One of the better ideas that Volkswagen has had for its Spanish subsidiary SEAT over the years was to launch a top sporty-themed trim level, named Cupra as a nod to the brand’s motorsport activities.
Cupra models proved consistently popular during an often rocky history for SEAT, so it was no surprise that Volkswagen eventually decided to turn the trim level into a completely separate car brand, much like Citroën did with DS. But while the French brand is still struggling for recognition (or sales), Cupra has exploded in popularity, with rocketing worldwide sales for its performance-image models.
The brand also has a strong grip on the switch to electric power, and few will bet against a very bright future for this newcomer on Britain’s car retail forecourts. Read on to discover how this happened…
The brand name Cupra started off as a trim level, applied by Spanish maker SEAT to its most potent models. So a SEAT Leon Cupra was broadly similar to a Volkswagen Golf GTI or Ford Focus ST.
The name Cupra is a short form of ‘Cup Racing’ and emerged from SEAT’s motorsport department in the mid-1990s. The first model to carry the name was a ‘SEAT Ibiza GTI 2.0i 16V Cupra Sport’, to use its full and glorious title.
Two more Cupra-spec versions of the Ibiza followed, and from that point SEAT used the Cupra name for all of its hot-hatch models, most notably on several versions of the Leon. This was marketed in close association with SEAT’s motorsport activities, primarily in touring car racing.
The rest of the SEAT range, however, wasn’t performing anywhere near as well. In 2017, Volkswagen announced plans to spin Cupra off into a standalone brand. It would be a sports-focused sister to SEAT, sold from the same dealerships but with its own dedicated space in each.
The brand also gained its own bespoke logo, formed from two intersecting triangles – the official marketing nonsense explanation was that a triangle is a dynamic shape but with a stable base pointing in a clear direction…
The first Cupra models were little more than rebadged SEATs, versions of the Ateca and Leon. In 2020, the first bespoke Cupra model went on sale, a Leon-based SUV called the Formentor, and just a year later it was followed by Cupra’s first fully electric car, the Born.
The global switch to electrification has given Cupra a solid direction to head in, to the extent that the brand has effectively killed its parent. In fact, the Born had originally been intended as a SEAT model, but was transferred to Cupra as it was perceived to have better prospects under the new brand.
Cupra seems to have offloaded the issues and negative brand association that its parent was saddled with. Last year saw the latest in a series of strong performances with Cupra sales jumping from 170,000 to more than 246,000 cars and almost entirely contributing to a 31% growth in sales revenue for SEAT/Cupra.
No surprise, then, that Volkswagen recently indicated that the SEAT badge could disappear from cars within ten years or so, because the future is all about Cupra.
What models does Cupra have and what else is coming?
Two recent launches have boosted the Cupra range to six models, two of which retain names from their SEAT legacy. The Leon is available as a five-door hatch and an estate, while the Ateca is a family-sized SUV. Both the Leon Estate and Ateca can be had with all-wheel drive.
The Cupra Leon is closely related to Volkswagen’s hot hatch variants, particularly the iconic Golf GTI, but is also considered a highly practical car, earning an A score in our Expert Rating index. The Ateca only manages a D rating, however – the first model to be badged as a Cupra, it’s still the closest to a SEAT and looking somewhat dated now.
Cupra’s first bespoke model, the Formentor, also earns an A rating from The Car Expert. It’s a mid-sized SUV crossover, visually very coupe-like and low to the ground, emphasising Cupra’s sporty image.
The Formentor was followed by the Born, Cupra’s first electric vehicle. Closely related to the Volkswagen ID.3, the family hatch again impresses reviewers and gets that coveted A in the Expert Rating index, being described as great fun to drive by many reviewers.
Just going on sale are two new vehicles, the Cupra Terramar and Tavascan. The Terramar is pitched as Cupra’s final combustion-engined model and available in petrol, mild and plug-in hybrid varieties. It’s already earned positive reviews with one tester describing it as the most well-rounded car in Cupra’s line-up.
The Tavascan is another EV with a strong coupe style and targeting the Tesla Model Y. Available with a choice of electric powertrains, the Tavascan is we are told an indication of the style of future Cupra models, and we already know what the next of these will be.
First shown as a concept in 2022 and then called the Urban Rebel, the Cupra Raval will go on sale in 2025 as a small electric family car designed for more urban environments, with a range of up to 273 miles.
Cupra has around 65 dealerships spread across the UK. Most are located within existing SEAT dealerships, though with their own dedicated spaces, which will likely expand to take over each centre as the model range grows.
What makes Cupra different to the rest?
Cupra started as a sporty sub-brand and has been able to successfully maintain that image, its cars regarded as performance machines, especially the latest electric ones.
Cupra owners buy into the image as much as the badge – last year, 62,000 Cupra Leons were sold, compared to less than 41,000 of the same basic car wearing a SEAT badge. Whether the brand will be able to retain that image while maintaining that growth remains to be seen.
Summary
Turning a trim level into a full-blown brand has proven an enormous success for the Volkswagen Group. Cupra seems to have struck just the right note with buyers and, with sales growing rapidly, the brand looks as if it will inevitably replace SEAT on the retail market and enjoy a bright future.
The Lexus LM is an upmarket people carrier now available in the UK with four- and seven-seat configurations to choose from.
A challenger to the likes of the Mercedes-Benz V-Class but costing several thousand pounds more, the LM is one of the most luxurious people carriers you can buy, particularly in its top-spec four-seater ‘Takumi’ form.
Will Dron of The Sunday Times argues that, while the LM is expensive – particularly when compared to several van-based rivals – “nothing else really offers the LM’s combination of interior space, luxury, technology and ride comfort – certainly not for the money.”
Top Gear’s Jason Barlow calls the LM’s cabin “phenomenally luxurious”, but takes issue with the people carrier’s “not pretty” but “sorta cool” exterior looks and its rather noisy gearbox, which he says “spoils the driving experience”.
As of March 2026, the Lexus LM holds an Expert Rating of D with a score of 56%. While the car’s collection of high review scores are commendable, this overall score is hindered by high running costs.
Body style: People carrier Engines:petrol-electric hybrid Price:From £90,030 on-road
Launched: Autumn 2024 Last updated: N/A Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Auto Express
Score: 7 / 10 “The Lexus LM is a unique proposition in the new car market and unlike anything else that’s currently sold in Europe. It’s more of a mobile living room than a passenger car, since it can pamper occupants like nothing else this side of a Learjet.” Author: Dean Gibson Read review
Auto Trader
Model reviewed: LM 350h hybrid Score: 8 / 10 “Forget luxury limos – for the true VIP experience Lexus thinks an MPV with leather recliners in the back is the dream ticket.” Author: Dan Trent Read review
Car
Score: 8 / 10 “The idea of ‘luxury’ only coming in the shape of a big saloon is outdated. Reams of luxury SUVs are now available but truly, they don’t do the job any better. The Lexus LM offers something truly different – the luxury of space, of quality, and of obsessive levels of design.” Author: Tom Wiltshire Read review
Carwow
Model reviewed: Range overview Score: 8 / 10 “The Lexus LM is a luxury MPV that will waft you around in supreme comfort, but it’s very expensive.” Read review
Heycar
Model reviewed: Range overview Score: 7 / 10 “A left field alternative to luxury SUVs and saloons, the Lexus LM is incredibly luxurious for those getting whisked around in the back to film premieres or high-powered business meetings.” Author: Matthew MacConnell Read review
Parkers
Model reviewed: Range overview Score: 8.8 / 10 “The LM is a car for the rear occupants, perhaps more than any other vehicle on sale. It fulfils that brief incredibly well, with a level of luxury that’s hard to find outside of hyper-expensive, fully customised vans and limousines.” Author: Tom Wiltshire Read review
Regit
Score: 8 / 10 “Despite only really being a practical and viable option for such a small minority of buyers and being offered with a steep price-tag, the Leus LM does boast plenty of individual charm.” Author: Maxine Ashford Read review
The Sunday Times
Model reviewed: Range overview Score: 8 / 10 “The Lexus LM carves an interesting niche. Yes, there are rivals out there, though nothing else really offers the LM’s combination of interior space, luxury, technology and ride comfort – certainly not for the money.” Author: Will Dron Read review
The Telegraph
Model reviewed: 2.5-litre petrol/electric hybrid LM 350h AWD Score: 8 / 10 “The Lexus LM carves an interesting niche. Yes, there are rivals out there, though nothing else really offers the LM’s combination of interior space, luxury, technology and ride comfort – certainly not for the money. But the Lexus is let down by a few odd choices on the interior features and the disconnected driving experience from its hybrid powertrain.” Author: Will Dron Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “The LM is a truly stellar luxury proposition, one that repositions Lexus – whose brand bandwidth is bigger than ever now with the arrival of the LBX – back where the original LS saloon put it 30-plus years ago.” Author: Jason Barlow Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
No safety rating
As of March 2026, the Lexus LM has not been tested by Euro NCAP.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of March 2026, the Lexus LM has not been lab tested by Green NCAP.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Hybrid models
40 mpg
D
CO₂ output
Average
Score
Variation
Score
Hybrid models
159 g/km
C
Insurance group
Average
Score
Variation
Score
All models
50
F
Service and maintenance
Cost
Score
Year 1
£263
C
Year 2
£670
D
Year 3
£1,095
D
Year 4
£1,300
C
Year 5
£1,657
C
Overall
£4,985
C
The Lexus LM is a relatively expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
The people carrier’s average fuel consumption of 40mpg (ranging from 39mpg to 42mpg) is poor when compared to the average hybrid car. The LM’s insurance premiums are in the most expensive bracket, and the people carrier’s servicing and maintenance costs for the first five years of ownership are estimated to total around £5k.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of March 2026, we don’t have enough reliability data on the Lexus LM to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the LM, we’ll publish the results here.
As of March 2026, we are not aware of any DVSA vehicle safety recalls affecting the Lexus LM. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Lexus dealer.
The Renault 5 (officially the Renault 5 E-Tech) is a small, five-door hatchback electric vehicle. It was launched in summer 2024 in Europe, with first cars arriving in the UK in early 2025.
Technically, the new Renault 5 replaces the Renault Zoe, which was discontinued last year. However, the 5 is a far more sophisticated model, despite its 1980s retro-style styling that harks back to the classic Renault 5 of old. The new 5 is safer than the Zoe as well…
The hype for the reborn Renault 5 has been enormous over the last couple of years, ever since Renault first showed a concept version of the car back in 2021. Fortunately, the production car has lived up to expectations, with reviewers praising it highly since it was launched.
Like the Fiat 500 and Mini Cooper, the Renault 5 plays heavily on its retro-inspired styling. But motoring journalists have rated the driving experience highly, as well as its value for money. Charlie Harvey from Carbuyer says, “The long-anticipated Renault 5 serves up retro charm in spades and is great to drive,” while Will Dron from the Sunday Times describes it as “very welcome and superbly executed”. However, Holger Preiss from Auto Express points out that the “interior space, range and charging times” are not as good as some similarly priced EVs.
As of January 2026, the Renault 5 E-Tech holds a New Car Expert Rating of A, with a score of 79%. It achieves top marks for its impressive media reviews, low running costs and zero tailpipe emissions, while its safety score is also good. However, Renault’s new car warranty is only average.
Model reviewed: Range overview Score: 9 / 10 “The retro-inspired Renault 5 electric supermini is well priced, nice to drive, and has great tech.” Author: Alex Ingram, Jordan Katsianis Read review
Model reviewed: Range overview Score: 8 / 10 “Early signs suggest the new Renault 5 E-Tech is a successful homage to its historic predecessor. The classic R5 and its era are referenced with many stylish details, and the car is good fun to drive. That said, interior space, range and charging times aren’t its strongest suits.” Author: Holger Preiss Read review
Auto Trader
Score: 9 / 10 “Delightfully, little has changed from the conceptual rendering of this futuristic city car, so the bold design remains inside and out, with eye-popping colours. Buyers have the choice of two batteries with different power outputs and ranges, and three trim levels. Those thinking this is a Zoe replacement will be pleasantly surprised: the Renault 5 is an altogether more grown-up and composed car.” Author: Erin Baker Read review
Business Car
Model reviewed: Techno 52kW Score: 8 / 10 “Ultimately, the new Renault 5 largely delivers on its promises and deserves its likely fleet success. It is a good-looking, keen driving EV, that’s excellent value for money.” Author: Martyn Collins Read review
Car
Model reviewed: 52kWh Iconic Score: 10 / 10 “Rarely has a new car carried such a weight of expectation as the new Renault 5. But, d’you know what? It really is brilliant: Cheerful, easy and fun to drive, yet also comfortable, surprisingly useful and brilliant value. And all in a car that really does have presence on the road.” Author: Vicky Parrott, Seth Walton Read review
Carbuyer
Score: 8.2 / 10 “The long-anticipated Renault 5 serves up retro charm in spades and is great to drive.” Author: Charlie Harvey Read review
Electrifying.com
Score: 9 / 10 “I love the Renault 5. Because it’s not only a useful, affordable small electric car that’s fantastic value and perfectly judged in terms of the way it drives. It’s a sensible small electric car that’s attainable to a sector of the car market that’s been poorly served by electric cars until this year. And it’s an electric car that people want! Regardless of its sensible-ness, the 5 is an aspirational car. And to do that with such an affordable and well-packaged little EV is a bit magic, really.” Author: Vicky Parrott Read review
Evo
Score: 8 / 10 “To say that the Renault 5 has changed the way people think and feel about EVs would be inaccurate. The 5 is an EV that resonates with people, as an object of intrigue and desire that more than any before it, transcends its powertrain.” Author: Ethan Jupp, Antony Ingram Read review
Green Car Guide
Score: 10 / 10 “Renault 5 prices start at less than £23,000, and for this you get the head-turning looks, a great interior, a fun driving experience, and latest EV tech including a heat pump, V2L bi-directional charging and vehicle to grid compatibility. You just need to decide if you need a range of 250 miles, or if 193 miles will suffice.” Author: Paul Clarke Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “Renault hasn’t done things by halves in bringing back one of its most beloved shapes and nameplates from the past. The new Renault 5 is one of the best electric superminis out there, with traffic-stopping styling and pricing that seems more than fair for what it offers. The Mini Cooper E finally has a real fight on its hands.” Author: Antony Ingram Read review
The Independent
Model reviewed: Range overview Score: 9 / 10 “Renault looks back to go forward with the new all-electric Renault 5, one of the most eagerly anticipated reboots of recent years. And it lives up to all the hype.” Author: Steve Fowler Read review
The Sunday Times
Model reviewed: R5 Iconic Five Score: 10 / 10 “The new Renault 5 is a burst of sunshine in the small EV market, and not just when painted in the bright yellow hue of my test car. Time will tell if it will be the “weapon” that bursts through into the mainstream but it gets a strong recommendation from me: fun to look at, fun to drive, relatively practical and at the right price. This is a very welcome and superbly executed return for a beloved motoring nameplate.” Author: Will Dron Read review
The Telegraph
Score: 10 / 10 “This charming EV is destined for greatness thanks to its retro styling and detailing, comfortable ride and all-round joie de vivre.” Author: Andrew English Read review
Top Gear
Score: 9 / 10 “This isn’t just a retro pastiche. The Renault 5 is almost as joyful to use as it is to look at. Strong value cements the appeal.” Author: Paul Horrell Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
The Renault 5 was assessed by Euro NCAP in December 2024 and scored a four-star safety rating. While it meets the 80% threshold for five stars in adult impact protection and child impact protection, and the 70% threshold for five stars for vulnerable road user protection (pedestrians and cyclists), it fell short of the 70% threshold for accident-avoidance technology.
However, it should be noted that Euro NCAP testing gets tougher almost every year, so a four-star score in 2024 can possibly be a better result than a five-star score from five years ago, depending on results from each test.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of January 2026, the Renault 5 has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the Renault 5 is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
222 miles
C
Electrical efficiency
Average
Score
Variation
Score
EV models
4.2 m/KWh
C
Insurance group
Average
Score
Variation
Score
All models
20
B
No data yet
As of December 2025, we don’t have independently verified servicing costs available for the Renault 5. While its electrical efficiency (the EV equivalent of fuel economy in a petrol or diesel car) is only average, it will still be a cheap car to run if you are able to charge it from home or work.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of January 2026, we don’t have enough reliability data on the Renault 5 to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Renault 5, we’ll publish the results here.
Warranty rating
New car warranty information for the Renault 5 E-Tech
Overall rating
C
50%
New car warranty duration
3 years
New car warranty mileage
60,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Renault’s new car warranty is pretty much the bare minimum offered in the UK, with a duration of three years and a limit of 60,000 miles. Other rivals in the price bracket do better (and in some cases, much better).
In addition to the overall new car warranty, battery components benefit from an additional eight-year/100,000-mile warranty. This is pretty much standard for all new EVs on sale in the UK, but is an extra reassurance that petrol and diesel cars don’t get.
As of January 2026, we are not aware of any DVSA vehicle safety recalls affecting the Renault 5. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Renault dealer.
The market for small electric cars was slow to get moving, but has been accelerating in the last couple of years. The Renault 5 is not the only retro-themed small EV available, with the Fiat 500e and Mini Cooper Electric also trading heavily on nostalgia for previous models.
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The Porsche Macan Electric is a battery-powered SUV which became available to order in the UK in the early months of 2024.
Designed as the eventual replacement for the original petrol-powered Porsche Macan – which is still on sale – the Macan Electric is built on the same foundations as the electric Audi Q6 e-tron, but as Carbuyer’s Charlie Harvey explains, the “Macan Electric feels as dynamic and special as a Porsche should.”
“It feels like a Porsche in all the right ways”, says the Auto Express team, “cutting-edge technology, a carefully crafted cabin, and sharp, approachable driving dynamics”, which combine to make the Macan Electric “one of the best all-round electric cars on the market.”
Tim Pitt of Motoring Research agrees, adding that the electric SUV “delivers sports car performance”, but that it is also “expensive” to buy outright, and the car’s extensive options list can quickly raise the already steep pricing.
As of December 2025, the Porsche Macan Electric holds a New Car Expert Rating of A with a score of 79%. It achieves top marks for its excellent media review scores, five-star Euro NCAP safety rating and zero tailpipe emissions, while Porsche’s new EV warranty cover is also very good. However, the overall score is dragged down slightly by high running costs.
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The Porsche Macan’s strengths go beyond its raw speed, and while the Turbo gives back more to the driver, the 4 still gets the same excellent refinement, tech and high-quality interior.”
“The Porsche Macan Electric feels like a Porsche in all the right ways: cutting-edge technology, a carefully crafted cabin, and sharp, approachable driving dynamics. It all adds up to make this one of the best all-round electric cars on the market. The Turbo is faster, but the more sensible Macan 4 Electric is our pick of the range. But be careful with the options list; you can make this a six-figure SUV without too much effort.”
Model reviewed: Turbo Score: 9 / 10 “Porsche has electrified the Macan in winning style, but can it live up to the success of the previous one? It benefits from the latest in electric tech, which helps it charge faster than many rivals, while straight-line performance in the Turbo is little short of obscene.” Read review
Car
Model reviewed: Range overview Score: 8 / 10 “The new Porsche Macan Electric should be a recipe for huge success. With the sort of performance the four-wheel drive models offer, no-one who bought the last Macan will be disappointed with this one. But we still can’t help but think the four-wheel drive, air-sprung cars aren’t worth the extra money over the most basic rear-wheel drive model. It’s a purer, simpler experience that feels more authentic. Plus, the base model is still anything but slow.” Author: Luke Wilkinson Read review
Carbuyer
Model reviewed: Range overview Score: 8.6 / 10 “It may have ditched its combustion engine for electric power, but the Porsche Macan Electric feels as dynamic and special as a Porsche should.”
Author: Charlie Harvey Read review
Carwow
Model reviewed: Range overview “The Porsche Macan Electric is a handsome SUV inside and out, and it’s great fun to drive, but some missing safety kit is disappointing.” Read review
Driving Electric
Model reviewed: Range overview Score: 9 / 10 “The new Macan has all the technology, quality and driver engagement needed to place it up with the best in its class.” Author: Shane Wilkinson Read review
Electrifying.com
Model reviewed: Range overview Score: 9 / 10 “It drives like a Porsche, feels like a Porsche, smells like a Porsche and, well, it’s a Porsche. And everything that you expect of that – and probably more thanks to the electric power, rather than less. Plus, it’s usefully comfy and roomy.” Author: Nicki Shields Read review
Motoring Research
Model reviewed: Range overview Score: 8 / 10 “The electric Porsche Macan is a practical premium SUV that delivers sports car performance and drives with typical Porsche agility. However, it is also expensive and quite spec-dependent, so our advice is to keep it simple.” Author: Tim Pitt Read review
Parkers
Model reviewed: Range overview Score: 8 / 10 “It’s a well-equipped, practical and fast electric SUV that, apart from the four-wheel drive models’ average battery efficiency, makes very few compromises. If you have the means to buy one, we’re sure you’ll enjoy owning it.” Author: Luke Wilkinson Read review
The Sunday Times
Model reviewed: Macan (entry-level) Score: 9 / 10 “Award-winning electric SUV gains greater bandwidth.” Author: Matt Robinson Read review
Model reviewed: Macan 4 Score: 9 / 10 “A typically polished Porsche performance.” Author: Shane O’Donoghue Read review
The Telegraph
Model reviewed: Macan 4 Score: 8 / 10 “If you want a Macan, Porsche produces a perfectly adequate one with a piston engine. For some folk lucky enough to run a car through a business, or with a choice of company car, the battery Macan makes sound financial sense and drives supremely well. But for the rest of us who actually buy our cars, the choice is a lot less clear cut.” Author: Andrew English Read review
Top Gear
Model reviewed: Range overview Score: 9 / 10 “Porsche nails the mid-sized electric SUV. No huge technological leaps, but absolutely solid in all areas. Best-in-class.” Author: Tom Ford Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of September 2025, the Porsche Macan Electric has not been lab tested by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the Macan Electric is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
378 miles
A
Electrical efficiency
Average
Score
Variation
Score
EV models
3.8 m/KWh
D
Insurance group
Average
Score
Variation
Score
All models
50
F
As you might expect, the Porsche Macan Electric is a rather expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Starting with the good news, the SUV’s average battery range of 378 miles (ranging from 367 miles to 398 miles depending on the model you choose) is excellent when compared to the average electric car. Its electrical efficiency (the EV equivalent of miles per gallon for a petrol or diesel car) however, is not as high as much cheaper electric SUVs like the Skoda Enyaq.
The car’s insurance premiums are also in the most expensive bracket. As of September 2025, we don’t have five-year servicing and maintenance costs, but we don’t seem them being particuarly cheap…
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of September 2025, we don’t have enough reliability data on the Porsche Macan Electric to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Macan Electric, we’ll publish the results here.
Warranty rating
New car warranty information for the Porsche Macan Electric
Overall rating
A
82%
New car warranty duration
3 years
New car warranty mileage
Unlimited miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Porsche’s standard new car warranty is fairly average, and other brands do much better. The duration is three years, with no limit on mileage. Additionally, there’s an eight-year/100,000-mile warranty for the battery components.
Warranty on a used Porsche Macan Electric
As of September 2025, any used Porsche Macan Electric should still be under new car warranty. The first cars arrived in the UK at the end of 2024, which means their warranties will start to expire at the end of 2027.
If you’re looking to buy any used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Recalls
Official DVSA safety recalls that have been issued for the Porsche Macan Electric
As of September 2025, we are not aware of any DVSA vehicle safety recalls affecting the Porsche Macan Electric. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Porsche dealer.
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Lease a Porsche Macan Electric
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Subscribe to a Porsche Macan Electric
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The Mercedes-Benz CLE Cabriolet is a two-door, four-seater convertible that was launched in 2024. It is the drop-top sibling to the CLE Coupé.
The CLE effectively replaces two models in the Mercedes-Benz family, the C-Class Cabriolet and the E-Class Cabriolet, as part of a rationalisation of the company’s sprawling model range. The CLE is also available as a coupé, and we have a separate Expert Rating for that model.
Available with a selection of petrol and diesel engines – all with automatic gearboxes – every version of the CLE is tuned for comfort more than for incisive handling. For attacking a winding B-road, a BMW 4 Series is probably going to be more enjoyable, but for long journeys along A-roads and motorways, the CLE is superior.
Media reviews have been very positive, and generally better than for the CLE Coupé. Adam Binnie at Parkers says that the car’s most impressive feature is “just how refined it is with the roof down”. Some reviews feel the performance of the base CLE 300 is underwhelming, but also concede that it’s less important to the cabriolet than to its coupé sibling.
As yet, we don’t have any safety data from Euro NCAP on the CLE Cabriolet. Given its price and niche appeal in the overall new car market, it’s unlikely that it will ever be tested.
As of March 2026, the Mercedes-Benz CLE Cabriolet holds a New Car Expert Rating of C, with a score of 61%. It gets good grades for its positive media review scores, but its CO2 emissions are only average and its running costs are high. In addition, Mercedes’ new car warranty offering in the UK is poor compared to many other brands.
Body style: Mid-sized 2+2 convertible Engines:petrol, diesel Price:From £52,995 on-road
Launched: Spring 2024 Last updated: N/A Next update due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The Mercedes CLE Cabriolet is a good-looking drop-top that’s practical to use everyday – but it’s quite expensive and doesn’t feel its price in places.”
Model reviewed: 2.0-litre petrol automatic CLE 300 4Matic AMG Line Premium Plus Score: 7 / 10 “There’s plenty to like with the Mercedes CLE Cabriolet; its well-appointed cabin and decent cruising refinement stand out. But even with mild-hybrid assistance, the four-cylinder engine in the CLE 300 can’t quite deliver the sort of effortless performance that a car like the CLE Cabrio deserves. If you really want that, you’ll need a CLE 450 – and deeper pockets.” Author: John McIlroy Read review
Car
Score: 8 / 10 “As a cabriolet the Mercedes-Benz CLE makes even more sense than as a coupe, where it’ll always come up against comparison with sports car rivals. A four-seater soft-top is plainly not a sports car and will never have to defend itself as such. That means it can continue doing what it does best – offering a huge level of luxury and refinement that will encourage owners to keep the roof folded year-round.” Author: Jake Groves Read review
Carbuyer
Model reviewed: Range overview Score: 7.6 / 10 “The Mercedes CLE Cabriolet offers a comfortable ride and plush interior, but its engines could be better.” Author: Charlie Harvey, John McIlroy Read review
Parkers
Model reviewed: Range overview Score: 9 / 10 “The most impressive element of this car is just how refined it is with the roof down. A lack of blustery wind in the cabin thanks to the Aircap and efficient seat heating means you’ll get more top-down motoring for your money than rivals too.”
Author: Adam Binnie Read review
The Sunday Times
Model reviewed: 3.0-litre petrol (mild hybrid ) automatic AMG Line Premium Plus Score: 9 / 10 “Softly-softly approach is the best route for CLE.” Author: Matt Robinson Read review
The Telegraph
Model reviewed: 2.0-litre petrol (mild hybrid) automatic CLE 200 Score: 8 / 10 “Four-seat convertibles are rare; Mercedes could have sat on its laurels but instead it produced a top-quality car.” Author: Andrew English Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “The Mercedes-Benz CLE Cabriolet looks slick, drives adroitly, and bigger engines and bougier specs see it shine brightest, of course. Pity the tech spoils it.” Read review
Safety rating
No safety rating
As of March 2026, the Mercedes-Benz CLE Cabriolet has not been tested by Euro NCAP.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of March 2026, the Mercedes-Benz CLE Cabriolet has not been tested by Green NCAP.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
39 mpg
D
Diesel models
58 mpg
B
CO₂ output
Average
Score
Variation
Score
Petrol models
166 g/km
D
Diesel models
129 g/km
B
Insurance group
Average
Score
Variation
Score
All models
34
D
Service and maintenance
Cost
Score
Year 1
£353
D
Year 2
£826
D
Year 3
£1,368
D
Year 4
£1,649
D
Year 5
£2,154
D
Overall
£6,350
D
The Mercedes-Benz CLE Cabriolet is a relatively expensive car to own and run – and fractionally dearer than the CLE Coupé – according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Fuel consumption on the petrol-engined models is poor, while the diesel is better – and much the same applies to CO2 emissions, which affect road tax.
Insurance and servicing costs are pretty average for the new car market, which is fairly competitive for a luxury car model.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of March 2026, we don’t have enough reliability data on the Mercedes-Benz CLE Cabriolet to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the CLE, we’ll publish the results here.
Recalls
Official DVSA safety recalls that have been issued for the Mercedes-Benz CLE Cabriolet
Date: March 2024 Recall number: R/2024/130 Model types: All Build dates: 02/2023 to 08/2023 Number of vehicles affected: 2 Defect: On certain vehicles, some 80-amp fuses installed might not meet requirements. Remedy: Replace the respective main fuse boxes on the affected vehicles.
As of October 2024 (our most recent data point), there has only been one DVSA vehicle safety recall on the Mercedes-Benz CLE family, and that only affected two cars.
Not all vehicles are affected by recalls. You can check to see if your car is included in any of the above recalls by visiting the DVLA website or contacting your local Mercedes-Benz dealer.
If your car is affected by a recall, the vehicle must be repaired and you should not be charged for any work required. If you are buying a used CLE, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
The large cabriolet market has been in decline for several years. The Audi A5 Cabriolet was discontinued a couple of years ago, although the BMW 4 Series carries on successfully. Ford has also launched a new Mustang, but that’s not really a direct competitor to the Mercedes CLE.
The Audi Q6 e-tron is a mid-sized electric SUV that is now available in the UK in regular SUV and ‘Sportback’ coupé-SUV bodystyles.
Designed as the eventual successor to the petrol-powered Q5 SUV, the Q6 e-tron is built on the same foundations as the Porsche Macan Electric. While the Porsche has been commended for its driving experience, the Q6 e-tron hasn’t received the same praise.
“It’s pricey and a bit dull to drive”, concludes the Carbuyer team, while Driving Electric’s Shane Wilkinson adds that the SUV’s interior has “a smattering of below-par materials”, though he adds that the car’s “tech is some of the best in this class.”
The majority of reviewers agree that the Q6 e-tron bigger and more luxurious than many rivals in the mid-size SUV category, Electrifying.com’s Mike Askew adding that the Q6 essentially “renders the loveable but ageing Q8 e-tron as redundant”, concluding that “as an overall package, it’s hard to beat.”
As of February 2026, the Audi Q6 e-tron holds a New Car Expert Rating of A, with a score of 73%. This overall score is helped by the Q6 e-tron’s excellent five-star Euro NCAP safety rating and zero tailpipe emissions, however, its media review scores, running costs and Audi’s new car warranty cover are all only average.
Body style: Large SUV and coupé-SUV Engines:electric, battery-powered Price:From £60,700 on-road
Launched: Spring 2024 Last updated: N/A Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Auto Express
Model reviewed: Range overview Score: 8 / 10 “The Audi Q6 e-tron electric SUV looks great and is comfortable, but the ride quality is compromised.” Author: Alex Ingram Read review
Auto Trader
Score: 8 / 10 “The Q6 e-tron SUV is an all-electric alternative to the Audi Q5 that offers buyers a spacious, high-tech option in the premium market.” Read review
Business Car
Model reviewed: Range overview Score: 8 / 10 “Whichever Q6 E-Tron you choose, it is an excellent all-rounder, with best-in-class technology, an attractively designed interior.” Author: Martyn Collins Read review
Car
Score: 8 / 10 “The Q6 may not revolutionise the electric family SUV, but it certainly underlines Audi’s ambition. Expect more incremental designs, longer battery range and more swollen prices before we start seeing smaller, lighter and – hopefully – more radical electric Audis in future. For now, though, the new 2024 Audi Q6 e-tron is a typically polished family electric SUV.” Author: Tim Pollard, Alan Taylor-Jones Read review
Carbuyer
Model reviewed: Range overview Score: 8.4 / 10 “The Audi Q6 e-tron sticks to core brand values of offering a handsome design and class-leading tech, but it’s pricey and a bit dull to drive.” Author: Andy Goodwin, Richard Ingram Read review
Carwow
Model reviewed: Range overview Score: 7 / 10 “Audi’s Q6 e-tron goes toe-to-toe with the best electric SUVs out there – it’s posh and premium with a long range, but it’s a little boringly styled and not much fun to drive.” Author: Tom Wiltshire Read review
Driving Electric
Model reviewed: Range overview Score: 8 / 10 “Step inside and everything feels well put together, and the tech is some of the best in this class. Unfortunately, a smattering of below-par materials lets the side down, as does the car’s mediocre efficiency.” Author: Shane Wilkinson Read review
Electrifying.com
Model reviewed: Range overview Score: 8 / 10 “At a stroke it renders the loveable but ageing Q8 e-tron as redundant and more importantly gives Audi a presence in the large premium SUV market. Yes, there are some alternatives that do certain things better, but as an overall package, it’s hard to beat.” Author: Mike Askew Read review
Evo
Model reviewed: Range overview Score: 7 / 10 “The Q6 e-tron is a fine electric SUV in isolation, a competent cruiser with a compelling blend of performance, range and tech. Unfortunately for Audi, it doesn’t live in isolation – it lives in a world where BMW’s iX remains the class benchmark for luxury and refinement, and the Porsche Macan is king for driver appeal.” Author: Yousuf Ashraf Read review
Green Car Guide
Model reviewed: Q6 e-tron Sportback S line performance Score: 8 / 10 “The Audi Q6 Sportback e-tron is what you would expect from an electric Audi SUV. It looks the part, the interior is well designed with high quality materials and the latest technology. It’s refined to drive and it’s spacious. However it feels heavy rather than agile to drive, the real-life driving range was disappointing, and manual seat adjustment seems surprising for a car that costs £70,000.” Author: Paul Clarke Read review
Model reviewed: Launch Edition 285kW Score: 8 / 10 “The Audi Q6 e-tron offers lots of space, the normal premium and high-tech Audi cabin, ultra-rapid charging, a refined driving experience, and in quattro form, huge grip.” Author: Paul Clarke Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “The Audi Q6 e-tron is a desirable electric SUV with a tech-heavy cabin, impressive electric range and polished handling dynamics. If you’re looking to buy a new premium electric car, the new Q6 e-tron could hit the spot.” Author: Phil Hall Read review
Parkers
Model reviewed: Range overview Score: 8.2 / 10 “That the Q6 e-Tron is so good to drive, delivering refinement and performance aplenty is the icing on the cake. If you’re in the market for a medium-to-large electric SUV, it should definitely be on your shortlist.” Author: Ted Welford Read review
The Sunday Times
Model reviewed: Range overview Score: 7 / 10 “The Q6’s real world range is frustrating but as an overall experience it’s certainly an improvement on its stablemate, and actually a car that rather grows on you over time.” Author: Neil Briscoe Read review
The Telegraph
Model reviewed: Range overview Score: 8 / 10 “This EV is pricey but swift and good looking – though the real-world range is disappointing.” Author: Andrew English Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “Audi’s version of the electric Porsche Macan is a tour de force of waftiness. Just don’t ask for more from it than that.”
Author: Joe Holding Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of February 2026, the Audi Q6 e-tron has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the Q6 e-tron is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
347 miles
A
Electrical efficiency
Average
Score
Variation
Score
EV models
3.6 m/KWh
D
Insurance group
Average
Score
Variation
Score
All models
48
E
Service and maintenance
Cost
Score
Year 1
£326
D
Year 2
£670
D
Year 3
£1,075
D
Year 4
£1,387
D
Year 5
£1,765
D
Overall
£5,223
D
The Audi Q6 e-tron is a rather expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Starting with the good news, the SUV’s average battery range of 347 miles (ranging from 297 miles to 392 miles depending on the model you choose) is excellent when compared to the average electric car. It’s electrical efficiency (the EV equivalent of miles per gallon for a petrol or diesel car) however, is not as high as much cheaper electric SUVs like the Skoda Enyaq.
The car’s insurance bracket is on the expensive side, and its servicing and maintenance costs over the first five years of ownership are pretty average. The car’s estimated total cost of £5,200 is a few hundred pounds cheaper than the total five-year servicing costs of the petrol-powered Audi Q5, however.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of February 2026, we don’t have enough reliability data on the Audi Q6 e-tron to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Q6 e-tron, we’ll publish the results here.
As of February 2026, we are not aware of any DVSA vehicle safety recalls affecting the Audi Q6 e-tron. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Q6 e-tron dealer.
The Mercedes-Benz CLE is a two-door, four-seater coupé that was launched in 2023 before arriving in the UK in early 2024.
The CLE effectively replaces two models in the Mercedes-Benz family, the C-Class Coupé and the E-Class Coupé, as part of a rationalisation of the company’s sprawling model range. The CLE is also available as a cabriolet, and we have a separate Expert Rating for that model.
Available with petrol, diesel or plug-in hybrid power – all with automatic gearboxes – every version of the CLE, including the AMG CLE 53 not covered here (separate Expert Rating coming soon), is tuned for comfort more than for incisive handling. For attacking a winding B-road, a BMW 4 Series is probably going to be more enjoyable, but for long journeys along A-roads and motorways, the CLE is superior.
As of July 2025, the Mercedes-Benz CLE Coupé hold a New Car Expert Rating of C, with a score of 62%. It scores top marks for its low CO2 emissions (thanks to the plug-in hybrid version), although media review scores are only middling and running costs are high. As yet, we don’t have any safety data from Euro NCAP, so that may influence the rating up or down if and when the CLE is tested.
Launched: Winter 2023/24 Last updated: N/A Next update due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“What it does take from its saloon siblings is largely good stuff, although we’d like a more refined ride. At this price point the diesel doesn’t feel special enough, either. The pick of the range looks like a pricier petrol with the fancier adjustable suspension.”
“It’s all very calm, very relaxed and totally unobtrusive. It makes it all feel very late-1990s, when lap times and acceleration figures weren’t the be-all and end-all as they are today. Further proof that less can be more and all the better for it.”
Score: 8 / 10 “The Mercedes-Benz CLE Coupé is very comfortable, looks the part, has a fantastic cabin and a rare diesel option… but it’s no sports car.” Author: Mark Nichol Read review
Car
Model reviewed: Range overview Score: 6 / 10 “Relaxing rather than exciting, the CLE will find favour with exactly the same sort of buyers who purchased the old C- and E-Class coupes. Which is just what it’s meant to do.” Author: Keith Adams Read review
Carbuyer
Model reviewed: Range overview Score: 7.8 / 10 “The Mercedes CLE looks good, offers a decent amount of room inside and drives well, replacing two models in one go.” Author: Charlie Harvey, Andy Goodwin Read review
Carwow
Model reviewed: Range overview “The Mercedes-Benz CLE Coupe is one of those increasingly rare sights – a sleek two-door coupe. It has a good-sized boot, but it could be a bit cramped for rear seat passengers.” Read review
Motoring Research
Model reviewed: Range overview Score: 8 / 10 “Replacing both the C-Class coupe and E-Class coupe in Mercedes-Benz’s rationalised range, the CLE manages to be a more convincing proposition than either car, with smart styling, relaxed road manners and a roomy interior.” Author: John Redfern Read review
Parkers
Model reviewed: Range overview Score: 8 / 10 “No surprises with the Mercedes-Benz CLE – it’s a comfortable, premium and good-looking coupe. We felt there was more C-Class than E-Class about the way it drove, but it shouldn’t put buyers off from either side. But either way, we like it.” Author: Keith Adams Read review
Regit
Model reviewed: CLE 300 4Matic AMG Line Premium Plus Score: 8 / 10 “If you were ever in any doubt that two could become one, the Mercedes-Benz CLE has proved it is possible. Yes, there will be people out there who will say it’s not like the outgoing C-Class or E-Class Coupe models, but we think they have found the perfect balance between the two.” Author: Maxine Ashford Read review
The Telegraph
Model reviewed: 3.0-litre petrol automatic CLE 450 AMG Line Premium Plus Coupe Score: 8 / 10 The Mercedes-Benz CLE is a modern take on the archetypal Mercedes coupe, and all the better for it. In much the same way as those two-door Mercs of old, the CLE feels as though it would be most at home with its nose pointed south, whisking you to a table by the Med for dinner in understated style.” Author: Alex Robbins Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “Relaxing to drive but infuriating to operate, the CLE is an old-school coupe spoiled by poorly integrated tech.”
Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
No safety rating
As of July 2025, the Mercedes-Benz CLE has not been assessed by Euro NCAP.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of July 2025, the Mercedes-Benz CLE has not been assessed by Green NCAP.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
40 mpg
D
Diesel models
59 mpg
A
Plug-in hybrid models
470 mpg
A
CO₂ output
Average
Score
Variation
Score
Petrol models
160 g/km
C
Diesel models
125 g/km
A
Plug-in hybrid models
13 g/km
A
Battery range
Average
Score
Variation
Score
Plug-in hybrid models
69 miles
C
Insurance group
Average
Score
Variation
Score
All models
34
C
Service and maintenance
Cost
Score
Year 1
£367
C
Year 2
£851
C
Year 3
£1,381
C
Year 4
£1,656
C
Year 5
£2,164
C
Overall
£6,419
C
The Mercedes-Benz CLE is a relatively expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Fuel consumption on the petrol-engined models is poor, while the diesels and plug-in hybrid models are much better – and much the same applies to CO2 emissions, which affect road tax.
Insurance and servicing costs are pretty average for the new car market, which is fairly competitive for a luxury car model.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of July 2025, we don’t have enough reliability data on the Mercedes-Benz CLE to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the CLE, we’ll publish the results here.
Warranty rating
New car warranty information for the Mercedes-Benz CLE
Overall rating
B
68%
Petrol or diesel models
C
41%
Hybrid or plug-in hybrid models
A
82%
New car warranty duration
3 years
New car warranty mileage
Unlimited miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Mercedes-Benz’s new car warranty is only average, and not as attractive as some other cars in a similar price bracket as the CLE.
The duration is three years, with no limit on mileage – although, in reality, the mileage numbers are likely to be fairly irrelevant as most cars only cover about 10,000 miles each year.
In addition to the standard new car warranty, the CLE plug-in hybrid models have an eight-year/100,000-mile warranty for the battery components. The overall rating above is a mix of the different models.
Recalls
Official DVSA safety recalls that have been issued for the Mercedes-Benz CLE
Date: March 2024 Recall number: R/2024/130 Model types: All Build dates: 02/2023 to 08/2023 Number of vehicles affected: 2 Defect: On certain vehicles, some 80-amp fuses installed might not meet requirements. Remedy: Replace the respective main fuse boxes on the affected vehicles.
As of October 2024 (our most recent data point), there has only been one DVSA vehicle safety recall on the Mercedes-Benz CLE, and that only affected two cars.
Not all vehicles are affected by recalls. You can check to see if your car is included in any of the above recalls by visiting the DVLA website or contacting your local Mercedes-Benz dealer.
If your car is affected by a recall, the vehicle must be repaired and you should not be charged for any work required. If you are buying a used CLE, you should insist that any outstanding recall work is completed before you take delivery of the vehicle.
The large coupé market has been in decline for several years. The Audi A5 coupé has now been discontinued, while the BMW 4 Series carries on successfully. Ford has also launched a new Mustang, but that’s not really a direct competitor to the Mercedes CLE.
The Ford Mustang is a large, petrol-powered, rear-wheel drive coupé and convertible model. This is the latest, seventh-generation, model that was launched in 2024.
Despite the Mustang being one of Ford’s most famous models, the new model is only the second generation (after the previous model) to be built in right-hand drive and officially exported to the UK.
Unlike the previous model, the latest Mustang is only offered with a 5.0-litre petrol V8 engine. The four-cylinder version remains available in other markets but is not being offered in the UK after poor sales of the last model resulted in it being dropped a few years ago.
There’s a new flagship model called the Ford Mustang Dark Horse, with an upgraded engine that offers improved performance.
Based on initial European reviews, the new Mustang has been highly praised for its much-improved driving dynamics compared to previous models. Steve Sutcliffe at Auto Express feels that the manual coupé is “unquestionably the pick of the bunch” compared to the automatic gearbox or convertible versions, while Ben Barry at Car describes the Dark Horse as “a uniquely compelling sports car”.
As of February 2026, the new Ford Mustang has a New Car Expert Rating of D, with a score of 57%. Despite its popularity with motoring journalists, the Mustang inevitably loses a lot of points because of its very high running costs and CO2 emissions. As yet, we don’t have any Euro NCAP safety results, and it will be quite a while before we get reliability data.
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“It’s always a tough task to reimagine an icon, but the Ford Mustang Mk7 does exactly that. With buyers easily falling for its predecessor’s looks, the aim was clearly to not tinker with the formula too drastically. The latest model is sharper, more menacing and more angular than the Mk6 generation, but it’s still instantly recognisable as a Mustang.”
Model reviewed: 5.0-litre petrol automatic Dark Horse Score: 9 / 10 “Although the Ford Mustang Dark Horse has been thoroughly modernised inside and out, and wears a striking new set of clothes, it’s still an old fashioned driver’s car at heart – and one that drives as good as it looks. If this really is to be the mainstream Mustang’s last hurrah, it will be some swansong. No wonder the UK’s allocation is already sold out.” Author: Steve Sutcliffe Read review
Model reviewed: 5.0-litre petrol automatic GT Score: 8 / 10 “The new Ford Mustang GT introduces fresh looks and plenty of updated technology, all of which is accompanied by a traditional V8 soundtrack.” Author: Steve Sutcliffe Read review
Car
Model reviewed: Dark Horse Score: 8 / 10 “We’d like more feel from the steering and more attitude and performance from the (detuned for Britain) V8, but all in the Ford Mustang now stands as a uniquely compelling sports car that does the go-faster stuff very much on its own terms.” Author: Ben Barry Read review
Carbuyer
Model reviewed: Range overview Score: 8.2 / 10 “With its big petrol V8 engine, the Ford Mustang is one of the last of a dying breed of sports cars.” Author: Charlie Harvey Read review
Evo
Score: 8 / 10 “The Ford Mustang GT really is an easy car to fall for, and it’s one you sense Ford is pulling out all the stops to continue selling in the UK. Average fleet emissions regulations mean that Ford must limit the supply of Mustangs in Europe to avoid fines, and theoretically they could produce more than they do to satisfy demand. That demand is only likely to grow with this new model, because there really isn’t an alternative if you want a manual, rear-drive, naturally aspirated V8 coupe in 2024.” Author: Yousuf Ashraf Read review
Model reviewed: 5.0-litre petrol automatic Dark Horse Score: 9 / 10 “Even if its styling looks a little fussier than that of its predecessor to these eyes, and even if the similarly priced BMW M2 is objectively the better buy, there’s nothing else out there quite like the Ford Mustang Dark Horse. It’s likely one of the very last manual V8 cars available to buy – but that’s not the only thing the new Mustang has going for it.” Author: James Taylor Read review
Heycar
Model reviewed: Range overview Score: 8 / 10 “The Ford Mustang is a truly rare treat in today’s motoring landscape in the UK – a legendary American hero with a naturally aspirated V8 that comes in right-hand drive from your local Ford dealer.” Author: Matt Robinson Read review
The Sunday Times
Model reviewed: 5.0-litre petrol manual Dark Horse Score: 9 / 10 “Sporty Mustang gamely gallops on.” Author: Matt Robinson Read review
Top Gear
Model reviewed: Range overview Score: 9 / 10 “A bunch of great updates make the Ford Mustang a sharper sports car while still staying true to its muscle car roots” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
No safety rating
As of February 2026, the Ford Mustang has not been tested by Euro NCAP.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of February 2026, the Ford Mustang has not been assessed by Green NCAP.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
23 mpg
E
CO₂ output
Average
Score
Variation
Score
Petrol models
279 g/km
E
Insurance group
Average
Score
Variation
Score
All models
45
E
Service and maintenance
Cost
Score
Year 1
£442
E
Year 2
£1,040
E
Year 3
£1,595
E
Year 4
£1,830
E
Year 5
£2,374
E
Overall
£7,281
E
The Ford Mustang is a very expensive car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Although this is unlikely to be a surprise to anyone considering a new or used Mustang, it’s still worth noting. Unsurprisingly, given that the Mustang is powered by a 5.0-litre petrol V8 engine, fuel consumption and CO2 emissions are high.
Insurance and servicing costs are also higher than most new cars on the market.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of February 2026, we don’t have enough reliability data on the Ford Mustang to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Mustang, we’ll publish the results here.
As of February 2026, we are not aware of any DVSA vehicle safety recalls affecting the new Ford Mustang. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Ford dealer.
It’s a small pool of rivals for the new Ford Mustang, and realistically there’s nothing else quite like it on sale in the UK. We don’t get the Dodge Challenger (which is due to end production very soon anyway) and the Chevrolet Camaro is also long gone in America (and was never officially sold here, either). The big German brands all have large coupé and convertible models, but they’re quite different in execution to the Mustang.
The Subaru Crosstrek is a small-medium crossover vehicle, which arrived in the UK in early 2024. It replaces the previous Subaru XV model.
The Crosstrek is based on the latest Subaru Impreza hatchback, which is not sold in the UK. It’s only available with one powertrain, a 2.0-litre petrol engine with hybrid assistance. Although Subaru talks up the ‘hybrid’ element of the Crosstrek, in reality it can’t move more than a few metres on electrical power during stop-start driving. The electric motor’s main job is to support the petrol engine.
Being a more rugged version of a hatchback, rather than an SUV-style vehicle, the Crosstrek doesn’t have many direct rivals. The Ford Focus Active and Kia XCeed have a similar go-anywhere style, but the Subaru is far more capable than them if you actually want to go any further off-road than a gravel car park. As Carwow describes it, “If your idea of a twisting road is a rutted farm track, the Crosstrek is brilliant.”
Like most models in the Subaru family, the focus is on functionality rather than avant-garde design. The cabin is quite roomy, but looks a generation behind the latest crossovers from other brands. Auto Express describes the dashboard as “old-fashioned”, with “buttons are scattered in hard-to-find places”.
For most car buyers, ultimately, the Crosstrek’s off-roading capabilities are less important than on-road comfort, low running costs and urban practicality. In these areas, the new Subaru struggles to score many points.
As of May 2025, the Subaru Crosstrek holds a New Car Expert Rating of C, with a score of 65%. It scores top marks for its excellent safety rating, but its CO2 emissions are only average, running costs are higher than comparable cars and media review scores have been poor. Being a new model, we won’t have any reliability data for some time to come.
Model reviewed: Range overview Score: 6 / 10 “The new Subaru Crosstrek is an oddball that sits somewhere between a hatch and small SUV, but it’s hard to recommend it over the best in either class.” Author: James Disdale, Richard Ingram Read review
Heycar
Model reviewed: Range overview Score: 5 / 10 “Subaru has always ploughed its own furrow and so it is with the Crosstrek, a mash-up of hatch body, SUV stance, all-wheel drive, and hybrid power.” Author: Al Suttie Read review
Parkers
Model reviewed: Range overview Score: 4.4 / 10 “The Subaru Crosstrek is an improvement over the XV – but it doesn’t go far enough.“ Author: Luke Wilkinson Read review
Regit
Model reviewed: Range overview Score: 7 / 10 “It might be worth weighing up the importance of four-wheel drive when considering the Subaru Crosstrek. Yes, there are plenty of similarly-styled SUVs out there that boast better driving dynamics and cost less, but they would leave you stranded if faced with tougher terrain. The Crosstrek most definitely wouldn’t.” Author: Maxine Ashford Read review
The Telegraph
Model reviewed: Range overview Score: 6 / 10 “An old-fashioned feel might be a disadvantage against more modern rivals, but when rugged 4×4 ability is essential, this is a hidden gem.” Author: Alex Robbins Read review
Top Gear
Model reviewed: Range overview Score: 6 / 10 “The Crosstrek is a proper old school, rufty-tufy, go anywhere small SUV that is sure to appease the Subaru faithful.” Author: Peter Rawlins Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of May 2025, the Subaru Crosstrek has not been lab tested by Green NCAP.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of May 2025, we don’t have enough reliability data on the Subaru Crosstrek to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Crosstrek, we’ll publish the results here.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Variation
Score
Hybrid models
37 mpg
D
37 – 37 mpg
D – D
CO₂ output
Average
Score
Variation
Score
Hybrid models
174 g/km
C
174 – 174 g/km
C – C
Insurance group
Average
Score
Variation
Score
All models
20
A
20 – 20
A – A
Service and maintenance
Cost
Score
Year 1
£247
B
Year 2
£597
B
Year 3
£1,023
B
Year 4
£1,207
B
Year 5
£1,667
B
Overall
£4,741
B
The Subaru Crosstrek is not as cheap as you might hope to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Fuel consumption is poor, especially since the petrol engine does have a level of electrical hybrid support (although it’s a long way short of a full hybrid, so it can’t run for miles on electricity alone).
The good news is that insurance premiums should be very competitive, while servicing and maintenance bills for the first five years should also be good.
Similar cars
If you’re looking at the Subaru Crosstrek, you might also be interested in these alternatives.
Suzuki has announced that its first electric car will join the brand’s UK range next summer – a battery-powered version of the Vitara crossover that will be available with either front-wheel or all-wheel drive.
Suzuki is one of the last car manufacturers to unveil an electric model for the UK market, and the e-Vitara will pose a leftfield challenge to the likes of the Mini Aceman and Volvo EX40 when it goes on sale in 2025.
The battery-powered SUV will be available with either a 49kWh or larger 61kWh battery pack, and says that it is aiming for the latter to provide up to 250 miles of single-charge driving and rapid charging speeds of up to 150kW.
While the standard 142hp version is front-wheel drive, the 61kWh version will also be available in a 181hp all-wheel drive configuration, which adds another electric motor to the rear axle.
In all-wheel drive form, the e-Vitara comes with what Suzuki calls a ‘Allgrip-e’ system, which manages the front and rear motors independently to provide more “precise control” of the car when on rough terrain. The driver can also turn on ‘Trail Mode’ which applies the brakes to spinning wheels and distributes power to the opposite tire so that the car can escape challenging terrain “smoothly”.
Built in India, pricing for the new Suzuki e-Vitara is yet to be announced. This and more details, like trim specifications and a precise launch date, are sure to arrive in the coming months. Check back soon!
Make and model: Omoda E5 Description: Medium-sized SUV, single electric motor Price range: £33,055 (plus options)
Omoda says: “The Omoda E5 brings futuristic design, intuitive technology, and exceptional agility, together with fast charging, and useable all-electric performance.”
We say: The overall feeling of the Omoda E5 is “good but not great”. The price undercuts most rivals, but there are too many places where it feels like a budget choice.
You’ve probably never heard of Omoda, but that’s not surprising. It’s a new car brand from China that has only launched in the UK in Autumn 2024. Omoda is a division of the enormous car company Chery, which has been building cars in China for almost 30 years. This same car is sold in some countries as the Chery Omoda E5, so if you have travelled to Asia or Australia over the last couple of years you may have already seen it there.
The first two models that Omoda is launching in Europe are the Omoda E5 – the mid-sized electric SUV you see here – and its petrol-powered twin, the Omoda 5.
What is it?
The Omoda E5 is a mid-sized electric SUV/crossover, similar in size to a Peugeot e-3008. But it’s priced at the level of a smaller SUV, like a Peugeot e-2008. Like fellow Chinese manufacturer MG, Omoda is pushing hard on the value-for-money angle.
Despite this being yet another new EV, Omoda isn’t going all-in on electric cars. Chery believes there’s still plenty of business to be had in selling petrol and hybrid models, although we’re unlikely to see any diesels. As such, the E5 has a petrol-powered twin called the Omoda 5, powered by a 1.6-litre petrol engine.
Who is this car aimed at?
Electric cars are bought predominantly by fleets, and the Omoda E5 will probably follow this path. Employees who can take advantage of salary sacrifice will also benefit, as the net monthly payments are likely to be very competitive.
The attractive price tag will also appeal to families buying a car on traditional car finance, looking to switch to an EV for their next car at the lowest possible price.
Who won’t like it?
There’s a large element of anti-Chinese sentiment in certain quarters of the media at the moment, so there will be plenty of people who simply won’t consider an Omoda at any price. Beyond that, many car buyers won’t consider a brand they’ve never heard of, while others won’t consider an electric car. So an unknown Chinese EV will inevitably be overlooked by a large number of people.
Interestingly, MG has managed to swerve much (but not all) of such criticism thanks to its British name and heritage, while BYD is making headway through a massive marketing blitz and targeting fleet buyers to get lots of cars on the road.
First impressions
The easiest way to tell the difference between the electric E5 and petrol 5 is to look at the nose. While the 5 has an enormous cross-hatch grille, the E5 has a pointier nose with no grille at all.
Side-by-side, the E5 is a sharper-looking car than its petrol counterpart. But from every other angle, the two are basically identical – the E5 has more aerodynamically styled wheels to reduce drag, but that’s about it.
Omoda’s brochure describes the E5’s styling as “futuristic”, but that’s overegging things quite a lot. It could easily be mistaken for about a dozen other mid-sized crossovers on the market, with only the shark-like grille-less nose that looks in any way distinctive.
Step inside and things improve. The Omoda E5 cabin ticks all the boxes for a modern SUV, although it’s still fairly derivative. It has twin high-mounted screens (like pretty much every other new car being launched this year), haptic heating controls (which look like they’ve been nicked from a Nissan Ariya) and a gear selection level mounted on the steering column rather than on the centre console (just like Kia and Hyundai EVs). But look a bit closer and quite a few of the materials don’t have the same level of quality as you’d find in other household-name cars.
What do you get for your money?
Once we’ve got the first impressions out of the way, it’s time to look a bit harder at exactly what you’re getting for your money with the Omoda E5.
There are two trim levels available; Noble, which starts at just over £33K, and Comfort, which starts at £34.5K. Rather than regurgitating the entire brochure, it’s enough to say that both models are very well equipped for the money. Wireless charging (including a cooling fan for your phone) with Apple CarPlay and Android Auto are standard, as are auto lights and wipers, adaptive cruise control, front and rear parking sensors, an eight-speaker Sony sound system and a full suite of accident avoidance safety systems.
The extra £1,500 for the Comfort grade gets you a sunroof, power tailgate, dual-zone climate control with better particle filtering, and a 360-degree parking camera system. You can also choose bigger wheels and some two-tone colours from the options list, which are not available on the Noble version.
Warranty is excellent, covering you for seven years or 100,000 miles (whichever comes first). Servicing is annually or every 10,000 miles, and you get a year’s RAC breakdown cover as standard. If you keep having the car serviced at an official Omoda garage, the breakdown cover is extended by another year up to a maximum of seven years.
We like: Very good standard equipment levels, including safety kit We don’t like: There’s not much not to like in terms of value
What’s the Omoda E5 like inside?
Your view on the cabin will largely depend on your starting point. If you’re comparing it to other mid-size SUVs that tend to be a few thousand pounds dearer, it’s easy to see shortcomings. It looks good on a superficial level, but inspect each element a little more closely and it all starts to look a bit more budget.
There are twin 12-inch screens for driver display and central infotainment controls, plus LED mood lighting, wireless phone charging and a steering wheel copiously loaded up with buttons. The touchscreen menus are not as logically arranged as they should be, and are not the easiest to use on the move. The digital screen in front of the driver is similarly fussy and clumsy in layout, rather than being clear to read on the move, while too much information – like your speed – is easily blocked by the steering wheel and your hands.
On the other hand, if you’re comparing the Omoda E5 to small SUVs that cost about the same sort of money, it starts to look far more appealing. Many of those also tend to look like they’ve been lumped with plastics and controls from the bargain basement, so the Omoda E5’s additional size and standard equipment list look far more appealing.
Interestingly, the electric E5 is nicer inside than the petrol 5, which is surprising and makes you wonder why the petrol version gets a lower-rent interior. The twin screens are larger (12 inches each, rather than 10 inches), while the column-mounted gear lever frees up additional space on the centre console, which is better designed.
The driver’s seat and steering column both feel like they need more adjustment range. Despite being less than six feet tall, I couldn’t pull the steering wheel out far enough to be comfortable. Initially, I pushed the seat back and had my arms outstretched so that my legs were comfortable. But then I couldn’t comfortably reach the central touchscreen so I pulled the seat forward so that my arm position felt more natural, but then my legs felt uncomfortably cramped up.
(Incidentally, this is why you should always test drive a new car before buying, as you could end up with a car that’s incredibly uncomfortable for your particular size and shape.)
The cabin and boot are not as spacious as you might expect based on the exterior dimensions, which is disappointing. Overall, it does feel bigger than a small SUV like a Juke, but it doesn’t have as much room as a Qashqai or similar. Boot space is also less than what you get from similarly sized cars, which is not a price issue but more of a design issue.
We like: Plenty of standard kit, large 12-inch screens are an improvement on petrol model We don’t like: Cabin is not as spacious as exterior dimensions suggest
What’s the Omoda E5 like to drive?
So, on the surface, the Omoda 5 seems a reasonable bit of kit. But how does that hold up once we get behind the wheel? The petrol 5 was pretty poor in this regard, but the electric E5 offers better news.
The electric motor offers a smooth and quiet driving experience, which immediately makes it a much nicer car to drive than the jerky and raucous petrol model. Acceleration is responsive and seamless – although not quite as good as some of the best compact SUVs, the E5 feels much more comparable with rival cars.
Performance is easily adequate for most day-to-day driving requirements. Even with four or five people on board and a boot full of luggage, you’re likely to enjoy decent acceleration to overtake or pull onto motorways comfortably. The only noticeable effect is likely to be a reduction in driving range.
Like the petrol model, there’s quite a lot of road noise coming from the tyres at all speeds, while wind noise is also higher than similar cars at higher speeds. Again, other electric SUVs are better in this regard. However, it’s still noticeably quieter than the Omoda 5 petrol version since there’s no racket from the engine and gearbox.
The suspension is a surprising improvement over the petrol 5. That car wallows and rolls around a lot more, whereas the E5 felt a lot better over the same (fairly short) drive route. It’s a firmer ride, although not harsh, so you don’t get the wave motion that can cause a somewhat nauseous feel on bumpy roads in the petrol car. It feels much more like most European cars with a tauter control overall. This also benefits side-to-side movements as you change direction, with the car remaining far more settled.
We like: Ride and handling much better than petrol Omoda 5 We don’t like: Still not at the same level as the best electric compact SUVs
How safe is the Omoda E5?
The Omoda 5 was tested by Euro NCAP in December 2022 and scored a top five-star grade. It scores well in all four categories (adult protection, child protection, vulnerable road user protection and accident avoidance technology). This rating was extended to the electric Omoda E5 in November 2024 as Euro NCAP was satisfied that it performed equally well in every emergency situation.
Systems like adaptive cruise control, blind spot detection, lane-keeping assist and rear cross-traffic alert are all standard, and all seemed to work perfectly well during our media drive around Surrey and Hampshire.
The only negative here isn’t of Omoda’s making, and that’s the new EU-mandated functions that cause the car to beep and bong at you pretty much non-stop for a variety of reasons: the speed limit has decreased, the speed limit has increased, there’s a school zone, you’re 1mph over the speed limit, you’re not looking at the road (because you’re looking at the screen to work out why it’s beeping at you this time) and so on. It’s awful, but most cars now suffer the same problem.
This is an excellent result overall. What’s even better, from our point of view, is that all of the safety technology is standard on both models, rather than the best stuff costing extra. That earns it 10/10 in this category from us.
Omoda E5 economy, battery range and charging
The Car Expert’s unique Expert Rating Index pulls running cost data from across the entire new car market, and the Omoda E5 performs very well here, scoring a B-grade from us – with the caveat that we don’t yet have servicing cost data.
One of the most important factors for an EV is its electrical efficiency – the equivalent of fuel economy for a petrol or diesel car. The Omoda E5 scores a B-grade here, which is good.
The battery has a capacity of 61kWh, which gives an official driving range of 257 miles on the official EU/UK government lab test. Call it at least 200 miles in real-world driving throughout the year and you should be pretty safe. The Noble-spec E5 also comes with a heat pump, which warms and cools the cabin faster than the lower-spec Comfort model and will also have less impact on driving range when in use.
When you want to charge up, the news is not as good as some rivals. With a maximum 80kW charging rate, the Omoda E5 doesn’t benefit from using some of the fastest chargers available (up to 350kW). It’s not a big deal at the moment, as these are still fairly rare, but once more of them start rolling out, you’ll notice that other EVs will be able to charge faster.
The charging flap is located in the nose of the car, which means you will probably want to park nose-first into charging bays to connect the cable.
The Omoda E5 comes with V2L (vehicle-to-load) functionality. This means you can use the car’s battery to run external electrical equipment, like a fridge or kettle or even a TV, offering extra convenience for camping, road trips or any other outdoor activities. Not all EVs offer this, so it’s a point in the E5’s favour.
Verdict
The overall feeling of the Omoda E5 is “good but not great”. The headline prices and standard kit levels do undercut most of its rivals, but there are too many places where it feels like a budget choice.
The good news is that the electric E5 is a lot nicer to drive than the petrol 5. The suspension feels better controlled, which gives a driver more confidence to accurately position the car through a corner rather than having to continually adjust the steering wheel. The cabin is also much quieter., as well as feeling a generation newer thanks to the larger screens and better layout.
You get plenty of standard equipment for the price, which is the main attraction for customers. But the electric SUV market is becoming ferociously competitive, and better cars are not that much more expensive.
If you’re looking at a brand-new Omoda E5, it’s worth comparing it to a near-new (one-year-old or so) Kia Niro EV. You won’t get that new car experience, and you’ll lose a year of warranty (although you’d still have six years), but you’ll be getting a better car that will also be cheaper to run.
Everybody’s obsessed by how far any given electric car can go on a single charge, but in the UK are we missing the point?
You could argue that the UK is essentially perfect for EV adoption compared to most other countries also making the switch, given its relatively compact and dense layout compared to much larger countries like the USA or Australia, or even France.
Even if you go from one end of the UK to the other you can’t hit 1,000 miles without a diversion. The legendary Lands End Cornwall to John O’Groats Scotland journey (which people only really cover for charity events) is 837 miles.
To take a few more likely inter-city examples, Birmingham to Sheffield is 85 miles, London to Bristol is 117 miles, Cardiff to Dover is 233 miles and Leeds to Glasgow 238 miles, according to the AA Route Planner.
We don’t drive long distances as often as we think we do
At least, not very often, leaving aside company car drivers who are pounding the motorways daily, and going on summer holidays.
Over nearly 20 years leading up to the Covid-19 pandemic (2002 to 2019), the average car trip made in England in 2019 was consistently about 8.4 miles, according to the Department for Transport.
The DfT’s 2023 UK National Travel Survey is the primary source of data on personal travel patterns by residents of England within Great Britain.
It says that the annual private mileage covered by cars in 2023 was 4,400 miles – 200 up from 2022. Divided by days, that’s 12 miles per day. Commuting was 2,300 miles – up 100, so 6.3 miles a day. In 2023, 69% of the trips people took of between one and five miles were made by car or van.
The 2023 UK National Travel Survey says that there has been a gradual decline in car driver and passenger trips since 2002, with 23% fewer trips on average respectively in 2023 than in 2002. The most common trip purpose in 2023 was for shopping with 169 trips per person – and think of how much is delivered to the door these days.
Home chargers need never run out
Two-thirds of UK drivers have access to off-street parking, so potentially can charge at home. It’s estimated that there are about 850,000 private home charging points in the UK, which is highly favourable for the 1.2 million EVs currently on UK roads.
The average household car covers about 100 miles a week, so if they’re using an EV for shopping or school runs most can charge once a week and still never have to worry about running out of electricity. Every new EV on sale now shouldn’t dip under 100 miles without needing a charge, no matter what the conditions.
And if you need to top up during a longer journey or can’t charge at home, as we recently reported, the availability of public chargers is now rising faster than the number of new EVs coming onto the market. If current growth continues, the UK will have more than 300,000 public chargers by 2030, which is the government target.
According to Professor David Greenwood of the Advanced Propulsion Centre, the ideal combination that would make people comfortable with buying an EV is 150 miles of real-world range (so a claimed official 200 miles in ideal conditions) and the ability to charge quickly once they are confident in public charging.
Should we embrace smaller batteries and ranges?
Over the last few years, some carmakers have launched new EVs with what’s considered a small battery range (less than 150 miles), which appears to have been a big-time slip-up.
The 2020 Honda e was admired by many for its high-tech interior and cool styling then pilloried for its low range (137 miles on a good day with a very specific wheel size) and big price (around £37K). Sales proved so dismal that it was dropped at the start of 2024.
The Mazda MX-30 is larger than the Honda e and still on sale at £28K. Mazda says it has a ‘right-sized’ 36kWh battery for fast charging. But a maximum combined mixed maximum of 124 miles seems to have put buyers off to the extent that a range-extender version with a small petrol engine has been added.
Many people will remember that the pecking order of petrol cars used to be by engine size. With electric cars, it’s battery size and range. To get more range, you need a bigger battery – therefore it has to be put in a bigger and more expensive car. The Dacia Spring is a city-sized EV with a 27kWh battery, at best a 140-mile range and is the cheapest EV you can buy at £15K. To get over 100 miles more (theoretical) range you’d need a car like the slightly bigger 51kWh Peugeot e-208 with 248 miles, costing £30K.
But the smaller the battery, the quicker it is to top up the charge away from home, as long as the car can use rapid and ultra-rapid public chargers (which are becoming easier to find). Professor Greenwood sees the key point of EV acceptability being the ability of the car to charge from 20-80% in 15 minutes (or in simpler terms, the time to grab a coffee), which is made easier if the battery is smaller.
But there might be a turnaround in thinking coming with the advent of a host of more reasonably priced EVs with reasonable range. Above the Dacia Spring in range (if not in size) the new Leapmotor T03 city car is £16K and 165 miles. Usefully bigger than both these two, the £22K Citroën ë-C3 (199 miles is) followed by the new Hyundai Inster billing 203 miles in its basic form at £23.5K. Is that the kind of range and price you need?
Jaguar has stopped selling new cars in the UK, in preparation for a major re-launch as an electric-only luxury car brand in 2026.
The Jaguar XE, XF and F-Type models were pulled from production at Jaguar’s Solihull and Castle Bromwich factories earlier this year. The F-Pace SUV, also built in Solihull, is no longer on sale in the UK although will still be built for export markets until production finally ends in early 2025.
The E-Pace and I-Pace SUV models, which are built by a contract manufacturer in Austria, will cease production in December.
Once current stock is cleared from showroom floors, Jaguar will continue to offer used cars through its website and dealership network until 2026.
While you won’t be able to buy a new Jaguar of any kind next year, we’ll find out more about Jaguar’s next-generation electric range in the coming months. The British brand aims to become a luxury car brand with lower sales volumes (and presumably higher pricing), and has been slimming down its dealership network this year in preparation for the relaunch.
The first new-generation electric Jaguar, which the company describes as a ‘four-door GT’, will be unveiled at some point next year before going on sale in 2026. That will presumably put it into competition with the likes of the Porsche Taycan and Audi e-tron GT.
Additional electric models are set to follow, but no information has yet been provided on Jaguar’s further plans.
As a spectacle, India is hard to beat. And that’s why it’s such a popular destination for tourists eager to experience a vibrant, buzzing and lively way of life.
Bursting with noise and colour, it’s a spectacle to behold in so many areas of this stunning country. There are beautiful beaches, national parks, breathtaking waterfalls, buzzing street life and amazing history, with mosques and tombs among the places to visit and learn from.
It’s a huge South Asian country with Pakistan to its north west, Nepal and China to the north east and Sri Lanka off the south coast. The beautiful Bay of Bengal and the Arabian Sea lap on east and west coastlines while the mighty Indian Ocean beckons to the south.
Delhi was established 1,000 years before Christ and there you can explore the Mughal dynasty, visit the Jama Masjid Mosque, the largest of its kind in India, and learn about the country’s colonial history.
There’s the Taj Mahal in Agra, the royal palaces of Jaipur, the sprawling streets of Mumbai – one of the most populated cities in the world – and the hamlet of Shimla, set 2,000 feet above sea level, to explore. And that has barely scratched the surface of this incredible nation.
Tourism is big business in India and the country’s main towns and cities are well set up for it – the people are friendly, and hotels, restaurants and attractions are ready to welcome visitors with a smile and a helping hand.
These centres are also important hubs for a wide variety of business and industry. Textiles, chemicals, steel, mining and petroleum are all important streams of manufacturing or commerce and attract millions of businesspeople to India’s shores each year.
Unless you have a car at your disposal already in India, flying in and hiring a vehicle is the obvious option for UK travellers wishing to explore the roads there and you’ll find a wide selection of car rental companies, such as Avis, Europcar and Budget, operating from the country’s major airports including Chhatrapati Shivaji International (Mumbai), Indira Ghandi International (New Delhi) and Cochin International (Kochi).
There will be a wide choice of body styles available including city cars, saloons, 4x4s, people carriers, and estates. Choose a model type carefully depending on where you are going and the roads you are likely to be using.
That’s just one part of the preparation you need to make before entering India because the country’s road safety record leaves a lot to be desired. India’s drivers are considered among the worst in the world. More than 1.5 million people die on India’s roads every year and there seems little sign of this trend diminishing. With just one per cent of the world’s cars currently on India’s roads, almost 10% of road-accident related deaths happen there.
A disregard for basic safety, poor driving, livestock using the highways and areas with badly maintained surfaces all contribute to India’s road safety problem. If you are thinking of hiring a car and driving in India, plan carefully and always be on your guard when behind the wheel.
If you are involved in an accident, comply with the local traffic police if they are on the scene. If there are no police there, locals can get rowdy, and UK government advice is to leave the scene and go to the nearest police station. This is especially important if a cow is involved in the accident. This can quickly draw crowds of over-excited people.
Here The Car Expert looks at the most important elements to consider when planning to drive in India, with a broad look at its road laws, and we’ve included a handy checklist. As each journey is unique, always check that you have everything covered for your particular visit.
Basic rules
You must be aged 18 to get behind the wheel in India and, as a UK traveller, the likelihood is that you will be at least that. Take your driving licence with you and carry it at all times. Traffic police will often stop cars just to verify the identity of the user and you must be ready for this.
Just the licence card will do, as the paper counterpart is not required. However, you will also need an International Driving Permit (IDP) which you should obtain before travelling. There are three types of IDP available – for India you require the 1949 version. You can get one at Paypoint stores, priced £5.50. The British Government (Gov.UK) website has more information.
In most regions of India, you must be aged 21 to hire a vehicle but some companies will accept 18 years. For higher performance or more expensive cars you might have to be older. Drivers aged under 25 could be charged an extra ‘risk’ fee by some car rental companies.
Once all the paperwork is done and fees paid, the rental company will provide you with the necessary documents to show the vehicle is registered, taxed, meets pollution standards and that you are insured to drive it. Always carry personal ID such as your passport.
We don’t recommend any drinking of alcohol if you are going to drive, but you should be aware of the country’s limit. For car drivers it’s 0.3 g/l (0.3 milligrams) blood alcohol level. By comparison, it’s 0.8 g/l in England and Wales.
There are severe penalties for anyone stopped for drink driving, ranging from a 10,000 Rupee (£90) fine to two years in prison. If your actions lead to death or injury, the penalties will be harsher. The police can randomly stop and test any driver they wish.
Speed limits
Speed limits are shown in kilometres per hour (km/h) and vary according to state and even vehicle type. As a general rule they are: urban areas 70 km/h (43 mph), two-lane highways 100 km/h (62 mph) and interstates (motorways) 120 km/h (75 mph). Some highways allow 140 km/h (87 mph) so keep an eye on road signs.
Speed cameras are in use in and around main cities such as Mumbai, Bangalore, Goa and Chennai. Camera detection devices are illegal in India, and you can expect a fine plus confiscation of the device if you are caught using one. If your satnav shows where speed cameras are, switch off this function.
What to carry in the car
There are no rules governing what you must carry in your car as there are in many countries, but basic equipment such as a first aid kit and Hi-Viz vest are recommended, especially if you are planning a lot of driving. Your rental company might provide some of this equipment.
Don’t use a warning triangle if you break down. Local drivers won’t know what it is and it’s likely to cause confusion.
Seatbelts
Seatbelt rules are similar to the UK: if your car has them, they must be worn, front and rear. It’s the driver’s responsibility to make sure everyone is buckled up. Appropriate child seats are required to be used for any infant under 4 years old in the rear of the car. Those between 4 and 14 years must ride on a booster seat in the back.
Driving
One thing you won’t have to get used to when driving in India is being on the ‘other’ side of the road – they drive on the left, the same as in the UK.
Stay well over to the left and only venture to the right when overtaking and then move back again as soon as it is safe to do so. There are roundabouts in India (including the Swaraj Round in Thrissur, the second largest roundabout in the world) where you must give way to cars coming from your right. Signal clearly when you want to exit a roundabout.
You are not legally required to have daylight running lights on, but your rental car will probably have this feature anyway.
Rules for towing vary greatly but generally you can’t tow a trailer with a private car. The towing vehicle has to be classed as ‘commercial’. If you are able to tow, make sure you can see clearly behind you using your side mirrors.
Traffic signs
Traffic lights are similar to those in the UK in that they feature red, amber and green lights. You may not turn right on a red light such as you might in the USA. However, if you see a lit arrow, you can proceed in that direction but do so with caution.
A flashing yellow light means proceed ahead with caution, and you will find lights at an abundance of level crossings, which warn of approaching trains.
Most road signs are written in English along with the Indian language of that locality. Distances to destinations are shown in kilometres rather than miles.
Mandatory road signs are generally white circles with a red border. Many will be familiar to UK drivers but there are several unique to the nation including ‘Tongas prohibited’, ‘Bullock carts prohibited’ and ‘No vehicles in both directions’.
Blue circular mandatory signs include ‘Compulsory right turn’, ‘Compulsory cycle track’ and ‘Compulsory sound horn’.
Warning signs are white triangles with a red border and include a picture of a city (‘Built up area’) and four black circles (‘Blind persons likely on road ahead’).
Most information signs are green squares or oblongs while place names are blue. Similarly, signs for hotels, toilets and petrol stations are in blue, with a white insert. Parking instructions are yellow.
‘Give way’ is in a triangle and written in English while the almost universal ‘Stop’ is a red octagon with the word Stop in English, although this might be accompanied by a similar sign in an Indian language.
There are hundreds of toll roads across India, including the important Delhi-Faridabad Skyway, Delhi-Gurgaon Expressway and the Trichy Tollway. Most are fixed rate passageways governed by their length. However, the width of the route and whether they pass over bridges or through tunnels can have a bearing on the toll.
Fees are collected via toll gates which detect a FASTag – a reloadable device which lets drivers pass through toll gates without having to stop and find cash. The Government is trying to make this system compulsory. If it’s a busy day and you have to queue more than 100 metres from the toll plaza, you will not be charged the fee.
Fuel availability
Petrol and diesel are widely available across India. Diesel is especially abundant as many cars use this fuel. Fuel stations are usually manned by attendants who will do the filling up for you. They will often expect you to engage in conversation if you can. English is widely spoken across the country.
Parking
Town and city parking in India is difficult as many cities are packed with cars. Historically it has been very cheap or free to park on the street and drivers often leave their vehicles in bus stops, in parks, outside shops and across pavements.
Most towns have more cars than spaces to park, so authorities are trying to introduce more off-street parking areas to alleviate the problem. It is now illegal to park on main roads in urban areas, but side street parking is still free.
Prices vary greatly across the country, according to each province but to park for a day in Mumbai will cost 50 Rupees (46 pence). Don’t park near a junction, a humpback bridge, a bend or the top of a hill. Don’t block a traffic sign, entrance to a building or a fire hydrant.
Any of these offences can result in a fine for the driver or even a towing away of the car.
Emergency number
If your car breaks down or you have some other emergency, dial the appropriate services using the emergency number 112.
The new car market endured a poor month in October 2024, with stalling fleet registrations joining the usual decline of private sales.
According to data published this week by the Society of Motor Manufacturers and Traders (SMMT), the overall new car market was down 6% compared to the same month last year. Private new car sales were down by 12%, which we’ve come to expect this year, but we also saw a 2% dip in fleet registrations which was in contrast to the trend for the year (up 14% year-to-date).
In fact, every metric that the SMMT uses showed a decline apart from EV registrations, which were up 25% compared to the same month last year as the government’s zero-emission vehicle mandate takes effect.
Source: SMMT
Another miserable month for private new car sales
In what has become a familiar tune for 2024, private new car sales continue to spiral downwards. In October, the numbers were down 12% compared to the same month last year, while year-to-date it’s a 10% slide.
The reasons are likely to be more of the same, with prices remaining high and buyer confidence remaining low. With only two months to go, it looks like 2024 will be the worst year for private new car sales in a quarter of a century.
On top of that, fleet sales dropped substantially compared to what we’ve seen for most of this year. It’s likely that a chunk of this fall may well have been due to companies holding off on new acquisitions ahead of the new government’s first Budget.
EV sales surge as ZEV mandate takes effect
Against an overall market fall of 6%, a growth of 24% for electric car sales was a major achievement. But, as always, there are multiple reasons that underpin the headline result.
The government’s ZEV (zero emission vehicle) mandate stipulates that most car manufacturers must sell at least 22% EVs this year. For many manufacturers, this is a task beyond their natural means because they don’t have enough suitable EVs in their line-ups to achieve this target. So, they’ve had to start limiting the sale of petrol, diesel and hybrid models to bring their sales numbers into balance.
In addition, there has been a significant amount of discounting on EV models as companies look to hit their ZEV mandate targets. Finally, the number of customers who are prepared to make the switch from fossil-fuel power to electric power is steadily increasing (if not as quickly as manufacturers would like).
The growth in EV sales is even more impressive because the UK’s largest EV brand, Tesla, had a very slow month – down 64% on the same month last year. It’s an indication of how broad the UK electric car market has become that the industry leader can have a terrible month and yet still achieve significant growth.
Source: SMMT
Good month, bad month
Although the overall market painted a gloomy picture, the fortunes of several car brands varied enormously. Interestingly, we had more brands than usual whose results were more stable than usual.
In terms of volume, the biggest improver was Mercedes-Benz, with about 2,200 more registrations (+37%) in October 2024 than the year before. Going in the other direction, the brand with the biggest loss was Vauxhall, with registrations down by almost 4,300 units (-47%) on the year before.
Volkswagen was comfortably the best-selling brand in October, cementing its position as the UK’s top brand, ahead of BMW, Audi, Ford and Kia.
Kia Sportage closes in on the prize
Another month as the UK’s best-selling new car has pulled the Kia Sportage to just 350 units behind the year-long sales leader, the Ford Puma.
The Sportage outsold the Puma by more than 1,000 units in October, ahead of the new Mini Cooper in third place. The rest of the top ten saw a host of unfamiliar names, with cars like the Volvo XC40, Toyota Yaris and Peugeot 208 all popping up with strong performances.
The Nissan Qashqai, currently the third-best-selling car in 2024, was only eighth in October. Its smaller sibling, the Nissan Juke, is fourth in year-to-date sales but didn’t feature in the top ten in October.
We’ll have our usual analysis of the top ten shortly.
The Alfa Romeo Junior Elettrica is a small electric SUV that arrived in the UK in 2024 as Alfa Romeo’s entry-level EV. It shares its platform and electric drivetrain with several Stellantis models, including the Peugeot e-2008 and Jeep Avenger, but is positioned as a more style-led and driver-focused alternative.
Available in standard and more powerful Veloce forms, the Alfa Romeo Junior Elettrica offers brisk performance and sharper handling than many small electric SUVs. UK media reviews generally praise its steering response and overall driving feel, particularly in Veloce specification. However, the standard version is less engaging, and pricing is higher than several direct rivals offering greater electric range.
Interior quality and technology are widely considered competitive for the class, although rear space and boot capacity are typical rather than class-leading.
The Alfa Romeo Junior Elettrica scores very highly for zero tailpipe emissions in the Expert Rating Index, and projected running costs are low. Warranty cover is competitive. Media review scores, however, have been more moderate than the brand’s sporting image might suggest, and a Euro NCAP safety rating has not yet been published.
As of February 2026, the Alfa Romeo Junior Elettrica holds a New Car Expert Rating of A, with a score of 70%. It scores top marks for zero tailpipe emissions and benefits from low running cost projections and solid warranty cover, while average media review scores moderate the overall result.
Body style: Small SUV Engines:electric, battery-powered Price:From £33,895 on-road
Launched: Summer 2024 Last updated: N/A Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The Alfa Romeo Junior Elettrica is a stylish small electric SUV that’s easy to drive and well equipped, but it doesn’t feel as distinctive as you might expect from the badge.”
Model reviewed: Range overview (includes hybrid version) Score: 8 / 10 “The Alfa Romeo Junior is, far and away, our favourite of the Stellantis collection of small SUVs based on the CMP platform. It possesses that familiar Italian flair, while the sporty-looking cabin features decent technology and some interesting design touches, plus is practical, although only really in terms of luggage capacity.” Author: Alex Ingram, Ellis Hyde Read review
Score: 9 / 10 “The Alfa Romeo Junior Elettrica Veloce is the best mainstream Alfa in a generation. It hits the bullseye on numerous levels. Not just because it’s great to drive, but also because it’s well packaged, contains lots of usable technology, and is seriously high on quality, inside and out. In fact, it shows just how good a small electric car can be if the details are done right. Overall it’s an absolute belter.” Author: Steve Sutcliffe Read review
Auto Trader
Model reviewed: Range overview Score: 8 / 10 “There’s plenty to suggest that, however much you spend on your Alfa Romeo Junior, you’ll be getting one of the very best small electric crossover-SUVs on the market.” Author: Mark Nichol, Dan Trent Read review
Business Car
Model reviewed: Speciale Score: 8 / 10 “Alfa’s first EV looks to live up to its maker’s reputation amid platform-sharing constraints.” Author: Sean Keywood Read review
Car
Model reviewed: Veloce Score: 8 / 10 “The Junior Veloce is jolly good fun on UK roads and certainly has enough compliance to deal with their patchy surfacing. Despite being a little softer than the Abarth 600e, it’s still a tenacious little tearaway that combines what we love about hot hatches with an EV twist.” Author: Alan Taylor-Jones Read review
Model reviewed: 54 kWh Elettrica Score: 6 / 10 “The Alfa Romeo Junior is a stylish, compact EV that’ll almost certainly do well in the increasingly crowded B-segment. It’s arguably better-looking than its rivals and has a spec sheet that keeps it competitive. Still, it feels like a missed opportunity – at least with this powertrain and trim.” Author: Curtis Moldrich Read review
Model reviewed: Range overview Score: 8 / 10 “I’m not blind to it being closely related to the largely unremarkable Jeep Avenger, or that it’s still cramped in the back and has a short range. However, it is the electric car that’s got closest to the feel of a properly good old-school hot hatch for me, despite ever-present stability control.” Author: Alan Taylor-Jones Read review
Carbuyer
Score: 8.6 / 10 “The Alfa Romeo Junior is great to drive and exudes an air of quality, making it a brilliant first EV for the brand” Author: Charlie Harvey, Andy Goodwin Read review
Driving Electric
Model reviewed: Range overview Score: 9 / 10 “The first fully-electric Alfa is a special car, but it also offers plenty of sensible qualities.” Author: Shane Wilkinson Read review
Electrifying.com
Model reviewed: Range overview Score: 7 / 10 “The Alfa Romeo Junior Elettrica is good fun, especially in the fast Veloce trim, and with style pizzaz that few rivals can compete with – but it’s not cheap.” Author: Vicky Parrott Read review
Evo
Model reviewed: Range overview Score: 8 / 10 “The Junior is Alfa Romeo’s first ever pure-electric model, but don’t let that put you off. The Veloce is a practical offering with a real performance edge.” Author: Sam Jenkins Read review
Green Car Guide
Model reviewed: Speciale Score: 7 / 10 “The Alfa Romeo Junior Elettrica is a welcome addition to the choice of small electric SUVs for car buyers. It offers the Alfa badge and individual styling, and although the driving experience offers some fun, it’s closer to what you would expect from other brands in the Stellantis family such as Vauxhall rather than Alfa.” Author: Paul Clarke Read review
Heycar
Model reviewed: Range overview Score: 7 / 10 “Compact, electric SUVs are where growing numbers of car buyers are heading, with the Alfa Romeo Junior Elettrica aimed right at their hearts. With its distinctive looks, a good zero-emission range, entertaining agility and stacks of kit, it’s an engaging, good value package you shouldn’t ignore.” Author: Keith WR Jones Read review
Honest John
Score: 8 / 10 “Almost every new car this company launches is steeped in expectation but the early signs are that the Alfa Romeo Junior Elettrica is worthy of pinning hopes on it being a sales success. A compact, electric SUV is right on the industry’s smart money just now, so with its distinctive styling, good electrical range, appealing driving characteristics and fine value, it ticks many customers’ boxes.” Read review
Parkers
Model reviewed: Veloce Score: 8.4 / 10 “One of the funnest EVs out there.” Author: Alan Taylor-Jones Read review
Model reviewed: Range overview Score: 7.6 / 10 “Alfa Romeo’s first EV should reinvent the marque.” Author: Curtis Moldrich Read review
The Independent
“Such is Italy’s reputation for stylish motoring that we expect our Alfas to look nice, if nothing else. Mamma mia, what were they thinking?” Author: Sean O’Grady Read review
Score: 8 / 10 “The Alfa Romeo Junior is an exciting new electric SUV that looks great, is well priced and drives in the enthusiastic way you’d expect from this famous Italian brand.” Author: Richard Aucock Read review
The Sun
Model reviewed: Range overview “This might look like a little crossover, but it’s got the terrier-like character of a front-drive hot hatch. The steering is direct and accurate.” Author: Rob Gill Read review
The Sunday Times
Model reviewed: Range overview Score: 9 / 10 “While Teslas and Porsche EVs, for example, may have a great deal more straight line speed, the performance of the Alfa Junior Veloce is in a Goldilocks zone – not too much, not too little. It is, quite simply, fun.” Author: Will Dron Read review
The Telegraph
Score: 6 / 10 “This compact electric SUV isn’t in any way bad, but it fails to live up to its illustrious badge.” Author: Alex Robbins Read review
Model reviewed: Range overview Score: 8 / 10 “Good looks and superb handling combine to lift Alfa’s second electric car and third SUV above the norm.” Author: Andrew English Read review
Top Gear
Model reviewed: Range overview Score: 7 / 10 “The Alfa Junior is a lot of fun in Veloce form… just know the range means you’ll be having that fun briefly” Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
No safety rating
As of February 2026, the Alfa Romeo Junior Elettrica has not been tested by Euro NCAP.
Eco rating
Independent economy and emissions ratings from Green NCAP
No eco rating
As of February 2026, the Alfa Romeo Junior Elettrica has not been assessed by Green NCAP.
The Green NCAP programme measures exhaust pollution (which is zero for an electric car) and energy efficiency. Electric cars are much more energy-efficient than combustion cars, so the Junior is likely to score very highly in Green NCAP testing whenever it ever takes place. Check back again soon.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Battery range
Average
Score
Variation
Score
EV models
242 miles
B
Electrical efficiency
Average
Score
Variation
Score
EV models
4.7 m/KWh
A
Insurance group
Average
Score
Variation
Score
All models
32
C
The Alfa Romeo Junior Elettrica is a relatively affordable car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
The battery range of this EV – 215 to 255 miles, depending on the model you choose – is competitive for a model of this size, and its electrical efficiency (the EV equivalent of miles per gallon for a petrol or diesel car) is excellent. The car’s insurance bracket is a little higher than the market average.
As of July 2025, we don’t have five-year servicing costs for the Junior, but we’ll update this section as soon as we get the data.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of February 2026, we don’t have enough reliability data on the Alfa Romeo Junior Elettrica to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the Junior, we’ll publish the results here.
Warranty rating
New car warranty information for the Alfa Romeo Junior Elettrica
Overall rating
B
77%
New car warranty duration
5 years
New car warranty mileage
75,000 miles
Battery warranty duration
8 years
Battery warranty mileage
100,000 miles
Alfa Romeo’s new car warranty is better than average, and better than most premium-name brands in a similar price bracket as the Junior.
The duration for the overall warranty is five years, with a limit of 75,000 miles. In addition to the standard new car warranty, there is an eight-year/100,000-mile warranty for the battery components.
If you’re looking to buy a used car that is approaching the end of its warranty period, a used car warranty is usually a worthwhile investment. Check out The Car Expert’s guide to the best used car warranty providers, which will probably be cheaper than a warranty sold by a dealer.
Recalls
Official DVSA safety recalls that have been issued for the Alfa Romeo Junior
As of February 2026, we are not aware of any DVSA vehicle safety recalls affecting the Alfa Romeo Junior Elettrica. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local Alfa Romeo dealer.
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If you’re looking to lease a new Alfa Romeo Junior Elettrica, The Car Expert’s partners can help you find a competitive deal.
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Subscriptions are becoming a very popular way for consumers to try an electric car for a few weeks or months to help decide whether it’s a suitable alternative to a petrol car. If you’re interested in a car subscription, The Car Expert’s partners can help. (PS: What’s a car subscription?)
The Polestar 4 launches at the same time as its Polestar 3 sister, which we’ve also just driven, and has been making headlines for months before arriving in showrooms, and all for one reason – this is a car without a rear windscreen, the driver relying instead on digital cameras to see out of the back.
While controversial, the move has allowed Polestar rather more latitude in many areas of the car’s design, particularly in the construction and shape of the body which in turn affects the interior.
The result is the Swedish performance electric brand’s fastest offering yet, which also maintains Polestar’s established reputation for upmarket quality while doing things rather differently to the norm….
What is the Polestar 4?
According to its makers, the Polestar is the brand’s coupe SUV – this may surprise those who have already viewed the equally-new sister car the Polestar 3, which is so slippery and aerodynamic that to call that car an SUV verges on flouting the Trades Descriptions Act.
The Polestar 4 takes things even further, however, by the simple expedient of dispensing with the rear glass screen and instead mounting a digital camera on the roof to provide the driver with their essential view of what’s behind.
Polestar sales staff will emphasise that this offers distinct advantages – the rear view is never blocked by the heads of people in the rear seat, in poor lighting conditions the view remains clearer, and when you put the car in reverse the camera automatically pans down to show the back bumper.
The most significant differences, however, are less obvious. By taking away a large expanse of glass at the rear, the entire roof line of the car can be redesigned into a gentle, flowing curve that looks sleeker but paradoxically frees up more space within.
First impressions
On first viewing of this car, we guarantee that SUV will not be the first phrase that enters your mind. It looks seriously purposeful, a proper designed-from-the-start coupe, not one cobbled together from an existing saloon, let alone an SUV.
The Polestar 4 is very long, at 4.8 metres. But it’s not at all tall, measuring up at just under 1.5 metres. Together with the flowing roofline, the packaging of all the mechanical bits and particularly the electric powertrain enables a lower bonnet too, plus a longer cabin which is good news for interior space. This car has serious presence.
We like: Looks like a performance car We don’t like: Swapping mirror for camera won’t suit all
What do you get for your money?
The Polestar 4 is available in two variants – with a single motor driving the rear wheels and costing from £59,990, and with a pair of motors to produce all-wheel drive and costing from £66,990.
Polestar maintains the recent and agreeable trend of not offering a huge options list – remember the days when, if you bought an ‘executive car’, everything was a costly extra?
The long standard specification includes such niceties as a 15-inch infotainment screen with loads of Google apps built in, an eight-speaker audio system, two-zone climate control, loads of electric adjustment on the driver’s and passenger’s seats (that’s all the passenger seats…), wireless phone charging, separate USB connections for those in the back and a panoramic glass sunroof.
Said sunroof is rather essential as the lack of one would make an interior with no rear screen rather dark and forbidding. It also stretches way back beyond the heads of rear-seat occupants and can be specified (at extra cost) with an electrochromatic function allowing it to be made opaque if the sun’s just a little too intrusive.
One other natty function on the standard equipment list is the ‘Animal mode’. This allows one to leave the dog in the car with windows and doors locked and the climate system keeping them cool for up to eight hours – a reassuring message on the infotainment screen dissuades passers-by from smashing the windows to rescue one’s pooch.
Polestar emerged from Volvo so one would expect a top-notch safety specification. At time of writing, neither of the Polestars 3 or 4 have been tested by Euro NCAP, so we’ll have to wait and see exactly how well they perform. But the Polestar 4 comes with a long list of driver assistance systems topping the extensive standard specification. Some 12 cameras are dotted about the car monitoring for issues and controlling the safety systems.
What options there are come in packs. Most popular are likely to be the Pilot, Plus (included on dual-motor variants) and Performance packs.
The Pilot pack, costing £1,300, adds extra driver’s assistance including a cleverer version of the adaptive cruise control and a 360-degree camera, the Plus pack upgrades the audio to a Harman Kardon system with eight speakers including two in the front headrests, as well as splitting the climate control into three zones, upgrading the upholstery and adding a powered tailgate. The Performance pack we’ll talk about shortly.
One other useful point is the way that all of the technology is routinely updated over-the-air – Polestar sends out several updates a year ensuring that a customer’s car is always to the latest specification without needing a trip to the nearest dealer for a software upgrade.
We like: Extensive spec especially with safety We don’t like: Option packs can soon inflate price
What’s it like inside?
‘Coupe on the outside, SUV-like space on the inside’ says Polestar’s promotional blurb and while this might sound like typical marketing speak, it’s surprisingly true, particularly in the rear. The long cabin means lots of legroom and while the curving roof line, exacerbated by that sunroof, might suggest headroom will be tight, somehow it’s not.
Once used to the space (which includes a 526-litre boot expanding to 1,536 litres), one can admire the fit and finish. Polestar does minimalist luxury very well – our test cars were fitted with an optional and rather neat 3D knit textile on the panels, but all of the standard surfaces look upmarket too. Combined with such features as electric rear-seat adjustments and media screens in the rear of the front seats, being transported in the Polestar 4 can be a highly pleasurable experience.
The driver gets their own fully digital instrument panel and there is a separate 15-inch central touchscreen. Unlike other Polestar and Vodels, this is arranged in a landscape layout rather than a portrait layout. It works in the same way as the Polestar 3, so personal preference for the screen layout is the only real difference.
What there are precious few of, are buttons. Just about everything is controlled on the screen – this is neatly laid out with groups of icons that change colour when one activates them and with a choice of eight ambient lighting options named after planets of the solar system.
This screen is impressive, but can also be frustrating as with so many functions it’s highly complex and initially daunting. Even to move the car’s air vents one has to consult the screen which is not only silly but more distracting than a moment’s flick with a finger – form over function.
As with all of Polestar and Volvo’s latest models, the screen is driven by Google’s Android Automotive operating system. This is a different system to the similarly named Android Auto, which is a phone mirroring system that many drivers will be familiar with. Essentially, Android Automotive puts Google in charge of the entire dashboard. Mostly this works well, as described above, but with frustrating moments. However, it’s less convenient for Apple iPhone users, as Apple’s CarPlay system is not integrated as smoothly.
We like: Space and quality We don’t like: Too many complex functions on touchscreen
Under the bonnet
As mentioned the Polestar 4 is available with one or two motors and our test car had a pair. The single motor boasts a 0-62mph time of about seven seconds, while the dual motor slashes this to a frankly remarkable sub-four-second sprint. The battery pack is mounted under the floor, which both helps with the interior space and the handling due to a low centre of gravity.
The car has an official battery range of up to 385 miles with the single motor or 367 miles in dual-motor form, which is directly comparable to the kind of range one would get from a tank of petrol in a typical premium coupe SUV.
All Polestar 4s can make use of 200kW rapid chargers if you can find one, and when plugged into these a 10 to 80% recharge takes half an hour. A heat pump is also on the standard specification list, helping to keep the range up in colder temperatures.
How does it drive?
Electric cars start with a distinct advantage in terms of refinement on the road and the Polestar is right up there. It glides away and gets up to speed with no fuss whatsoever. One could cruise around in it all day in absolute comfort without ever giving a clue as to how swift this car is.
Encounter a slow-moving vehicle ahead, however, and the twin-motor Polestar comes into its own. Overtaking is so quick that it becomes a perfectly safe manoeuvre on stretches of straight road too short to even consider making such a move when driving a combustion-engined vehicle.
Active suspension is standard on all Polestar 4s and proves pretty effective at smoothing out the many inconsistencies of the UK road system. The steering is pretty direct too, though our test car was fitted with the Performance Pack, a £4,000 option that draws heavily on the brand’s competition history – before it was a car maker, Polestar was a highly successful racing team.
The spec includes an upgraded chassis, tuned active dampers, bigger brakes and 22-inch alloy wheels (the standard wheels are 20-inch).
There are two irritations when driving the Polestar 4. Firstly, for all the hyping of the rear-camera setup, it won’t suit everyone. The image on the screen does not appear natural at first viewing, and the fact that the view remains the same even when lighting conditions change adds to the initially uncomfortable sensation. Judging the distance of traffic behind is also odd at first, though familiarity does breed more confidence.
The other irritation is the brake regeneration. Anyone who drives EVs on a regular basis knows all about brake regen and how one-pedal driving can help return useful energy to the battery. The Polestar 4 has three levels of regen – but you can only change them on the touchscreen which makes changing mode on the move virtually a no-no. What’s wrong with a pair of steering wheel paddles?
We like: Serious potency combined with seamless refinement We don’t like: Lack of brake regeneration paddles
Verdict
In twin-motor form, the Polestar 4 is highly impressive in most areas. It has all the potency of a performance car but with the luxury of a top-notch executive saloon, in a level of space that it shouldn’t have judging by its exterior profile.
It will be a shame if the lack of a rear screen puts potential buyers off trying out this new upmarket contender, because minor irritations apart, it offers a lot.
Model tested: Polestar 4 Long Range Dual Motor Price as tested: £75,040 (OTR £66,990) Electric motors: Two permanent magnet synchronous motors Gearbox: Single-speed automatic, all-wheel-drive
Power: 544 hp Torque: 686 Nm Top speed: 1324 mph 0-62 mph: 3.7 seconds
CO2 emissions: 0 g/km Euro NCAP safety rating: Not tested yet (Oct 2024) TCE Expert Rating: Not yet rated (Oct 2024)
More information
More news, reviews and information about the Polestar 4 at The Car Expert
The simultaneous arrival of the Polestar 3 and its sister the Polestar 4 marks a significant ramp-up for the Swedish performance-focused electric brand that has been spun off from Volvo.
Polestar has until now relied on its first mainstream model, the 2, which has so far found 30,000-plus UK buyers – the 3 and 4 widen the brand’s presence and in little over a year will be joined by another new car, called the (you guessed it) Polestar 5.
Even ahead of launch, the Polestar 4 has so far generated all the headlines due to its lack of a rear window, but the 3 earns equal importance as it is the brand’s first SUV. Mind you on first viewing that description might seem odd, as it looks nothing like the average SUV.
What is this car?
The Polestar 3 is the car which its creators believe will make the relatively new Swedish brand rather more familiar to many more potential buyers. This is the first Polestar SUV and, at almost five metres long with a three-metre wheelbase, it’s a pretty big SUV. So those early adopters who have bought Polestar 2 are less likely to go for this car which is very much in a different market.
If you currently run a big and upmarket petrol or diesel SUV and are looking to make the electric jump, Polestar thinks you are going to want to look at this. While with its rather shapely body and low stance you might question the designation, Polestar wants you to consider it that way. We are told it has plenty of space to carry five adults in comfort – filling the ‘sporty’ coupe SUV role is the equally new Polestar 4.
How does it look?
As mentioned this is an SUV with some of the slipperiest looks around. Based on the Precept concept that Polestar first unveiled in 2020 and which will shape several forthcoming models, the 3 is built on the same underpinnings as sister brand Volvo’s EX90.
The Polestar has a completely different visual presence to the Volvo however, with its low roofline, an equally low bonnet and a shallow rake to the front screen, the roof curving down to end in a close-to-vertical but letterbox-like rear screen.
It looks purposeful and the exterior visuals also indicate the potency that the dual-motor setup of our test car provides. And it’s clearly a Polestar, with pencil-slim Volvo-style ‘Thor’s hammer’ daytime running lights on a front end that is already recognisable as the brand’s signature.
We like: By no means a typical boxy SUV. We don’t like: Rear end does look a little ‘chopped off’.
What are the specs like?
We’re long past the days when everything was on the options list in the premium car maerket. The basic Polestar 3 specification includes lots of equipment, including heated seats in front and rear, wireless charging, three-zone climate control, a head-up display and a panoramic glass sunroof.
There are extra options packs available – our test cars included the Plus and Pilot packs. Major gain of the first is an upmarket Bowers & Wilkins audio unit with some 25 speakers including in the headrests and Dolby Atmos sound for an almost cinema-like experience. The Pilot pack adds extra driving aids extending to semi-autonomous progress – automatic lane changing, parking and speed and steering adjustments to keep the car where one wants it on the road.
Having said that, the standard safety specification is impressive, extending to some 22 ADAS driver-assistance systems activated by a total of five radar modules, five external cameras and 12 ultrasonic sensors.
At time of writing, the Polestar 3 is yet to be crash-tested by Euro NCAP. Its makers say that they’re confident of a five-star rating – as you would expect of anything associated with Volvo – but we’ll let the world’s top safety organisation be the judge of that…
Polestar adds that the safety systems are among all of the electronics that are updated over-the-air without any need to take the car to a dealer, ensuring that the cars are always taking immediate advantage of any technology gains.
We like: Extensive specification and auto updates We don’t like: Central screen can be daunting in complexity
What’s it like inside?
Polestar insists that its core values are avant garde design, a commitment to technology and sustainability, and the first two in particular are obvious as soon as one slips behind the wheel.
The interior is one of clean lines, minimalism and high quality surfaces. There are very few actual buttons, everything dominated by a large 14.3-inch vertical-format touchscreen of a type again familiar to anyone who drives a current Volvo.
In what Polestar describes as its most technological car yet, virtually everything is controlled by this screen with the electronics shaped by a tie-up with Google – initially it can be highly daunting but familiarity with its various widgets does breed confidence.
While that’s lovely for Android phone users that also run on Google, Polestar and Volvo have been (deliberately?) slow in bringing Apple CarPlay to their latest models. By the time the Polestar 3 reaches UK showrooms, all cars should have it – but it’s been a long road to get there and Polestar 2 customers with iPhones regularly vented their frustrations about being treated like second-class citizens until CarPlay was finally made available a few months ago. Hopefully, this will now be properly sorted, but it does give cause for concern that ongoing over-the-air-updates to the car’s Google operating system could again freeze out iPhone owners with regard to latest features.
Cabin space is well handled – that low roofline does not translate to a lack of headroom inside, even for rear-seat passengers. Further back, the boot is plenty big enough at 594 litres, extending to 1,411 litres with the rear seats folded.
The view out front and to the sides is perfectly fine, though that tiny rear screen is rather restrictive – perhaps an argument for expanding the rear camera technology of the rear-windowless Polestar 4?
We like: Quality fit and finish We don’t like: Restrictive view through rear screen
Under the bonnet
Actually lift the bonnet and you’ll find a useful extra storage compartment of around 32 litres, useful to hide a laptop or similar in. The propulsion hardware is all down in the chassis.
The Polestar 3 has launched in a dual-motor all-wheel-drive format, adding up to 360kw, equivalent to 490hp and 810Nm of torque, which can be boosted to 517hp and 910Nm with the optional (and £6,000 extra) Performance Pack. Without said pack the car will pass 62mph in 4.8 seconds, with pack in 4.5.
A third and cheaper variant will follow, Polestar intending to offer the car in single-motor format and at a price reduced by again £6,000 over the £75,900 of the standard dual-motor model.
All three are specified as standard with ‘long-range’ battery packs, offering an official driving range of 390 miles that’s comparable to petrol-propelled cars of similar potency. All also come with a recharging capability of up to 290kW, which if one can find a suitable charger means replenishment from 10 to 80% in half an hour. A heat pump is also standard, aiding the range particularly in colder temperatures.
How does it drive?
The cars available on the launch event might have had two motors but they did without the Performance Pack. Even so this car can feel from the start like a potent SUV – but only when such potency is desired.
In normal use, the Polestar 3 exhibits all the qualities one expects of an upmarket EV – smooth, refined and virtually silent progress. The ride is slightly firm but it’s easy to imagine dispatching many a motorway mile in comfort at the wheel of this car, particularly with its impressive range.
When one needs performance… Not only is significant power available, but the Polestar 3 has a low-down stance, perfect 50:50 weight distribution and air suspension on every car. As a result it handles very well and can be great fun to drive, especially when getting around slower-moving traffic which is a task achieved far quicker than it takes to write.
With the rise of the EV has come one-pedal driving, using the motor rather than the brakes to slow the car and recovering energy to the battery as a useful by-product. The Polestar 3 makes the most of this with a specific button to activate the one-pedal format with then three selectable levels of regeneration available. The problem is one has to use the central touchscreen to change them – steering wheel paddles would be much better to enable easy changes while in motion, reacting to road and traffic conditions.
We like: Lots of power but lots of refinement We don’t like: Touchscreen control of one-pedal driving
Verdict
The Polestar 3 is definitely a major step forward for the Swedish brand (well, Swedish with its cars built in China or the USA). This is a full-size SUV, even if it doesn’t look like one – compromises one might expect particularly from the low roof line are simply not evident once in it, and the surroundings are very upmarket.
The car is potent as befits a performance-pitched brand, but also very well-behaved and one would imagine easy to live with. The irritations are few, even the central touchscreen – on first view it might appear that one will need a PHD to work it, but the functions soon become familiar.
At prices that start from just under £70k this is definitely a premium SUV, but one that can truly provide an alternative to the German heavyweight brands.
Model tested: Polestar 3 Long Range Dual Motor Launch Edition Price as tested: £82,500 Electric motors: 2 x 360kW Gearbox: Single-speed automatic, all-wheel-drive
Power: 490 hp (517 hp with performance pack) Torque: 840 Nm (910 Nm with performance pack) Top speed: 130 mph 0-62 mph: 4.8 seconds (4.5 seconds with performance pack)
Range: 390 miles (348 miles with performance pack)
CO2 emissions: 0 g/km Euro NCAP safety rating: Not tested yet (Oct 2024) TCE Expert Rating:B (69%, as of October 2024)
More information
More news, reviews and information about the Polestar 3 at The Car Expert
Ferrari has unveiled its latest supercar – the limited edition F80 – which is powered by a V6 petrol-electric hybrid engine and is described by its manufacturer as the “new benchmark for innovation and engineering excellence.”
Instead of opting for the Italian marquee’s ‘most iconic’ V12 engine, Ferrari has decided to power its new flagship model with a smaller 3.0-litre petrol V6 engine which, when boosted by its 800V hybrid system (five additional electric motors), can provide up to 1,200hp of power – nearly 400hp more than the plug-in hybrid Ferrari 296 but 58hp less than the new V8-powered McLaren W1 supercar.
This makes the F80 the most powerful road-legal car Ferrari has ever produced, capable of completing a 0-62mph sprint in a reported 2.15 seconds – that’s around half a second faster to 62mph than the V12-powered LaFerrari hypercar that was retired in 2018.
The car’s styling is rather similar to that of the recently unveiled V12-powered Ferrari 12Cylindri sports car, with rectangular headlights, a black roof and a black band running across the car’s nose.
Both will make for very unlikely encounters on UK roads, but while the £337k 12Cylindri is a series production car, the F80 is much more exclusive. Only 799 examples of the F80 will be made, each costing a reported £2.6 million.
The UK Court of Appeal has made a significant ruling in favour of car finance customers – and against lenders and dealers – in a case that could have major ramifications for both the current investigation into the car finance sector and lending in general.
You may have heard that the Financial Conduct Authority (FCA) is currently investigating a specific kind of commission agreement found in many car finance contracts. The FCA was originally due to reach a decision on this in September, but has extended the process until May 2025 as it continues to explore the issue.
The current saga revolves around what are called discretionary commission agreements (DCAs), which were banned in UK car finance agreements back in 2021. This is where a broker (which was almost always a car dealer) would be able to push up the interest rate on a car finance contract they were selling in return for increased commission from the lender.
In January this year, the FCA announced it was investigating whether or not the car finance sector had seen widespread, systematic abuse of these DCAs prior to them being banned. This was in response to complaints to both the FCA and the Financial Ombudsman Service, as well as court cases between customers and lenders – egged on by lawyers. Three of these cases were merged into one appeal to the UK Court of Appeal, whose judgement was handed down today.
The Court ruling announced today came down clearly on the side of the consumers, ruling that the lenders and/or brokers had not acted correctly in how these commissions were disclosed to their customers, or whether they were even disclosed at all.
Given that the FCA had already strongly hinted that it anticipates a significant compensation scheme for customers who have had DCAs in their car finance agreements, this judgment makes it even more likely that car finance lenders could be hit with billions of pounds in compensation claims for poor lending practices. But the Court’s ruling has even broader implications than that, which could open the floodgates for many more claims.
Why were discretionary credit agreements bad news?
Most car finance is sold via car dealerships at point of sale. The dealer acts as a broker, sourcing finance for the customer from a lender (or from a panel of lenders, depending on what arrangements they have in place). As an agent for the lender, the dealer earns a commission for the finance policies they sell.
The short version of how the process works is as follows:
The dealer submits the customer’s finance application to the lender
The lender approves the finance application at a particular interest rate (for example, 7%) and with any other specific requirements about deposit, contract duration and fees/charges
The dealer presents a contract with all of this information to the customer to sign
The finance company pays the dealer for the car, as well as a commission for selling the finance
However, with a DCA there was an extra, hidden, step between steps 2 and 3 above. The lender may have advised the dealer that it had approved the application at 7%, but the dealer could choose to increase the interest rate to, say, 10% or even higher without telling the customer.
So the customer would assume that the finance company had approved the application at 10% without knowing that it had actually been approved at 7%. They had no indication that the dealer had any control over the interest rate (since the dealer is not actually lending the money), so they had no knowledge that it was negotiable.
In some finance software systems, the controls for dealers to jack up the rate were hidden away from the other tools that customers might see while the dealer was completing their applications, further highlighting the fact that this was a pretty shady practice.
With a DCA, the dealer would get a higher level of commission for increasing the customer’s interest rate, as well as separately getting commission for selling the finance in the first place.
A few years ago, the FCA decided that this was not acceptable and so it announced that DCAs would be banned from 2021. Most car finance firms stopped including this provision well ahead of this date, so we are talking about finance agreements from no less than three years ago, but potentially as far back as 2007.
Why were dealers allowed to manipulate the interest rate?
Car finance industry people will tell you that dealers had flexibility to adjust the rate either up or down, so it wasn’t simply a tool for jacking up customer payments. It was simply one of many tools a dealership had to help “structure a deal to meet the customer’s needs”.
For example, if they needed to get the monthly payments down a bit lower to meet a customer’s maximum budget, they could either reduce the price of the car or reduce the interest rate on the finance.
However, the concern was that this hidden ability to manipulate the interest rate wasn’t ever being used to move rates downwards, only upwards. The fact that the dealership would receive more commission for moving the rate upwards meant that the system was inherently open to abuse. This was why DCAs were banned, but it’s not the primary issue in the court case. That was about the lack of disclosure regarding the commissions that the dealers received.
What did the Court of Appeal say?
Interestingly, the Court judgment did not appear to be specifically limited to discretionary credit agreements (although it’s a long read and I’m not a legal expert), so the ramifications could go well beyond the FCA’s current investigation into the car finance sector.
Instead, the judgment referred to non-disclosure of commission payments, which could potentially apply to any type of finance agreement where commissions are paid by the lender to a broker.
Finance agreements are heavily regulated, and it’s a condition of all agreements that consumers need to be presented with all the material facts about a contract that might affect their decision whether or not to go ahead and sign that contract. This includes things like the scheduled loan payments, admin fees payable by the customer, any penalty charges, and commissions payable from the lender to the broker for introducing the customer to the lender.
The Court ruling explained that a dealer is acting as a broker on behalf of the customer, as well as acting as an agent on behalf of the lender, and that therefore they have a duty to act in the customer’s best interests in securing the best terms possible for the loan. That includes disclosing that the dealer would be receiving commission from the lender, as well as how much commission that would be.
The Court ruled that the brokers could not lawfully receive commissions from lenders without receiving “fully informed consent” from the customers. If the customers were not told about the commission payments, they could not give fully informed consent.
What has the industry response been?
The wider ramifications of this ruling have been noted by the finance industry, and we can expect much more to be said in coming days as the details of the judgment are fully digested.
The Finance and Lending Association (FLA), which is the trade body for most of the UK’s car finance lenders, has provided an initial statement that confirms this interpretation, Stephen Haddrill, FLA director general, said: “This is a significant and unexpected judgment, the implications of which stretch far beyond the motor finance sector, making it an issue that demands the immediate attention of the Financial Conduct Authority.”
The FCA has so far simply said: “We note the Court of Appeal judgment on motor finance commission and are carefully considering its decision.”
Shares in Close Brothers Motor Finance, one of the defendants in this case, fell by 15% after today’s judgment was handed down. The company has temporarily stopped offering new finance lending in the car sector while it assesses the implications to its business. It has also indicated that it intends to appeal the decision to the Supreme Court.
How is this likely to affect the car finance sector?
There’s no good news for lenders, who collectively seem certain to end up paying billions of pounds in compensation to customers. While that may sound like good news for consumers, it’s probably more of a small short-term win that will probably drive the cost of borrowing up much further in the long term.
The hypothetical compensation amounts being thrown around in public tend to be anywhere from a few hundred pounds to maybe £1,000 per claim, based on the value of the added interest. So while that might mean millions of customers getting a nice cheque for being overcharged on their last car, it will almost certainly mean that the cost of borrowing is going to go up on their next car, which could easily outweigh any compensation ‘win’.
What will absolutely start to happen almost immediately is that lenders will update their customer documentation on all new agreements to more clearly explain that the dealer is receiving a commission payment for arranging the finance, and how much that payment is – rather than only making that information available on request or allowing dealers to be coy about it in any way.
Any improvements to clarity and transparency are obviously good things for consumers, but they will only really benefit diligent customers who take the time to compare different finance quotes to understand what they’re paying (which should be every customer but it inevitably won’t be most of them).
The FCA will incorporate this week’s Court of Appeal’s decision into its thinking regarding discretionary credit agreement, but it will also need to review its position on commission disclosures more generally as the court ruling sets the bar higher than the FCA’s own guidelines in many ways. Again, this is a good outcome for consumers.
We still won’t know what the FCA will do to address DCAs for another six months, but this decision is another step closer to a widespread compensation scheme for affected car finance customers.
Jeep has added a 4×4 version of its compact Avenger crossover to its UK range, which is available in a new ‘North Face Edition’ guise.
This all-wheel drive version is a petrol mild-hybrid that is powered by a 1.2-litre turbocharged petrol engine with 48V of mild-hybrid assistance paired with two electric motors – one on the front axle and one in the rear. Power runs through a six-speed automatic gearbox.
Jeep says this is a ‘smart’ all-wheel drive system. Power is always sent to all four wheels below 19mph. Between 19mph and 56mph, the electric motor on the rear axle is only powered when required, and two-wheel-drive is always used at higher speeds to minimise fuel consumption.
It accelerates from 0 to 62mph in a reported 9.5 seconds and top speed is capped at 120mph. Beyond the all-wheel drive configuration, Jeep has increased the ground clearance a centimetre, adding that the car can wade through waters up to 40 centimetres deep. Other than the mud and snow tyres offered as standard, the 4×4 is also available with ‘All Terrain’ tyres, which offer “enhanced” grip on more challenging surfaces.
Inside, the 4xe’s seats are trimmed in materials that are easier to wash and more durable materials to extend the cabin life.
The 4×4 is now available to order in the UK with two different trim levels on offer- the entry-level ‘Upland’ and the new ‘North Face Edition’ (shown above). The latter is described as “the pinnacle of the Jeep Avenger range”, and Jeep is only making 4,806 examples – that number being the height in metres of the mountain Mont Blanc.
Pricing for the Avenger 4xe now starts at £31k, rising to £35k for the ‘North Face Edition’.
The ‘Skoda joke’ was a staple of many a 1980s comedian (eg – “What do you call a Skoda with a sunroof? A skip!”), making fun of a Czech manufacturer with a bottom-of-the-barrel reputation for its very budget cars.
Today, the laughing stock has become anything but a joke, as Skoda enjoys global annual sales of well over a million and buyers praising both its product and its service. Today the brand is a consistently successful division of the giant Volkswagen Group, with a range of bang up-to-date cars with all the upmarket quality of their German parent but in a generally better value package.
Skoda has always traded on the value-for-money proposition of its model range, and under the parentage of the Volkswagen Group over the past three decades has added the quality – all but one of the brand’s current UK model range earns A or B scores in the Expert Rating Index produced by The Car Expert.
These factors have rapidly increased the popularity of the brand, which enjoyed record UK sales in 2023. It has been slow to adopt electric power, with just one current model, but this is set to change rapidly with six EVs expected to be in showrooms before the end of 2026.
Skoda existed as a company long before it started making cars. The Skoda Works was established by Czech engineer Emil von Skoda in 1859, in what was then part of the Austrian empire, and over much of the next century became a major arms manufacturer as well as diversifying into many other areas of engineering.
That diversification saw in 1924 the acquisition of a car maker called Laurin & Klement, which was formed in 1896 when young entrepreneurs Vaclav Klement and Vaclav Laurin opened a bicycle repair business. Soon they were making their own bicycles, quickly followed by motorcycles and by 1905, cars. These became popular and the company later diversified into trucks, until a fire at the factory led to the 1924 tie-up with the Skoda Works. By 1936, Skoda was the most popular car maker in Czechoslovakia.
During the second world war, the Skoda Works was used by the occupying German army to produce military products, and was bombed almost to destruction by Allied forces. It was soon rebuilt and the first new car produced immediately after the war ended in 1945. Three years later, the now Communist regime in Czechoslovakia separated the company’s automotive operations from the parent Skoda Works.
In the 1950s, Skoda cars remained popular but their Communist origins badly affected efforts to sell them in America. Over the next two decades, Skodas became steadily more dated against Western European cars.
The turning point came in 1990 when following the fall of communism, the Czech government decided to privatise Skoda and sought a major European partner. Eight manufacturers bid and Volkswagen was the winner.
The Volkswagen Group’s initial 30% stake was steadily increased until in 2000 it bought Skoda outright. The first new model was the Felicia, but this was soon followed by the Fabia small hatch and Octavia family car – these were basically Volkswagen products wearing Skoda badges, as all of the company’s products have been since, and both model names remain in the range today.
The initial UK marketing campaign for the Skoda Fabia Skoda made fun of its former image, under the tag line “It’s a Skoda, honest…” Sales rocketed to more than 30,000 by 2005 and Skoda has maintained a top reputation for its product and customer satisfaction ever since.
1994 Skoda Felicia2021 Skoda Fabia
Skoda has also stayed at the cutting edge of market trends. Its first SUV, the seven-seat Kodiaq, was launched in 2016. The company has been slower to go electric, however. Its first EV, the Enyaq SUV, went on sale in 2020 and the second, the Elroq small SUVs, is due to reach the UK next year.
Today, Skoda is a highly regarded mainstream brand with sales rising fast, the manufacturer delivering more than 70,000 vehicles to UK customers in 2023.
What models does Skoda have and what else is coming?
The current Skoda range perfectly encapsulates the company’s target market of families and fleet drivers.
The Fabia supermini traces its ancestry back to 1999 and is now in its fourth generation, the current version closely related to the Volkswagen Polo.
The larger Octavia family car is the fourth generation to wear the name. The current car underwent a facelift in 2024 and is available in five-door liftback or estate forms. It’s only offered in petrol or diesel variants.
The Octavia’s bigger sibling has the oldest model name of all. The first Skoda Superb was launched in 1934 – the model name was revived in 2001 on a car which Skoda pitched as an executive model against the likes of Audi and BMW, with some success. The current Superb, launched in early 2024, is available as a saloon or estate and with petrol, diesel and plug-in hybrid powertrains.
Another former model name, much derided in the ‘Skoda joke’ period, was revived in 2012, but the Skoda Rapid lasted just seven years before being replaced by the Scala. The mid-sized hatchback is Skoda’s equivalent to the Volkswagen Golf and SEAT Leon against which it is considered excellent value for money – updated in 2023, it is only offered with petrol engines.
Skoda’s first SUV, launched in 2017, was a large model called the Kodiaq. The second generation version appeared in 2024 and is on sale in both five and seven-seat variants. Engine options extend to petrol mild-hybrid, diesel and plug-in hybrid.
Skoda quickly followed up the Kodiaq with a smaller sister called the Karoq, which replaced the popular Yeti in the model range. Mildly updated in 2022, the Karoq comes in petrol and diesel form and is also known for its off-road ability.
In 2019 there appeared an even smaller crossover model dubbed the Kamiq, sharing most of its mechanical specification with the Volkswagen T-Cross. Again offered with petrol or diesel engines, it has proven popular as a value-for-money option with great practicality and comfort.
Skoda’s first model to be designed from the start as an electric vehicle is the Enyaq, a compact SUV launched in 2021. It’s available with two battery options and as a dual-motor all-wheel drive model, in both standard five-door form and as a coupe. Skoda also offers both body styles in a performance-pitched Enyaq iV vRS model, though many reviewers argue that it is not potent enough to wear the vRS badge.
On its way into Skoda showrooms is the second electric model, the Elroq. This compact SUV is also the first car from the Czech manufacturer to adopt an all-new styling design and will go on sale with three battery options. It will be followed by a clutch of further models with the same basic look, Skoda stating that it intends to be selling six EVs by the end of 2026.
Where can I try a Skoda car?
Buyers interested in trying a Skoda should not have to travel too far – the brand has around 150 dealers evenly spread around the UK, with a handy locator on the Skoda website.
For many years Skoda dealers included some of the smallest showrooms in town centre locations, but as its market share and model line-up has grown the brand has increasingly signed up with larger dealer groups on ‘motor alley’ locations.
What makes Skoda different to the rest?
A brand that once was about budget cars that people didn’t like admitting to owning has totally reinvented itself. Today, Skoda is all about quality vehicles offering a degree of luxury and all of the latest technology one could want. Quite often Skoda models are preferred to those of their parent company Volkswagen, the giant that made Skoda’s transformation possible.
A Skoda fact to impress your friends
Cars are not the only vehicles ever made by Skoda. By the time Skoda started manufacturing cars in 1924, it had been making tanks for many years, as well as hundreds of steam engines.
There were also aircraft with Skoda badges and later trolley buses, and even today Skoda still produces electric railway locomotives and tram cars.
1949 Skoda steam locomotive by James Waite
Summary
Skoda is a brand currently enjoying a reputation that is the envy of rivals. Its cars are very highly regarded, as much for the quality of their build as their value-for-money prices. With its range of electric vehicles set to mushroom within two years, Skoda’s future looks bright – and that’s no joke…
The MG HS is a budget mid-size SUV/crossover, which sits above the smaller ZS in the MG range. Available petrol-powered or as a plug-in hybrid, this second-generation model arrived in the UK in the middle of 2024.
UK reviewers agree that this latest iteration of the HS has many of the same traits as its fairly popular predecessor that sold in good numbers in the UK – value-for-money, plenty of interior space and good levels of standard equipment – but improves on the former HS in several areas.
Car’s Ted Welford argues that the next-generation HS is “better to drive, smarter inside and yet still outstanding value”, while Carbuyer’s Charlie Harvey adds that the “competitive 75-mile range for the plug-in hybrid” version is impressive when you consider the price.
As of March 2026, the MG HS holds a New Car Expert Rating of A with a score of 74%. It scores top marks for its five-star Euro NCAP safety rating and low CO2 emissions, while its running costs are also low. However, its media review scores to date have been poor.
Body style: Mid-size SUV/crossover Engines:petrol, plug-in hybrid Price:From £24,995 on-road
Launched: Summer 2024 Last updated: N/A Replacement due: TBA
Image gallery
Media reviews
Highlighted reviews and road tests from across the UK automotive media. Click any of the boxes to view.
Featured reviews
“The new MG HS is a huge step forward over the previous model. As a plug-in hybrid, it combines zero-emission electric city driving with plenty of long-distance range from the petrol engine.”
Model reviewed: Range overview Score: 7 / 10 “The MG HS might be an inexpensive mid-size SUV, but it’s not missing any kit or quality.” Author: Sam Naylor, Ellis Hyde Read review
Model reviewed: 1.5-litre petrol automatic Trophy Score: 7 / 10 “Like its predecessor, the new MG HS will trade primarily on value for money, but not exclusively. The aggressively priced mid-size SUV looks modern, the interior quality is impressive, cabin space is plentiful and there’s loads of tech onboard – some good, some not. That said, we’d strongly recommend waiting for the hybrid models to arrive, rather than settling for the basic pure-petrol version we drove.” Author: Ellis Hyde Read review
Auto Trader
Score: 9 / 10 “All-new MG HS builds on success of its predecessor with more space, improved interior quality and impressive plug-in hybrid option.” Author: Dan Trent Read review
Business Car
Model reviewed: Range overview Score: 8 / 10 “The benefits of the HS’s growth in size can best be felt from the rear seats, where the legroom is extremely impressive for the segment, and headroom.” Author: Sean Keywood Read review
Car
Model reviewed: Range overview Score: 8 / 10 “Better to drive, smarter inside and yet still outstanding value – plug-in hybrid especially. Given how many of the of the original HS were sold – and what a decidedly average product it was – things look very positive now MG finally has a family SUV that can be recommended.” Author: Ted Welford Read review
Carbuyer
Model reviewed: Range overview Score: 7.6 / 10 “The latest MG HS represents a huge improvement over its predecessor, offering extra practicality, a nicer interior and a very competitive 75-mile range for the plug-in hybrid, especially considering the price.” Author: Charlie Harvey Read review
Electrifying.com
Model reviewed: Plug-in hybrid range Score: 7 / 10 “The bestselling MG HS Plug-In Hybrid received an update in 2024 and is now a much more handsome beast, with a vastly improved cabin and upgraded tech. All that makes it a far more credible rival to the likes of the Nissan Qashqai and Kia Sportage.” Author: Nicola Hume Read review
Heycar
Model reviewed: Range overview Score: 7 / 10 “For the price of an MG HS, you could forgive it a long list of flaws. But that won’t be necessary as, even putting its tremendous value for money to one side, it’s still a very strong alternative to the Skoda Karoq and Peugeot 3008. Its boot isn’t the biggest, the petrol engine is coarse and rivals like the SEAT Ateca are better to drive, but there’s a lot going for the MG HS.” Author: Andrew Brady Read review
Parkers
Model reviewed: Range overview Score: 7.6 / 10 “The new MG HS is a significant improvement compared to the previous car, and well worth considering if you’re looking for a well-priced family car.” Author: Ted Welford Read review
Regit
Model reviewed: Range overview Score: 7 / 10 “The MG HS has proven popularity in the UK, and there’s every indication that the newcomer will only increase public approval, especially with the long warranty allaying reliability concerns. If buying outright, the petrol in SE trim arguably offers the best value. It retains a cheap price tag yet has excellent equipment levels that include all the necessities, even if it lacks the added luxuries offered in the Trophy.” Author: Tim Barnes-Clay Read review
Top Gear
Model reviewed: Range overview Score: 6 / 10 “A pleasing step on form the car it replaces, but you’re unlikely to be buying it for anything other than its remarkable pricing.”
Author: Stephen Dobie Read review
Safety rating
Independent crash test and safety ratings from Euro NCAP
Independent economy and emissions ratings from Green NCAP
No eco rating
As of March 2026, the MG HS has not been tested by Green NCAP.
Running cost rating
Monthly cost of ownership data provided exclusively for The Car Expert by Clear Vehicle Data
Fuel consumption
Average
Score
Petrol models
38 mpg
D
Plug-in hybrid models
565 mpg
A
CO₂ output
Average
Score
Variation
Score
Petrol models
171 g/km
D
Hybrid models
38 g/km
A
Plug-in hybrid models
12 g/km
A
Battery range
Average
Score
Variation
Score
Plug-in hybrid models
75 miles
C
Insurance group
Average
Score
Variation
Score
All models
22
B
Service and maintenance
Cost
Score
Year 1
£225
C
Year 2
£560
C
Year 3
£984
C
Year 4
£1,127
C
Year 5
£1,531
C
Overall
£4,427
C
The second-generation MG HS is a relatively affordable car to own and run, according to whole-life cost numbers provided exclusively to The Car Expert by our data partner, Clear Vehicle Data.
Let’s start with the bad news – the petrol-only versions of HS are thirstier than the average car, with a rather low average fuel consumption of 38mpg. The plug-in hybrid model’s fuel consumption figures look spectacular, but this is because the EU/UK government testing process is completely rubbish for plug-in hybrids…
The much better news is that the car’s insurance grouping is on the cheaper side, and the SUV’s predicted servicing and maintenance costs for the first five years of ownership are very good when compared to similarly sized rivals.
Reliability rating
Reliability data provided exclusively for The Car Expert by MotorEasy
No reliability rating
As of March 2026, we don’t have enough reliability data on the new MG HS to generate a reliability rating.
The Car Expert’s reliability information is provided exclusively to us using workshop and extended warranty data from our partner, MotorEasy, sourced from both official dealerships and independent workshops.
As soon as MotorEasy has sufficient data on the HS, we’ll publish the results here.
As of March 2026, we are not aware of any DVSA vehicle safety recalls affecting the second-generation MG HS. However, this information is updated very regularly so this may have changed.
You can check to see if your car has any outstanding recalls by visiting the DVLA website or contacting your local MG dealer.
Vauxhall has updated its Mokka SUV/crossover range with subtle exterior styling tweaks, more standard equipment and a new-look steering wheel.
This mid-life model refresh comes as Vauxhall tries to keep the Mokka and Mokka Electric competitive with the recently-updated best-selling Ford Puma. Vauxhall has made several changes, but nothing drastic. Alterations to the car’s exterior looks are subtle, and rather hard to spot.
Vauxhall’s black ‘Vizor’ front end looks remain, but with a slightly smaller grille on the lower front bumper and a new light signature for the LED headlights.
Inside, the Mokka has been given a larger ten-inch digital instrument cluster behind the steering wheel as part of an expanded standard equipment list that also includes a ten-inch infotainment touchscreen which was previously reserved for higher trim levels. The infotainment also comes with an AI-powered ChatGPT voice assistant.
The car’s steering wheel has also been changed with a flatter top and bottom. Some of the physical switches and buttons have been removed in favour of new controls on the infotainment screen, and the design of the central console has been tweaked too. Some physical switches remain, and the design of those, as well as the electronic parking brake, come from the larger Grandland.
Three trims will be available, starting with the entry-level ‘Design’ grade which used to be called ‘Griffin’. As before, the range will also include the more expensive ‘DS’ and ‘Ultimate’ grades, but with the previous optional packages now included with these trims.
Pricing and full trim specifications are yet to be confirmed in the UK. These details, as well as the facelift’s official arrival date, are sure to follow in the coming weeks. Check back soon!
BMW has announced that its new second-generation 2 Series Gran Coupé is now available to order in the UK, with a revised interior and exterior design.
The five-door saloon, built on the same foundations as the latest 1 Series hatchback, has been given an exterior design overhaul to make the car look “more sporting”.
BMW management chief Bernhard Blattel says that the manufacturer has entirely changed the car’s rear end looks (which now looks similar to the back of the BMW 3 Series), as “the rear of the previous generation was quite polarising”, adding that BMW has “realigned the roof to give it a better flow.”
The design changes in the front are a bit more subtle, with slightly narrower LED headlights and a revised kidney grille design that can be specced with a light-up LED surround (coming next March).
The new 2 Series Gran Coupé is also slightly bigger than its predecessor – two centimetres longer and one-and-a-half centimetres taller and wider to be exact.
This has slightly increased passenger room in the new-look interior, which includes a curved ten-inch digital instrument cluster and 11-inch infotainment touchscreen duo on the dashboard which runs BMW’s latest ‘OS9’ software. There are less physical switches and dials, but BMW says its voice assistant and ‘QuickSelect’ tabs that run across the bottom of the central screen allow for quick access to the likes of navigation, media and air con controls.
Ambient lighting for the centre console and door panels is included as standard, and a panoramic sunroof is on the options list. The ‘Technology’ pack, which will also cost an extra fee, includes more advanced adaptive LED headlights, an auto-dimming rear-view mirror, wireless smartphone charging and logo projection from the exterior mirrors.
Top-spec tech features beyond the ‘Technology’ pack include a head-up display that projects driving information onto the windscreen, and semi-autonomous parking assistance.
Two different models are now available to order in the UK, starting with the lead-in front-wheel drive ‘220 M Sport’. This model is powered by a 170hp 1.3-litre petrol engine assisted by 48V of mild-hybrid technology that can muster a 0-62mph sprint time of 7.9 seconds and a reported fuel consumption of up to 53mpg.
The range-topping 300hp 2.0-litre all-wheel drive ‘M235 xDrive’ is thirstier, with an estimated fuel consumption of 38mpg, but can complete the same 0-62mph sprint in an estimated 4.9 seconds.
Pricing for the new BMW 2 Series Gran Coupé starts at just under £35k, rising to over £44k for the ‘M235’.
