3mpg
CO₂, tax band	99g/km, 25%	115g/km, 29%	117g/km, 29%

Toyota GR Yaris tested: Still great to drive, but that price...

Sun, 4 Oct 2026 12:19:49 +0100

Madcap Yaris continues to evade the emissions noose. Is it still great? The history of the Toyota GR Yaris in the UK car market makes an interesting case study in how extremes of supply and demand can affect the development of a modern performance car.Much anticipated as the first proper Toyota performance car the firm had developed on its own in some 20 years, the GR Yaris arrived on UK roads in 2020. A rare kind of four-wheel-drive, rally-cult, homologation type once popular but not seen from almost any brand in decades, it inspired a glowing reception from reviewers and owners alike – and, pretty soon, a waiting list of more than two years.A tempting entry-level price of just under £30,000 was, no doubt, key. Toyota knew it had to sell 25,000 examples of the car to satisfy homologation requirements for its Yaris World Rally Championship car. But it also knew that, in a European performance car market rapidly shrinking in the face of tightening emissions rules, registering too many of them, in Europe or the UK, would ultimately cost it. And so, with interest the firm described as ʻoverwhelming’, Toyota withdrew the car from sale in the UK in 2022, shortly thereafter managing availability in short releases and special editions.It was probably inevitable, in those circumstances, that the car wouldn’t – couldn’t – remain so affordable. Sure enough, it hasn’t. The GR Yaris re-emerged after its big 2024 revision as a car starting at £44,000, with the end-of-run Ogier and Rovanperä special-edition versions of the pre-facelift model pushing the envelope all the way to a scarcely believable £60,000.So where is it today? And, after so much repositioning and upgrading, does it still represent such a unique and compelling proposition as it did six years ago?

Secret identities and missing parts: F1's most mysterious team

Sun, 4 Oct 2026 09:00:00 +0100

The Maki team had bold ideas but was beset by intrigue and a lack of experience

In December 1973, Formula 1 midfielder Howden Ganley received a mysterious phone call.

In broken English, someone spoke of a new Formula 1 team arriving from Japan. The New Zealander assumed someone was pranking him, but as the calls continued and the March team for which he was racing struggled for cash, he agreed to meet these mystery men at the Pizzaland in Earl's Court, London.

Introducing themselves as Mr Togo and Mr Yamamoto, they asked him to not only drive their car but also find their people a workshop. Conveniently, he already had one in Slough, Berkshire, inherited from his old team boss, Frank Williams.

"He wasn't really sure that he believed they were really going to appear with an F1 car," Autocar reported in March 1974, "but was sworn to secrecy; so much so that he had to tell [fellow F1 driver] Tim Schenken, with whom he shares a house, the Oriental voices on the telephone were his collaborators in a Chinese restaurant venture!

"Finally, only a few days before the car's press showing, he was left in no doubt: eight mechanics with toolboxes and suitcases arrived from London airport in a taxi fleet. When the crate containing the car arrived, it was short of one or two essential parts - like a gearbox and brakes - but it should be ready to race in a few days' time."

The team was called Maki, and while its F101 was conventional in using a Ford-Cosworth DFV V8 engine, a Hewland gearbox, Koni dampers and Firestone tyres, "the body shape and the positioning of the enormous radiators parallel to the curving sides show originality".

Maki Engineering seemingly had no link to any of Japan's blossoming car firms; rather it was an unknown with the stated objective of making "progress in the automotive field" by developing "new powerplants and energy sources for everyday cars". Funding came mainly from a firm called M's Brain, whatever that was; Maki was its boss's surname.

MD Junsuke Fukuoka told us "the design was formulated by a team of engineers who have been working in secret in Tokyo for the past eight months. None has previously worked in F1 and they come from 'all areas of motoring backgrounds'" - but all of them looked very young, and one had to wonder how many of them had read the car regulations...

The F101 didn't arrive for its expected debut in Spain in late April (the fourth grand prix of the year), supposedly because Maki was still waiting for the correct wheels to arrive from Japan, and nor was it present at the following four races.

"We gather that this contender is alive and reasonably well in Slough," wrote Autocar in late June. "Ganley has tested it a number of times, and several modifications have been made, including repositioning the side radiators just ahead of the rear wheels. The first car turned out to be [135kg] overweight, so a lightening programme is in progress."

Or as Ganley put it: "We have been drilling a lot of holes."

After one more no-show, in France, Maki at long last introduced itself to Ferrari, Lotus, Tyrrell, McLaren and co at Brands Hatch in late July.

After missing practice because the F101 still wasn't ready and there were "a few scrutineering problems to iron out", Ganley finally got going in qualifying - and ended it 1.3sec shy of securing a place on the grid.

Next was the fearsome, 14-mile Nürburgring - where on Ganley's first practice lap, "something broke coming out of a fast right-hander. The car careered into a guard rail and the whole front chassis section was knocked off, being bolted and riveted to the centre, not welded. He broke both ankles and damaged a foot but can count himself lucky, considering the state of the car."

In an interview with Motor Sport three decades later, Ganley claimed that Maki had then sued him for his failure to drive at the next race - and that Togo and Yamamoto were false names, taken from the architects of the Pearl Harbour attack. Bizarre... Apparently they also repeatedly told him that Honda was backing Maki without ever showing any evidence.

His seat went to British rookie Tony Trimmer - whom the F101 likewise "nearly killed" during his three DNQs across the 1975 season.

And that was that - until another Japanese team, Kojima, pitched up at the 1976 season finale at Fuji with a suspiciously familiar-looking car and a number of ex-Maki people. It likewise immediately suffered a heavy crash, in the hands of local Masahiro Hasemi, and then wasn't seen again for an entire year, after which it too vanished without trace.

I had a ride in a Rally1 car – this is why they'll be missed

Sat, 3 Oct 2026 14:40:41 +0100

This weekend's Rally Sardinia marks the end of the line for Rally1 – and that's a great shame

For the last four years, the World Rally Championship's top-class has run to Rally1 regulations, featuring spaceframe machines powered by 1.6-litre turbocharged engines – initially with hybrid powertrains. Largely freed from the homologation rules of the World Rally Cars they replaced, Rally1 machines were just about the fastest thing to ever hit a rally stage.

But they were also hugely expensive and so, after just four years, the category is being ditched. This weekend's Rally Sardinia season finale will be the final outing for the Rally1 class, before the new WRC2027 machines – featuring less powerful engines and a spec tubular chassis – come into force. At Goodwood this year I had the chance to ride in a Toyota GR Yaris driven by 18-time WRC event winner Jari-Matti Latvala, for an up-close taste of the new machines.

Riding in the Toyota GR Yaris

In the co-driver seat of the GR Yaris, I can only see a limited amount of the interior - my vision is blocked by the looming wings of the tight bucket seat, while the taught harness prevents me from moving around all that much. The cabin is devoid of almost everything you’d find in the road going car, save for the ghostly outline where the road car’s distinctive dashboard used to be.

It's just as otherworldly from the outside. Leave your glasses at home and it looks just like the road car from thirty feet away, but get up close and the differences are myriad. The car seems impossibly wide thanks to the pumped out arches, and the aero package is just as ridiculous at the rear thanks to the simply gigantic split-level rear wing.

Under the bonnet, the 1.6-litre four-pot is a thing of beauty, sitting deep in the bowels of the chassis with gold heat shielding protecting 3D-printed parts wherever you look. The minimum weight of the car is just 1180kg, and this Yaris has over 365bhp to push that mass along through that regulation five-speed gearbox. The 309bhp-per-tonne power to weight ratio is roughly equal to a BMW M8 Competition.

Anyway, back to the stage. The four pot bursts into life, the high idle sounding more like a chainsaw than a car. This is loud with a capital L - were it not for the helmet intercom, there’s no way I would’ve heard Latvala talking.

“Some bits are very slippery,” the Finn says in what seems like the calmest voice I’ve ever heard. The Hannu Mikola-designed route sits on a bed of concrete covered with a fairly thin layer of loose gravel which has a tendency to wear down over the four days of the Festival of Speed.

With ten seconds to go, things start to happen. Latvala engages the first stage of the anti-lag system, igniting the fuel-air mixture inside the exhaust manifold and starting off a stream of assault rifle-style bangs as the turbo begins to spool up. Five seconds later, the revs rise even higher as we prepare for launch, filling the cabin with one of the single most aggressive noises I’ve ever heard in my life.

To call the launch brutal would be an understatement. All four of the wheels fight for traction on the tarmac as the nose seems to pitch itself skywards and we rocket away from the line. The softly-sprung suspension immediately tips the right-hand side of the car down as we slide through a narrow, hay bale-lined left hander.

We shoot under a thick canopy of leaves on a route that seems scarcely wide enough to fit the car along, the anti-lag popping and banging as we go. The trees feel close enough to touch, but Latvala is unphased, keeping his right foot firmly planted to the floor through the fast sweepers of the first sector.

The grip available on this less-than-ideal surface beggars belief in these quicker turns, and as Latvala slews us sideways through a fast left-hander it seems that understeer is something of a foreign concept to the Yaris. The front end grips like a vice and the rear follows almost as well: more often than not, the car is facing the exit of the corner almost as soon as we enter it.

My instinct is to keep my eyes looking as far down the road as possible, but I force my vision onto the other side of the car to see how on earth Latvala is making this happen. His inputs are hypnotic to watch, his left hand never leaving the alcantara rim of the steering wheel no matter how much lock he has on, whilst his right busies itself with the gearstick and handbrake, and his legs stay eerily still as his feet glue themselves to the pedals.

Looking back out of the windscreen gives my eyes the ability to slightly keep up with what my body is feeling. It’s brutal in every way, and I seem to always be pulled in two directions at once due to the fact that we always seem to be sideways.

We head into a sharp right hander and I feel the rear of the car mount the bank slightly as Latvala uses all of the road and a little bit more. No worries for Latvala as he simply plants the throttle to allow the mechanical differentials front and rear to pull us through, fishtailing a little before we finally straighten up.

The stopping power on tap is astonishing, too. The car’s nose pitches downwards as the calipers clamp the huge 300mm brake discs, slowing us at a rate that would be impressive on tarmac.

I spot a jump approaching and prepare myself, but Latvala doesn’t seem fussed about lifting. We hit it flat and fly for almost 50 feet before the 270mm of suspension travel softly drops us back down to earth. I’ve had worse thumps through my seat hitting potholes at 20mph.

I sit slack-jawed in amazement as we negotiate the final few corners, the turbo chirping away by my feet, and before I know it we’ve crossed the finish line.

This is the last year we’ll see these Rally1 monsters in action, as the WRC shifts to a less extreme formula that’ll see slower, simpler cars fight on the stages for the overall title. As I clamber out of the Yaris in sheer disbelief, I can’t help but feel like that’s a shame, given the utter lunacy of these current cars.

Anyone for mini-Golf? Bag a minter with a used Volkswagen Polo

Sat, 3 Oct 2026 12:00:00 +0100

Mk6 Polo is a competent, great-value supermini with a classy big car feel

Fifty years after the Volkswagen Polo arrived in the UK and now in its sixth generation, it remains the default supermini choice if you're looking for a well-made, competent and economical runabout. There are cheaper rivals (we're looking at you, Skoda Fabia) and ones that are more fun (Seat Ibiza), but only the Polo has that reassuring big-car feel.

The Mk6 Polo was launched in 2018 and facelifted in 2021. Thanks to its modular MQB-A0 platform, it's almost as big as the Mk5 Golf. Meanwhile, it looks remarkably similar to the Mk5 Polo, only a tad sharper-suited with pinched LED lights and a fancy double swage line.

With the facelift, the Mk6 got sharper still with the adoption of even sleeker headlights (matrix LEDs on some top-spec versions), a full-width front LED light bar, restyled bumpers and a reprofiled tailgate, plus upgraded infotainment with touch-sensitive panels in place of knobs and buttons inside and a centre airbag. The Polo's evolution into a baby Golf seems almost complete...

Most Polos are powered by a 1.0-litre three-cylinder petrol engine. If you want to save money, go for one of the atmo units, which produce 64bhp, 74bhp or, in later cars, 79bhp. They're cheap but far from cheerful. For that you need one of the turbo engines, badged TSI. Our pick is the 94bhp 1.0 TSI 95. Like the non-turbo engines, it has a five- rather than six-speed gearbox (the 113bhp 1.0 TSI 115 has six speeds), but it's pretty flexible.

Don't think the Polo is a hoot to drive even with that engine, though. As Autocar reported in its 2018 road test, the car "soothes, reassures, isolates, obliges and protects" but a bag of handling laughs it is not.

Actually, that's not totally true. The 2.0-litre Polo GTI is a lot of fun. It arrived in 2018 with 197bhp and gained seven more horses during the 2021 facelift.

There's also a 1.6-litre diesel Polo in 79bhp or 94bhp flavours. Very few were sold before it was withdrawn from sale in 2021. Expect to get close to 60mpg and to pay around £10,000 for a 79bhp 2019 1.6 TDI SE with 45,000 miles.

The Mk6 Polo is a spacious supermini and considerably roomier than a Ford Fiesta. There's plenty of storage for oddments and larger items. The boot is 355 litres with the seats up and a generous 1125 litres with them folded. Cars in SE trim and above have a useful variable-level boot floor too.

Fit and finish is first-class, so don't expect to hear any rattles or creaks on your test drive. Equipment is decent as well. All trims have air-con, automatic emergency braking, electric front windows and an 8.0in colour touchscreen. Move up to best-selling SE and you will find 15in alloys, electric rear windows and smartphone connectivity.

Beats trim brings a powerful sound system and SEL, which is available with the 1.0 TSI 115 engine only, has front and rear parking sensors, sat-nav and auto wipers. SEL and R-Line, the pseudo-sporty one that's next up, are reasonably rare - and then there's the GTI.

With the 2021 facelift, S and SE trims were folded into a new and enhanced Match trim paired with the 1.0 TSI 95 engine. It's our pick of the later models.

How to get one in your garage

BUYER BEWARE...

ENGINE

Some owners report ignition coil failures on the atmo 1.0 MPI and excessive oil consumption beyond 60,000 miles. The 1.0 TSI and 2.0 TSI units can suffer turbo actuator problems and carbon build-up on the intake ports and valves. Low-mileage cars are especially susceptible. Cars on VW's flexible servicing plan may not have seen fresh engine oil for two years or 18,600 miles.

GEARBOX

The five-speed gearbox can suffer worn selector forks, while linkages may require adjustment. All manuals can suffer leaky slave or master cylinders, which contaminate the clutch. The DSG automatic is a dry-clutch system that can feel jerky from low revs, while a few cars have suffered mechatronic and hydraulic pump issues.

SUSPENSION, BRAKES AND TYRES

Listen for creaky suspension over speed humps. Worn anti-roll bar droplinks will clunk and worn front strut top mounts creak as you turn the wheel when stationary. Light oil misting on dampers is common. Rear brakes tend to wear faster than fronts. Check tyres for irregular wear.

BODY

Anything less than millimetre-precise panel gaps suggests past repairs. Check window rubbers and under handles for overspray.

INTERIOR

The tough interior can disguise high mileage well but worn pedal rubbers and a shiny steering wheel will give the game away. Check your phone can connect. Be sure the rear air vents haven't been kicked and broken. There is a recall for a left-rear seat buckle that may unfasten involuntarily.

ALSO WORTH KNOWING

In the latest What Car? Reliability Survey, the Polo bagged fifth place with a score of 98.5%. However, while few owners reported mechanical issues with their cars, some complained of the Forward Assist system unexpectedly initiating emergency braking on bends. To aid its diagnosis, VW dealers will provide a form for you to complete with details on when and where it happened.

HOW MUCH TO SPEND

£6000-£8499: High-mileage 1.0 TSI 95 SEs up to 2019-reg with about 70,000 miles.

£8500-£9999: Beats, R-Line and SE cars, topping out at 2019-reg with 40,000 miles.

£10,000-£12,999: The sweet spot, where you will find nice, five-year-old mid-mileage SE and Match models.

£13,000-£15,999: Spans lots of three-year-old 1.0 cars with around 20,000 miles.

£16,000-£19,999: Up to 2026-reg 1.0 TSI Match and R-Line (DSGs to 2024-reg), plus 23-reg GTIs with 20,000 miles.

£20,000-£22,499: Lots of nearly new 1.0 Polos, as well as 23-reg GTIs with around 5000 miles.

Crayford returns: Is this £35k Mini the ultimate budget resto-mod?

Sat, 3 Oct 2026 06:00:00 +0100

Coachbuilding marque revived for open-sided beach car that brings endless fun for VW Golf money

This is one of those cars whose elevator pitch would be a remarkably straightforward one: it's a car for someone to keep at their holiday home, so they take an old Mini and cut the sides off. And that's about it. That's the explanation. Lobby, please.

This is the Crayford Mojito (Mk2), a restormodded Mini whose modifications are completed partly in Hungerford, Berkshire, but mostly in Rochford, Essex, hence we've come to Southend-on-Sea to have a go in it. Affordable seaside fun meets etc, etc...

If you think you've heard of Crayford before, it might be because a company of that name made Minis into convertibles in the 1970s- those and Triumph TR7 estates - and it put convertible tops on everything from Mercedes-Benz CE Coupés through to Morris Marinas while importing an eight-wheel multi-terrain amphibious vehicle called the Argocat.

The then owner, David McMullan, retired in the 1980s and the name fizzled away, but it has been brought back by Paul Osborn, a lifelong car dealer who ran top-end retailer Chequered Flag International over in Los Angeles. The McMullan family has lent Osborn its approval, pleased to see the name in use again. That they're willing means "there is a connection", says Osborn.

So tell us about the car, Paul. I can see it's a Mini, and... "Basically we've removed the side," he says. That's the 'tl;dr' version of it. Crayford likes to take a classic Mini, ideally not in too shabby condition because restoration is costly and Heritage shells are "too expensive", and then he sets to work with – I'm assuming a bit here – a marker pen and an angle grinder.

Out go a door, the rear window and some of the bodywork beneath it. Added are three new panels - one where the door hinged, a taller sill structure and the angled rear panel. Of what has been taken away, "none of it was load-bearing, so to speak", says Osborn, with some reassurance.

For use in the EU, a rope across the gap is an option, and while this car has lap seatbelts, there's an option to have a bar placed behind the front seats that allows the fitment of a full inertia reel belt. But most owners will, I suspect, run around in the car as it is shown here.

Mechanical changes are slight. "We want to keep it as Mk1 as possible," says Osborn. The engine gets a minor retune for low-end torque rather than power, this car has disc front brakes, and then comes some interior work. Seats are trimmed with "material they use outside on yachts", and the car goes to a company called Flexiteek (also in Essex) to have its synthetic marine flooring put in. A sunroof goes in, sourced from a company in an arid bit of the US and which initially had kittens when it learned its canvas tops were coming to the UK, because they're not exactly watertight. But a few drips from a sunroof in this car are not going to be noticed. Other new bits of trim arrive looking 'fine, good enough', but with original switchgear still around, the Mojito is clearly - and very deliberately - modified to a price point.

Osborn is a car seller, not an idealist. "We're doing a basic version of what [Porsche 911 modifier] Singer is doing," says Osborn, extremely aware people will not pay Singer prices for a Mini. In fact, not enough of them were even paying David Brown prices (around £100,000) for a Mini, so he admits to cutting a few corners here and there to keep conversion time short and the cost as low as is practical.

"I'm interested in being at the price point where people say 'well for that, I'll have one'," says Osborn. People are buying them for their second homes, beach houses or partners and will tool around in it for just a few weeks of the year. Prices, then, start at £35,000, although you could spend £50,000 if you put your mind to it. The one here started life as a 1986 Austin Mini City E or Mayfair (£3447 or £4075 at the time) and as-is would today cost £37,500.

To drive? Well, it's a Mini. Which means it feels incredibly compact by today's standards- at just over 3m long and, even with these wheel arches, I'd guess still under 1.5m wide. The driving position is bent of knee, and you hold the steering wheel like a plate at a buffet. The amount of air one is afforded means it doesn't in any way feel cramped, of course. The weight probably hasn't changed much from its original 650kg-ish, and there's no assistance for anything, so it's incredibly direct and interactive and precise. It rides pretty well too - perhaps it's a bit bouncy in its primary ride but with its secondary ride rounding off edges very deftly for a car of such low weight. It steers nicely, the four-speed gearbox is fun in a long-sticked way and there's a lot of torque (and/or not a lot of weight - probably that, actually). Plus, everyone loves it.

Do you feel exposed? A bit, but predominantly in a nice way, immersed in your seaside surroundings. I wouldn't want to sit on the M1 in one, but people don't: Crayford is making one a month for short, fun town journeys.

Which is where the next step comes in: making this fun car more accessible. "Automatics are tricky," says Osborn. That's because not many Minis of this era were fitted with the £699 optional automatic gearbox that isn't very good anyway, but more and more, drivers aren't used to a manual like this. Osborn sees an electric conversion as an inevitability. "EV is the future for it," he says. "There are people who want one who aren't stick drivers." Plus there's the fact that leaving an old car sitting in a garage for a winter by the sea isn't conducive to it behaving when you return in the spring. Not everyone wants a classic combustion-engined car. Problem is, says Osborn, most of the existing EV conversions "are all £15,000-£25,000 just for the parts", but he adds that this car "doesn't need to have the range and performance of a Tesla".

What he wants - and has found – is "the kit to give us the range and performance of a Moke (the electric Mini Moke-alike that isn't mechanically an original Moke at all], and for under £50,000". A car that can do 50mph and around 80 miles.

Osborn adds that a lot of people "already assume this is electric" anyway.

We'll return to have a go in an electric one once that conversion is complete. In the meantime, I can see how one of the cheapest restomods on the market is also one of the more compelling.

Audi A6 Allroad driven: Executive long-distance motoring reimagined

Fri, 2 Oct 2026 13:00:54 +0100

Return of the jacked-up, black-clad executive estate with six-cylinder power

We’re used to ruggedised versions of estate cars coming and going. Mostly going, it must be said: they had a surge of popularity 15-20 years ago but now most have vanished. Through the years, most of them have been fairly superficial jobs: lift the suspension a bit, paint the bumpers black, offer four-wheel drive if feeling generous, done.

Aside from Dacia, which operates in a slightly different price class, Audi is now the only marque persisting, in the UK at least. It was one of the first on the lifted estate bandwagon with the A6 Allroad Quattro in 2000 and it seems determined to be the last off. Rather than phoning it in, it has gone to town on the new Audi A6 Allroad.

There are the obligatory black bumpers and raised ride height, of course, but it also gets flared wheel arches. The engineers say the widebody isn’t quite the same as that of the upcoming RS6 Avant but, let’s be honest, it looks like a lifted RS6, which is to say pretty great.

Compared with a normal Audi A6 Avant, the Allroad also gets taller and wider tyres (285/35 instead of 255/35 on the 21in wheels) and four-wheel steering.

To really seal the deal, this is the only A6 that you can buy in the UK with a six-cylinder engine, which makes all the difference for a big executive car like this.

It arrives with a 295bhp 3.0-litre diesel V6, and later in the year that will be joined by a 362bhp petrol V6 and a 2.0-litre petrol-engined plug-in hybrid powertrain.

The PHEV is obviously the most sensible choice with company car tax in mind (it should be good for around 60 miles of electric range, depending on spec), but the V6s are what pique our interest.

That’s because BMW won’t sell you a six-cylinder 5 Series in the UK without a plug (even though it offers a 540i and 540d abroad) and Jaguar, Volvo, Maserati and everyone else have long since left the big-engined executive car market. The Allroad’s only direct rival in that respect is the Mercedes-Benz E450d Estate.

Both the V6s use Audi’s MHEV Plus system, which adds a 24bhp electric motor on the seven-speed dual-clutch automatic gearbox to provide some assistance as well as low-speed engine-off running.

The petrol is familiar from the S5, while the diesel is the latest version of the long-running V6 TDI, which gets a new intake and gains an electric compressor that gets the boost going before the turbocharger is spooled up, plus various other tweaks to allow it to meet Euro 7 emissions standards.

Even though an equivalent EV would be even quicker, smoother, more responsive and effortless, there’s something oddly beguiling about a big diesel engine in a car like this – a sense of texture, and a sense that you could drag absolutely anything up a mountain. It’s very subjective but pleasing nonetheless.

BMW’s and Mercedes’ straight sixes (the existing Euro 6 versions, at least) are smoother low down, but Audi’s V6 is remarkably keen to rev.

The ability to pootle through town on electricity is neat and the dual-clutch ’box works effectively, even if it isn’t as smooth as a good torque converter would be.

I also had the opportunity to try the PHEV. Outright performance is almost identical, but the inline four sounds like it has to work harder, despite the electrical assistance. It’s perfectly creditable for its kind, but here BMW has the trump card with the straight-six 550e Touring PHEV.

Having tried a German-spec A6 with the petrol V6 a while back, I suspect that engine will be the pick of the range here too, thanks to its power and smoothness.

Despite its raised ride height, the Allroad would also be the pick of the A6 range to drive even if it didn’t get the juicy engines. That’s because it receives air suspension and four-wheel steering as standard.

The engineers aimed for the spread between the drive modes to be quite broad, and that bears out in practice. It’s really rather cosseting in Comfort, while Balanced and Dynamic offer useful steps up in body control.

The 21in wheels can drum a bit over sharp intrusions, but that’s probably inevitable at this size. The standard 19s have a cool, early-2000s throwback design, so the solution is obvious here.

Despite having sought Corsica’s only dual carriageway and pushed the Allroad up to the consciousness-warping speed of 65mph, it’s hard for me to say how quiet it is, but a regular A6 was pretty good in this regard when we road tested it.

What my test route did have plenty of, though, was corners. Although a large, two-tonne estate wouldn’t have been my first choice to re-enact the Tour de Corse, I was impressed by the Allroad.

Variable ratio steering and four-wheel steering is sometimes a recipe for numb feel and nervous responses, but here it feels clean, progressive and very accurate, with the rear steer remaining in the background until it’s time to swivel around a tight hairpin.

The chassis engineer admitted that the 285-section tyres are a bit excessive and more for looks than anything, but they sure do make for big reserves of grip.

Having driven them back to back, I’d say the lighter V6 feels a tad keener than the PHEV. There’s not much in it, though.

Inside, the Allroad is the same as any other A6, which is to say that it’s roomy enough and all the technology works quite well but a lot of the materials aren’t up to the standard we expect from a car that can cost up to £90,000.

Also, UK buyers are being denied the optimum spec, which is the brown leather Contour seats and the round steering wheel, as seen above. The Sport seats that are compulsory in the UK are comfy enough but the Contour seats are on another level, and the round wheel helps alleviate the issue of the top of the instruments being cut off.

The Allroad costs from £69,720 as a diesel or £72,145 as a PHEV. That’s £4000 more than an equivalent A6 Avant, which seems fair for what you get and is a bit cheaper than an equivalent E-Class.

The concept of a big diesel continent-crosser with an 850-mile range and some light off-road capability feels romantic and a bit old-fashioned. It now also comes with a pretty hefty price tag, but the A6 Allroad is a reminder that, when executed well, it can produce a very satisfying and desirable sort of car.

Audi A6 3.0 TDI Allroad
A bit of a throwback, in a good way. Quick, harmonious and practical. Cabin deserves an upgrade, though
Price	£69,720
Engine	V6, 2967cc, turbocharged, diesel, plus 48V ISG and electric motor
Power	295bhp at 3620-3750rpm
Torque	428lb ft at 1500-3620rpm
Gearbox	7-spd dual-clutch automatic, 4WD
Kerb weight	2120kg
0-62mph	5.4sec
Top speed	155mph
Economy	44.1mpg
CO2, tax band	167g/km, 37%
Rivals	Mercedes-Benz E450d, Skoda Superb 2.0 TDI 4x4

UK in 'genuine dilemma' over bowing to EU on Chinese car tariffs

Fri, 2 Oct 2026 12:13:26 +0100

The EU has reportedly pressured the UK to tariff Chinese cars in exchange for significant trade benefits

The UK is facing a “genuine dilemma” over whether to impose the same tariffs on Chinese built-EVs as the EU or face the prospect of UK-built cars being locked out of proposed benefits within the bloc.

According to a report in the Financial Times, the UK has been told by the EU that it must apply the additional tariffs, which rise to 45% depending on the car maker; and in return the EU is prepared to treat Nissan, Range Rover and Bentley EVs as ‘Made in Europe’ under the proposed Industrial Accelerator Act (IAA), which is designed to better protect European industry from hyper-competitive Chinese alternatives.

Right now the UK charges only 10% on the landing price of Chinese EVs, which has helped to turbocharge the market for Chinese cars over the past two years.

The UK car market has been transformed by Chinese firms, which took a 23% share in September. BYD was the second best-selling brand in the month and MG fourth, according to figures from the Society of Motor Manufacturers and Traders (SMMT).

The lack of additional tariffs has made the UK by far the largest market for Chinese cars in Europe, accounting for around a quarter of all sales in the region this year.

EVs and PHEVs such as September’s market leader, the Jaecoo 7, have found willing customers looking for electrified models at affordable prices as fuel prices have soared.

China’s unprecedented ability to take market share has hurt sales of many incumbent car makers, including local manufacturers Nissan and Toyota.

“I think there’s a genuine dilemma here,” David Bailey, professor of business economics at the Birmingham Business School, told Autocar. “On one side, the UK has a strong interest in protecting its own automotive manufacturing base. On the other side, tariffs risk raising prices and reducing consumer choice at precisely the point when the UK needs EV adoption to increase.”

Following the report about the EU’s ultimatum, business secretary Jonathan Reynolds called the UK’s position on Chinese EVs “finely balanced”.

Talking at the Labour Party conference at the end of September, Reynolds referenced the UK’s traditional position as an exporter, saying: “Clearly you shouldn’t do anything that risks your export markets, and you always have to take heed of retaliatory action if you put tariffs in place."

Nissan is the local manufacturer most directly affected both by the influx of cheap models in the volume sector, as well the potential loss of business arising from being locked out of ‘Made in Europe’ benefits.

The Japanese company's UK market share fell to 3.1% in September, down from 4.5% the same month the year before.

In response, Nissan is pushing hard for the UK to follow Europe’s lead on tariffs on Chinese car makers.

“I need to treat Europe not as a political entity but a geographical one, so my recommendation and request is to have harmonised policies across Europe,” Nissan Europe boss Max Messina told journalists earlier in September.

Messina said the EU wouldn't want the UK to become a “Trojan horse” by which Chinese cars could enter the continent without incurring additional tariffs.

A similar charge was levelled against the Japanese when they used the UK as a springboard into Europe in the 1970s and 1980s. Then as now, a highly competitive Asian disrupter was accused of exporting its overcapacity after expanding too fast at home.

Car makers operating in the UK have been reluctant to overtly push for extra tariffs on Chinese brands. The SMMT has accepted Chinese brands as members and said there's no push from within its organisation to spark an investigation into any unfair business practices the Chinese might be deploying to destabilise the market.

However, the SMMT is vocal on the need for the UK to be included in the IAA.

“The EU’s Made in Europe proposals would, as drafted, severely damage both the UK and EU automotive industries given the deep integration of our supply chains,” CEO Mike Hawes told Autocar, quoting an annual figure of €5.6 billion in trade being threatened.

Tariffs obviously create an income source, but this is nowhere big enough to compensate, Hawes said, adding: “Tariffs can also bring unintended consequences elsewhere, so any response must be carefully considered.”

As the Chinese market share keeps growing, however, the call for action has grown louder. Without being specific, Messina spoke of the imbalance of costs between the cars Nissan builds in the UK and those from foreign newcomers.

“We need to have a level of competitiveness. We have some competition which is not necessarily paying the same salaries, not paying the same social charges, not paying the same taxes,” he said.

Plenty of hurdles remain, though.

Brexit was supposed to allow the UK to set our own tariffs and strike our own deals. Bowing to the EU's rules for our cars and other industrial products to be essentially branded EU-built begs the question: why not go much further and rejoin the customs union? That would suit the UK’s car makers, not least because it gets rid of the rules-of-origin dilemma about parts sourcing that’s once again looming at the end of this year.

However, this prospect brings its own set of difficult questions for those who fought to take the UK out of the EU's purview.

Bowing to the EU could also scupper chances of attracting Chinese brands to build in the UK, as Nissan is on the cusp of doing with Chery at its under-used plant in Sunderland.

Instead we should use tariffs as a lever, argued Andy Palmer, former Nissan executive and one-time Aston Martin CEO.

“I don’t think we should increase tariffs: it’s inflationary and the consumer pays. But in return we must insist some Chinese [car makers] manufacture in UK,” he told Autocar. “However, the EU will block this by pushing UK outside of the Made in Europe definition, so once again we're boxed in.”

Right now we don’t know what version of the IAA the UK is signing up to. The EU has yet to finalise the protective elements, but as it stands the benefits of building EVs in the EU (including sourcing 70% of parts locally) include being allow to compete for public tenders such as government fleets and qualify for EV purchase grants.

As incentives go, those aren't amazing.

“Public tenders are a very, very small proportion of the European car market and countries like France already exclude Chinese-made cars from EV incentives,” said Patrick Hummel, lead autos analyst at investment bank UBS.

“IAA in the form it was initially proposed would not have a severe impact. If the name of the game now in Europe is protectionism, this instrument would not fulfil that task.”

That goes both for cars built in China and the UK, as it stands.

If car makers and car-making countries make the case strongly enough that the proposals need to be toughened, then the goalposts might be moved. The EU is currently debating whether to tariff Chinese PHEVs to the same level, supported by Volkswagen. Meanwhile, Italy is pushing for tariffs of 80% on Chinese-made vehicles, essentially kicking Chinese car makers out of Europe. All these arguments will be made without the UK at the table.

China would be able to avoid the tariffs by producing locally, which is a big aim of the EU's Made in Europe strategy. However, if the UK applies the same tariffs, there’s nothing then to persuade the Chinese to choose to build cars in the UK, which keeps the same barriers to entry in EU without signing up the customs union.

If the tariffs penalise Chinese vehicles to the extent that sales badly drop, then there are other problems. There could be job losses within the UK’s already large and well-established dealer network for Chinese brands.

The UK might be too far down the track with the Chinese to throw up barriers. Customers generally like the cars and they have smoothed the path of what was a difficult transition to electric power.

There are plenty in the political sphere who will argue for no Chinese cars and no push for electrification, but EV growth is probably now too far advanced for even reversals on emissions legislation to make much difference to EV sales, according to Hummel.

Buyers meanwhile won’t thank politicians for removing such a broad and affordable choice in terms of EVs, PHEVs and hybrids, especially when framed as “the EU made us do it”.

Meanwhile, European car makers, far from distancing themselves from the Chinese are forming partnerships with them to keep pace with EV advancements and demand. Most relevant here are those between JLR and Nissan with Chery and Mini and GWM. The ties that bind could already be too strong.

“If the UK wants to remain an automotive manufacturing country, it probably cannot treat the EV transition and industrial policy as separate questions,” said Bailey. “They are increasingly the same question.”

Jaecoo 7 named UK's best-selling car as Chinese brands take nearly quarter of market

Fri, 2 Oct 2026 10:31:49 +0100

Omoda-Jaecoo brands are "here to stay", says MD, as Chinese marques secure strong footing in UK

The Jaecoo 7 was the UK’s best-selling new car in September – its second month at the top this year – as Chinese brands soared above European competitors.

The SUV previously topped the rankings in March, meaning it was the nation’s most popular model in the two most important months of the year for the new car market. March and September are historically the strongest months for sales because the age identifiers on numberplates change, encouraging buyers into cars whose plates show they are the latest on the roads.

According to preliminary figures released by industry body the Society of Motor Manufacturers and Traders (SMMT), 10,813 examples of the 7 were registered last month. The Tesla Model 3 netted second place, with 9929 registrations, followed by the Ford Puma (6958). The only other Chinese car to feature in the top 10 was the MG HS, in eighth (5444).

Despite having few individual models with large sales, Chinese manufacturers accounted for 23% of the UK market last month. BYD was the second-best-selling brand, with 20,140 registrations, putting it ahead of Kia, which recorded 18,399. Volkswagen took first place, with 25,972.

Meanwhile, several long-established brands experienced significant drops in September. Hyundai's 10,002 registrations represented a fall of 31.9% year on year and Renault's result of 6721 cars was down by 29.7%.

Omoda-Jaecoo managing director Victor Zhang said the twin brands are “here to stay” following their unprecedented rise in the UK. He added that the ambition is now to go from “the fastest-growing brand to a firmly established one”.

Omoda-Jaecoo's parent company, Chery, recently opened an R&D base at the UTAC Millbrook proving ground in Bedfordshire to help it better localise cars for the UK market, focusing on tuning driver assistance systems and chassis.

It is also expanding its parts distribution network with a view to reducing repair times for customers. According to the 2026 What Car? Reliability Survey, nearly two thirds of Jaecoo 7 owners who encountered problems with their cars had to wait more than a week for resolution.

Chery has also signed a memorandum of understanding with Nissan about potentially building its cars at the Japanese firm’s factory in Sunderland – which could include the Jaecoo 7.

September was a strong month for the broader new car market. Overall registrations totalled 350,518, up 12.7% year on year.

Plug-in-hybrid cars posted the sharpest rise in sales, improving by 55.7% to 59,563 – in large part thanks to demand for competitively priced Chinese models such as the Jaecoo 7 and the BYD Seal U.

Registrations of battery-electric cars also rose dramatically, with September's result of 99,199 up by 36.3% on a year before. This, the SMMT said, equates to nearly five EVs registered per minute. It attributed the increase to a greater choice of models in smaller but growing segments – cars such as the Renault 5, Kia EV3 and the forthcoming Volkswagen ID Polo did not exist three years ago – as well as lower prices, helped by the government’s Electric Car Grant scheme.

Although pure-petrol and mild-hybrid cars remain the most popular in the UK, with 131,861 registrations, that result marked a drop of 6.7%. Non-plug-in hybrids fell by 4.2%, to 45,838.

Sales of new diesels, meanwhile, increased by 11.5%, despite the rising cost of the fuel spurred by the US-Iran conflict.

Why Ford's WRC comeback proves its commitment to the UK

Fri, 2 Oct 2026 07:00:00 +0100

Company's return to top-flight rallying is great news for fans but will also reshape its road cars

Ford’s return to the World Rally Championship in 2028 is great news for rallying fans, especially those of us in Britain – but more importantly it’s also a real statement of intent of the Blue Oval’s wider commitment to the European market.

Let’s deal with the rallying side first: Ford returning as a full manufacturer for the first time since 2012 is a huge boost for the WRC. The current Rally1 cars are spectacular but also hugely costly, which has impacted entrant numbers.

For next year, the new WRC27 rules will allow for machines built around a set tubular chassis, with 1.6-litre turbocharged engines producing around 300bhp. Toyota had been the only full manufacturer to commit and it had been looking like it could be one manufacturer against a handful of privateers, so the addition of Ford instantly adds credibility.

Even though it hasn’t run a manufacturer team for 14 years, Ford is ingrained in rallying history. While surprisingly light on championship successes, it's third in the all-time manufacturer wins list, thanks to celebrated cars such as the Escort, Focus and Fiesta.

The Ford WRC team will be run by the Cumbrian M-Sport operation, which previously ran the firm’s works squad and has continued to campaign Ford models as a privateer team (with technical support from the manufacturer) since then. And with plenty of success: Sébastien Ogier claimed back-to-back titles in an M-Sport Fiesta in 2017 and 2018, with M-Sport also winning the 2017 manufacturers’ title.

So a British squad will be running Ford’s works team at a time when a British event – the new Rally Scotland – is back on the WRC schedule for the first time since 2019. And to top everything, there will be live coverage on the BBC. That’s an amazing boost for long-suffering British rallying fans.

Most importantly, this decision makes so much sense for Ford based on its current strategy – particularly in Europe. Ford’s success in the US has largely been driven in recent years by the success of its off-roaders: its pick-up trucks and the Jeep Wrangler-rivalling Bronco SUV, especially in performance-honed Raptor form.

Ford’s motorsport projects are widespread: as we noted when we gave the firm our Motorsport Award earlier this year, they span 35 categories across the world. And the number of off-road categories in which the firm is involved is growing – very much by design.

The new WRC team will sit alongside Ford’s Dakar Rally project (also run by M-Sport), plus in the US supporting competitors in Pikes Peak (the hillclimb course is now fully paved but still off-road in nature), Baja racing and the King of the Hammers, a mad rally-style event over unbelievably rocky terrain in California. It’s all designed to make Ford "the Porsche of off-road".

When I spoke to Ford CEO Jim Farley earlier this year, he noted the business opportunity: “We have a well-established pyramid for on-road motorsport, especially endurance racing, but there is no such thing in off-road – and off-road is really what pays all the bills now.

“That's why you're seeing Ford invest a lot in Dakar and Pikes Peak, and there's more to do. It's extremely critical for our company strategy, which is to compete on the weekend, take the engineering back into the core company and improve the enthusiast products.

“The core of our retail business are the enthusiasts, which has always been a really bright spot of the company, especially in the UK. But that was never the core of our business, other than when Richard Parry-Jones started to bring steering feel into the core [model range in the 1990s]. And now we're kind of orienting the whole brand around the enthusiast.”

The rationale for that decision was seen when Ford revealed details of its revamped European line-up, which will include a regional Bronco and a range of other "rally-inspired" models that will draw on the firm’s heritage for driving dynamics.

Ford doesn’t strictly compete to sell cars any more: the old ‘win on Sunday, sell on Monday’ mantra is long gone. Motorsport is about brand-building and knowledge-gaining.

The goal is to inject some off-road sporting heritage into every model in its European range, rather than simply developing fast ST or RS variants. Ford is clearly set on drawing the links between its rich off-road competition heritage and its new road cars – and it can learn a lot that it can apply to road cars by working with M-Sport.

Ford has a deep knowledge and respect for its motorsport its heritage (Farley lit up when talking to me about the likes of Roger Clark and Colin McRae), but it’s quite hard to draw a link between old competition cars and new machines. But there are more benefits to having a current competition project that has a definite link to your latest road cars.

And if Ford wants to build a pyramid of off-road motorsport, the top of that surely has to be the WRC, particularly with plans for a US event firming up. But most importantly, this is validation for Ford’s rally-infused European product plan.

So this isn’t just big news for the WRC, it’s also a firm statement of Ford’s commitment to making road cars that enthusiasts will love.

Aston won't launch EV until at least 2033, will keep V8 and V12

Fri, 2 Oct 2026 06:00:00 +0100

Due to uncertain EV demand and changing legislation, the British firm will focus on ICE cars for the rest of the decade

Aston Martin will not launch its first electric car until at least 2033, according to boss Adrian Hallmark, and has a “roadmap” to ensure it can offer cars with V8 and V12 engines until least 2035.

Hallmark joined Aston Martin from Bentley in September 2024 and had previously suggested the firm would launch its first EV by 2030 – which was already a pushback from the 2027 date set by previous management.

However, speaking to select media including Autocar at the launch of Aston’s new Q London showroom in Mayfair (where the firm displayed the new DBX GT), he said that customer demand for EVs and legislation are “changing way faster than any car company can cope with”.

As a result, Aston Martin is facing a “spaghetti junction” of options and is now continually “stress-testing” scenarios for specific markets and regions. Because of that, the firm no longer has a set date for launching its first EV.

“We only need BEVs to be compliant for legislative reasons [in certain markets] just before 2035," said Hallmark. "I’m not going to give an absolute date, because it’s imprecise. It could be 2035, it might be 2033, but it’s in that three-year-window. It’s not 2031.”

Hallmark insisted that Aston Martin “are not BEV deniers but BEV delayers” and so in the period until 2035 (when current UK and EU legislation dictates that all new vehicles sold must be zero-emissions) “we will be predominantly ICE-based”.

Aston has secured a deal with Lucid for access to its EV technology and has a partnership with current engine supplier Mercedes-Benz. But because of that timeline, Hallmark said, the firm could delay major investment in EVs for the next three years.

“We have the deal with Lucid, and the interesting thing is, because we delayed, by the time we activate that deal, the technology that we will get is totally different to what we signed up the original contract for,” said Hallmark. “We're also working with Mercedes-Benz on powertrains and electronic systems [and that partnership] will be deepened.

“Looking at BEVs in the future, even if [we launch our first in] 2033, we've got three years where we can keep looking, keep thinking and keep evaluating different technologies and how they're changing, and the markets and the legislation. And it's only then that we would need to kick off investment. So today we've got very low-level investment, but it’s research and study, not even single-digit millions of investment.”

Major product revamp still incoming

Hallmark acknowledged that it has taken longer to turn around Aston than the 18 months he originally predicted, saying that once he began at the firm, “I found operational things that were worse than I thought”, particularly in terms of costs.

However, he said the key work to address that is done and “Aston now feels like a normal company”.

He acknowledged there's still a production and utilisation imbalance between the firm’s factories in Gaydon (which makes sports cars) and St Athan (SUVs) but said that will be addressed when a new generation of models is introduced in the coming years.

In the build-up to 2035, Hallmark said, Aston Martin will focus on ICE cars, adding: “We have a roadmap to keep the bigger and smaller engines [V8 and V12 respectively] alive and compliant all the way through to the end of that period.”

He reaffirmed that “there would be hybridisation” but “probably not plug-in, because we don’t need it; we don’t need the 200kg penalties”.

He noted that “between 2030 and 2035 everything will be replaced” in the product line-up and “the attributes, performance and quality of the vehicles will take them up a level”.

Hallmark also said that Aston Martin will continue with the Valhalla hypercar, hinting “there might be a derivative of it that has a different roof” and that “we’re investing in the platform so we’ll look to do some exciting low-volume specials with it”.