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Jeep mulls Willys revival as it plots affordable EV for after 2030

Sun, 18 Oct 2026 06:00:00 +0100

Autocar rendering imagines what a new Willys-inspired model could look like

Military-honed off-roader could be next on the comeback trail – but new Renegade comes first

Jeep is mulling a revival of its seminal vehicle, the legendary Willys MB military off-roader, in a bid to fight off new Chinese competition in Europe.

Speaking at the Paris motor show, new Jeep chief Xavier Peugeot described the Willys as the American brand's "key attention" for the future.

He said it was one of several "new ideas" that could be realised in the coming years, as "a key card to play in the fightback against the Chinese newcomers.

"All brands in Europe — and not only in Europe — are facing this situation," said Peugeot. "One of our main assets to counter this offensive is our DNA. People want the original. They expect Jeep to remain as strong and connected to its original values as possible.

Plans remain at an early stage, however, so "we are not confirming any concrete launch for this year or that year".

Peugeot suggested the Willys is a project for after Jeep's current 'Road to 2030' strategy is complete and that "ideas around Willys [will be] confirmed" by the turn of the decade.

Although much remains up in the air, he highlighted key attributes including "BEV affordability" — suggesting it will be purely electric — and compactness. Asked about the company's plans in the B-segment, the class in which it currently offers the Avenger, Peugeot pointed to the Willys project.

This brief neatly aligns with those of Stellantis sibling brands Citroën and Fiat for their forthcoming 2CV and a small model in the Panda family.

Those cars will be underpinned by a new architecture developed around the EU's planned 'E-car' regulations, devised to incentivise sales of small, affordable electric cars.

It's possible this is how Jeep will differentiate the Willys from the rest of its line-up, including the Avenger and the next-generation Renegade. Indeed, it would also mirror the essential and utilitarian spirit of the original World War II Jeep.

Peugeot said that "each model in our future range will be 4x4-compatible", which would further set the Willys apart from the 2CV and Panda.

The Willys will otherwise stick to Jeep convention in being a small SUV. A teaser image released by the brand shows a silhouette of a new model behind an original MB, revealing a short, boxy shape with bluff ends and a spare wheel mounted on its tailgate, reminiscent of the Suzuki Jimny.

Renewed line-up due by 2030

Before Jeep decides whether to proceed with a revival of the Willys, it will overhaul its European line-up. Peugeot confirmed the brand will introduce "up to six new models by 2030", improving its coverage of the European SUV market from "around 50% to 90%".

The new Jeep range will be spearheaded by the Mk2 Renegade, which will be based on the same STLA One platform as the forthcoming Peugeot 208, Vauxhall Corsa and DS N°3.

The Renegade will plug a crucial gap in the brand's range, sized between the 4.1m-long Avenger and 4.5m-long Compass.

Peugeot highlighted the strong performance of the original Renegade, which has earned 610,000 sales since its 2014 launch but was retired in Europe in 2025.

"We would be mad not to consider it for the future, and we will not be mad," he said, confirming that it will be "on the road" by 2030.

Peugeot also confirmed that the Recon off-roader — effectively an electric Wrangler — will come to Europe next year. However, a Jeep spokesperson confirmed that it won't be converted to right-hand drive and thus won't be offered in the UK.

Peugeot also said that Jeep will launch a second SUV in the D-segment next year. This is likely to be a new Cherokee or an adjacent model.

Inside Kia's GT division: Why its cars are fun, not fearsome

Sun, 18 Oct 2026 06:00:00 +0100

Kia's electric GT models tote bucket seats and acid-green details, but have they been pulling punches?

Under grey South Korean skies, on a field-flanked road near the Namyang R&D facility, a test mule in heavy cladding pulls out a little way ahead of us and trundles off.

Back in Europe, on the outskirts of Stuttgart or Turin, I suspect my companion and I would be able to deduce pretty quickly what might be lurking under the fabric. But out here? Totally clueless.

The head-spinning scope of Hyundai Motor Group's product rollout means that here, on home ground, it could be anything.

Including, perhaps, an as yet unreleased Kia GT model. The ranks of this young performance sub-brand have swelled at an astonishing rate.

In a little over a decade since the Proceed GT arrived to nothing even close to a fanfare, the junior partner in the Hyundai-Kia axis has already given us 10 stand-alone derivatives and is getting stuck into the new PV5 minivan as you read this.

It took Volkswagen 42 years to reach that figure with GTI, and BMW needed 25 years with M, but platform-sharing and electrification have irreversibly reshaped the game.

Back at Namyang, where 14,000 HMG employees congregate every day, we briefly sit down with R&D boss Manfred Harrer to discover what we can expect of the GT project and how it will exist as a more demure understudy to the increasingly wild-and wacky-efforts of the Hyundai N sister division.

The more divisive elements of cars such as the Ioniq 5 N-piped-in exhaust burble and synthetic gearshifts - are an interesting place to start. Are they the future?

"We see these technologies as an amplifier, not a substitute, for the driving experience," says the man who, for the pleasure of it, completed a PhD on steering feel at the University of Bath.

Are his words a subtle dig, distancing Kia's more understated GT philosophy from N-style gimmicks? Perhaps. While Kia has capitulated and now offers its own 'Virtual Gear Shift' (VGS) in every GT model, the cars have softer, more authentic, more everyday personalities than those from N.

Harrer describes the character and degree of performance offered by the new EV3 and EV4 GTs as something owners can "naturally enjoy" day to day. Usability, then.

Of course the reality is that, as Harrer explains, HMG's army of engineers are platform-oriented rather than brand-focused, so the team that did the suspension rates and torque split for the restrained EV6 GT and its ilk is the same that gave us the headcase Ioniq 5 N.

In the case of the EV6 GT, we take Harrer's almost dismissive attitude to raw speed with a pinch of salt - the car's 641bhp sees it outpunch certain Ferraris.

Likewise, the 502bhp of the EV9 GT SUV is about what you got in something like a Range Rover Sport SVR not too long ago.

However, the 302bhp produced by the new, Skoda Enyaq vRS-rivalling EV5 GT and the 286bhp of the EV4 and EV3 GTs are fairly conservative figures in the electric era, and these are the cars that best represent what Kia is trying to purvey.

Kia is not hunting the likes of the Mercedes-AMG A45, and it is reluctant to push into a realm of limited-slip differentials, as the Abarth 600e and other go-faster Stellantis EVs now have.

The sat-back approach to performance is evident in the way Harrer talks about the VGS-gears are deployed as "indicators to help you cope with endless power", he says, rather than for blatting up and down a pretend gearbox for the hell of it.

It's a persuasive approach: performance suited to the real world and a gratifying tightness in the suspension, but underwritten by restrained design cues and more than enough comfort.

So far Kia's GT cars have fulfilled their brief almost too well. They are quick and assured but undemanding and rounded.

If there is a missing ingredient, and therefore head room for this sub-brand to explore further, it concerns real excitement and leading-edge dynamic polish when the moment arises.

You can't help wondering about the possibility of another stratum-a 'GT R' level, or somesuch.

"I like the idea," says Harrer. "You see a lot of car makers going that way, so why not? But I'm more [minded] to first talk about a dedicated model showing what GT stands for."

Are we looking at a return of the Stinger GT but with an electric powertrain? Working for a company that 'manages the message' as assiduously as HMG, Harrer obviously won't be drawn on specifics, but you would be foolish to rule it out.

And Harrer, who arrived in Korea with a background at Porsche and BMW, and who quickly repurposed the hitherto siloed Hyundai N team so it might spread its expertise more broadly across other model lines, is the man who would make it happen.

A POTTED HISTORY OF KIA'S GT CARS

Back in 2013 Kia introduced the £19,995 Proceed GT (pictured above) as an incipient stab at the performance sub-brand formula.

It would hit 62mph in less than eight seconds, had a decently precise manual 'box and was handsome enough for a warm hatch, but it wasn't about to tear anyone from their Golf GTI.

Four years later the 242bhp Optima GT arrived - another niche product that will be better remembered as the first hot(ish) Kia to benefit from oversight by Albert Biermann, former boss of BMW's M division.

But then, in 2017, lift-off: the Stinger GT S had some people drawing comparisons to the 'E39' M5, with its effortless 365bhp V6 and propensity for oversteer (thank you, sensibly sized tyres and a proper diff).

Yes, we ranked it last in a triple test with the Jaguar XE and BMW 4 Series, and it's fair to say Biermann was not best pleased by this outcome. But in hindsight the admittedly thirsty Stinger, even with its slightly woolly steering, was more likeable than the BMW and more entertaining than the Jag - and owners loved them dearly.

The Stinger was the first and thus far only purely rear-driven GT product, because while the K5 GT is still sold in some markets, don't be fooled by the rakish saloon body: the car is dragged along by a transverse turbo four.

And while the EV6 GT can lock the powertrain into rear-wheel drive, you need to engage Drift mode. And we can't see many owners doing that too often on the road.

Today the only GT models for the European market are both electric and four-wheel drive -and they are rapidly proliferating.

THREE GTs TO BUY

Kia Stinger GT (pictured above): The post-facelift Stinger GT S isn't quite the bargain you might have imagined, but the £34k example we found is warranted until 2029 and will feel contemporary enough inside. It's rare, rapid and mischievous.

Kia Proceed GT: With 201bhp and a manual gearbox, an early-ish Proceed GT hits the right notes for B-road fun without being too demanding the rest of the time. The cheapest examples now sit at around £4000.

Kia EV6 GT: An early EV6-first of the electric GT contingent-with fewer than 20,000 miles under its wheels and at roughly half the original, £60k price looks a good buy. The 77kWh battery and circa-220kW charging speeds still feel contemporary, and the performance is mighty.

New Mercedes-AMG GT SUV revealed as 1153bhp family supercar

Sat, 17 Oct 2026 18:00:00 +0100

Tri-motor set-up gives hypercar-grade pace and torque vectoring - and makes this world's most potent SUV

The new Mercedes-AMG GT SUV is the world's most powerful production SUV, outpunching the Lotus Eletre and Porsche Cayenne Electric with up to 1153bhp and 1475lb ft of torque.

The new five-seat EV is the first SUV to be developed entirely in-house by AMG and will be sold in three model variations in the UK.

In range-topping 63 guise, the GT SUV is claimed to accelerate from 0-62mph in 2.7sec and reach 124mph from rest in 7.2sec, making it AMG's fastest-accelerating SUV yet. Its electronically limited top speed is raised to 168mph with an optional AMG Driver's Package.

The performance figures are all the more notable given the GT SUV's weight, which ranges from 2585kg to 2695kg depending on the model and battery capacity.

With the same peak power as the recently introduced electric GT 63 4-Door Coupé, the GT SUV surpasses the 1048bhp produced by the AMG One hybrid hypercar - and packs nearly twice the punch of the V8-powered GLE 63 S, which has 603bhp.

The GT 63 SUV crowns a line-up that also includes less powerful 55 and 53 models. The GT 53 SUV is now on sale in Germany, priced from €113,050 (£95,863). The 55 and 63 are set to follow in April 2027 and UK prices will be confirmed in the coming months.

AMG also plans to extend the GT SUV range with a more rakish coupé variant, which is scheduled to make its debut early next year.

Drivetrain

Underpinning the performance division's second bespoke EV is the new AMG.EA electric car platform, which it shares with the GT 4-Door Coupé along with a drivetrain that uses three axial-flux electric motors from Mercedes-owned UK firm Yasa, an 800V electrical system and a battery featuring oil-cooled cylindrical cells.

AMG said this set-up has been developed with sustained performance in mind, addressing the tendency of high-powered EVs to reduce output as electric motor and battery temperatures increase during repeated hard acceleration and prolonged high-speed driving. So while its 1153bhp maximum output is the headline figure, it is more significant in regular use that the GT SUV is rated to deliver a continuous 711bhp, which means it can maintain performance over extended periods.

The drivetrain uses two axial-flux motors at the rear and a third motor at the front, which disconnects when not needed. Each of the rear motors operates through its own single-speed gearbox, enabling full torque-vectoring functionality.

The GT 55 SUV reduces the system's peak output to 805bhp and 1372lb ft but still reaches 62mph in 3.1sec.

The entry-level GT 53 SUV adopts a different drivetrain, with two conventional permanent magnet synchronous motors one on each axle - producing a combined 536bhp and 590lb ft to give a 62mph time of 4.2sec.

Two usable battery capacities are available, 106kWh and 128kWh, which give maximum ranges of 364 and 435 miles respectively, depending on the chosen specification.

The maximum charging speed is put at 600kW for the smaller battery and 710kW for the larger one. AMG claims the 128kWh battery can add 280 miles of range in 10 minutes, while a 10-80% charge is said to take 12 minutes under ideal charging conditions - although most chargers in the UK are capped at much lower speeds.

The GT SUV also offers AMG's Active Ride Control+ set-up, which combines air springs with hydraulically interconnected dampers to control body roll, pitch and dive without conventional anti-roll bars. It's standard on the GT 63 SUV and optional on the GT 55 SUV, as are carbon-ceramic brake discs.

Design

AMG's first entirely bespoke SUV adopts an individual design that's far removed from that of its ICE-powered range-mates.

Key exterior elements include a bold-looking front end featuring a blanked-off grille with an illuminated surround and eight vertical elements. As on the GT 4-Door Coupé, the three-pointed star at the front will be lit up in markets where regulations permit it.

Additionally, the GT SUV has a heavily structured front bumper with multiple cooling ducts, including horizontal openings above and below the grille and vertical openings to each side.

The headlights continue the three-pointed star design theme with three elongated individual elements, which form the daytime running light signature. Between them, the bonnet features two power domes and raised sides over the front wheel arches.

The tailgate receives an extensive spoiler element to smooth airflow around a heavily angled rear window. Below it sits a distinctive black panel similar in style to that used by the GT 4-Door Coupé, incorporating an optional, thin, full-width light element and six round tail-lights with three-pointed star graphics.

At 5084mm in length, 2001mm in width and 1656mm tall, the GT 63 SUV is 130mm longer, 17mm narrower and 126mm lower than the GLE 63 S SUV and its 3040mm wheelbase is 45mm longer.

Interior

Inside, the GT SUV shares its saloon sibling's driver-centric dashboard, with a 10.2in digital instrument display, a 14.0in central touchscreen and an optional 14.0in passenger touchscreen among other key elements.

The 63 and 55 feature three rotary controls for adjusting throttle response, cornering behaviour and traction control intervention.

Although it shares its underlying architecture with the GT 4-Door Coupé, the GT SUV uses a different battery packaging arrangement.

Unlike the low-slung four-door, which has cut-outs in the battery pack for the rear footwells in order to keep the roofline low, the GT SUV features a completely flat rear floor, made possible by its taller body.

AMG quotes 607 litres of luggage capacity behind the rear seats, increasing to 1740 litres with the rear backrests folded. There is also a front luggage compartment offering up to 111 litres of space.

Volkswagen 'getting ready' to add selected Chinese EVs in Europe

Sat, 17 Oct 2026 11:00:00 +0100

Cars such as ID Unyx 09 on the cards for import, but won't replace existing models

Volkswagen is evaluating bringing some of its China-only models to Europe, but they would be additions to its existing line-up rather than replacements for current products.

The firm has a range of vehicles that were developed ‘in China for China’ and sit on a bespoke architecture tailored for that region. But it has previously said some of those models could be sold – and potentially manufactured – in Europe in the future.

Asked about that plan at the Paris motor show, Volkswagen boss Thomas Schäfer told Autocar: “The big thing about our strength in China is that we have done an exercise to bring down cost in in the vehicle – both material and engineering cost – over the last two years.

"We’ve radically rethought the vehicles and worked with partners here [in Europe] and there [in China]. We’ve set up vehicles that are completely cost-competitive in the Chinese market.

“We've been working with our colleagues in China, hand in hand. So [technical chief] Kai Grünitz and his team have been synergetically working with them. We know exactly every step and we have been working in parallel in our cars. We have not used more of it in terms of export or technology yet.

“We’re starting now to export to the global south and countries that have easier access from China than Europe, such as Australia and the Middle East.

“For the future, we’re getting ready for bringing one or more vehicles in from China. You know, there are some exciting cars that we would not develop for Europe necessarily because they are technically too big, like bringing in the ID Era [a 5.2m-long SUV]. But we might do some selected imports to see how it works. It's not to replace any of the existing vehicles.”

One potential candidate is the new ID Unyx 09, an electric saloon co-developed with VW's Chinese partner Xpeng, while the 4.8-metre-long ID Aura T6 SUV could sit above the smaller ID Tiguan in Europe, giving Volkswagen a Volvo EX60 rival.

Retro cars work - even if the originals aren't very well known

Sat, 17 Oct 2026 07:00:00 +0100

Retro revivals from brands are more popular than ever - but some of the starting points are somewhat surprising

We’ve seen plenty of signs that the European car industry is prepared to draw on its heritage as it tries to combat new Chinese entrants.

But if the new Citroën 2CV, Peugeot e-T16, Alpine A310 and Renault Espace are anything to go by, we could be in for a deluge of historically inspired models.

What's curious is that while the 2CV was a very well-known and fondly remembered car, the Peugeot 205 T16 and Alpine A310 were pretty niche sporting cars.

And even though the first Espace was very clever, something that's well known by car enthusiasts, I'm not sure the average car buyer knows or remembers or cares how revolutionary it was or why.

The MPV class is still overlooked in deference to SUVs too.

None of these three, basically, appears to be a product that's so widely and fondly remembered that it's long overdue a revival in the way, say, the Mini or Fiat 500 was, or how the Renault 4, Renault 5 and 2CV are currently tugging at the nostalgia strings.

But as a nerd who remembers the A310 and a 205 T16 with embarrassing enthusiasm, I won't complain if a manufacturer acknowledges even the most arcane of sports models from its past.

The British motorbike industry had its Chinese car moment when it was devastated by the arrival of reliable, good-value Japanese bikes in the 1960s and 1970s.

Decades on, some of the best-selling British brands' bikes are retro models, like Triumph's Bonneville and Royal Enfield's Classic 350.

It's a slightly different business, but there's clearly precedent that this can work not just once but well into the future.

Porsche designer: Mission S sets heritage template for next 911

Sat, 17 Oct 2026 06:00:00 +0100

Sühlmann was appointed as Porsche's head of design in January; now he reveals what's next

The new Porsche Mission S previews a new mid-engined flagship positioned above the 911 – but it is also a first look at the future styling direction of the firm under Tobias Sühlmann.

The 46-year-old joined Porsche in February this year, after previously serving as design chief for McLaren, and has been taksed by new CEO Michael Leiters with developing a new direction for the brand.

As he did as McLaren, Sühlmann's first task at Porsche was to delve into the brand's history, to identify the key elements that he would use on future model. So don't expect a revolution: as his boss Leiters has said "a Porsche must be recognisable as a Porsche at first glance."

Those are now seen in the Mission S, although it isn't just a design study: Porsche is working on a platform for a new mid-engined supercar that will sit above the 911.

The exterior of the Mission S focuses on a 'purist' design language, with torpedo fenders, a sloping roofline and a width-to-height ratio that will be seen on future Porsche sports cars (Sühlmann likens sports cars, SUVs and saloons to three different athletes, so the common elements will take different forms for each). Inside, the interior is notably driver focused, and largely devoid of touchscreens.

The Mission S also contains numerous callbacks to classic Porsches such as the 911 GT1, Carrera GT, 550 Spyder, 356, 917 and 928, showing that Sühlmann isn't going to abandon the firm's roots. This isn't outright retro design like some of the models at the recent Paris motor show, but it's all done with immense respect for the past.

Autocar sat down with Sühlmann ahead of the reveal of the Mission S to get the inside line on what it means for Porsche's future. Here's what he had to say...

Q&A: Tobias Sühlmann

The Mission S is your first Porsche, but it features elements from the Carrera GT and the 918…

“This is exactly the point. We are true to our brand and we’re true to our heritage. We’re not denying our heritage: we are building on it. We are race-born and we learn every time a car races somewhere around the world, and bring that back into our road cars.

“There’s a loop and it’s important to show continuity: in a world that’s changing so quickly, Porsche is a brand that is authentic, and consequent, doing things that are timeless, making timeless products that you’ll look at in 10 or 20 years and think it’s a good-looking car.

“If I see a 928, there are so many timeless things I love. This is what we need to create. It’s very important for me in car design that something is beautiful. Why can’t we do beautiful cars any more? They’re always different for the sake of being different. We want to create beautiful cars with emotion and passion, and something you want to touch and drive.”

How do you marry that with the needs of engineers?

“Form and function go together. I’ll sit down with the engineering team to find solutions. Like ‘where is the radiator and where can we place this?’ Or ‘I want to have more tensions here and bring the shoulders out more – what does that do to the aerodynamics?’

“It’s the same for the interior. We work out how much analogue and digital elements we need and play with that. If I have a screen, how big does it need to be for a car I drive more on track? What do I really need in the car and what do I not need?”

At some point you’ll have to design the next 911. Is that exciting or terrifying?

“It’s exciting. My first Porsche after I finished studying was a 996. It was the Porsche I could afford and I loved it. It was a 3.4-litre, black on black, and when you revved it over 5000rpm, the engine would come up and the car would come to life. That was a goosebump moment for me.

“For me, the 911 is an icon in the car design world. And to create the next one is the greatest opportunity. You have to respect the past. I cannot throw out the concept and say: ‘Let’s make everything new.’ It’s like a chef in the kitchen: you have to fine-tune it and put enough salt and enough ingredients to it that it’s spicy enough, but not too spicy.”

Several brands are removing fussy elements from their cars and embracing cleanliness in design. Do you think that’s a trend we’re in?

“We’re not a trendy brand. So, we are modern but we’re not fashionable. When you think of a watch, you picture something that is timeless. That’s how I see Porsche. We can’t run after every trend – we are long-lasting. So we need technology in our cars, but in a lasting way. When you think of a Carrera GT, you don’t see a screen, and the interior looks timeless.

“We need to think of technology in the future: what makes sense for us and what doesn’t? Cleanliness is also timeless. You don’t want to add surfaces just to be fashionable. Porsche is always something that sits there, and you think: ‘It’s beautiful. I want to drive it.’”

New Fiat boss: 'Buyers don't get Euro NCAP any more'

Fri, 16 Oct 2026 15:42:36 +0100

Arnaud Belloni argues rapid-fire changes to NCAP regime lead to confusion

New Fiat boss Arnaud Belloni has said Euro NCAP crash safety ratings are no longer important for manufacturers because “customers don’t get it any more”.

The Italian brand is currently developing an entry-level small EV that could meet the European Union’s new E-Car regulations for cut-price machines. To keep costs down, such models could be fitted with fewer safety and semi-autonomous driver assistance features, which would be likely to result in lower scores in the European safety test scheme.

Asked whether producing an entry-level E-Car means accepting a lower Euro NCAP score, Belloni said: “I don’t know how to be politically correct here, but Euro NCAP, it is existing but customers don’t get it any more. They are totally lost and it’s because of Euro NCAP changing the rules every two years, so what was a five-star car a few years ago becomes a three-star car, and then a two.

“I’ve worked in this industry for 35 years and Euro NCAP has been there almost from the beginning. And I can tell you very few manufacturers are taking it really seriously.

"They don’t drive strategy based on your rank. Customers don’t know because they are lost, so it’s not important.”

Belloni added that customers trust that new cars are inherently safe. He said: “Everybody’s clever. A consumer is clever, and there are a lot of regulations everywhere to regulate your life every day.

"People understand that manufacturers are doing their best to improve the safety on board or reduce CO2 emissions. This industry has massively evolved more than any other industry in the last 30 years, and customers realise that.”

Why the Skoda Kodiaq is the perfect adventure SUV

Fri, 16 Oct 2026 13:00:00 +0100

The Skoda Kodiaq is the ultimate all-rounder. It eases you through the working week, then is ready to go when an adventure-filled weekend beckons

Owning a Skoda Kodiaq is like being best friends with someone who’s just great at everything. The sort of person who’s really skilled at DIY, is captain of their local sports team, cooks haute cuisine as a hobby and has a cupboard full of various trophies they’ve picked up over the years. As it happens, the Skoda Kodiaq does have a couple of trophies, having won Best Value 7-seat SUV and Best Tow Car at the 2026 What Car? Awards.

The point is, the Skoda Kodiaq really can do it all. It handles the daily commute and school run without breaking a sweat, then at the weekend it transforms into the ideal adventure machine. It can take you, your family and all your outdoor gear into the back of beyond, while keeping everyone comfortable and helping to minimise your running costs – leaving you with more money to spend on having fun.

Here are all the reasons we think you should consider one.

Build your Skoda Kodiaq today

Everyday excellence

Lives are hectic. Kids need to be taken to school, you need to get to work, there are meetings here, there and everywhere, relatives must be visited on occasion, shopping must be bought and brought home, and you need to get to the park to exercise the dog (and the children). But when you have a Skoda Kodiaq on your side, all of this is taken care of with no fuss, no bluster, and more than a little luxury.

You have the option of five or seven seats, depending on just how many you have in your clan. Even with all three rows in place, the seven-seater offers 340 litres of boot space – more than some hatchbacks. That expands to 745 litres with the rear seats down. The five-seater comes with a whopping 910 litres as standard, while both offer all the useful hooks, cubbies and nets you’d expect from a Skoda to help keep your cargo where you left it.

Second-row passengers in both versions benefit from sliding and reclining seats, turning every journey positively luxurious. There’s plenty of space up front too, with loads of tech to boot, including two wireless charging pads for your smartphone, both of which are cooled, Apple CarPlay and Android Auto as standard, and a large 13inch touchscreen running Skoda’s latest MIB4 operating system for slick, intuitive interactions.

And you can stay in touch with your Skoda even when you’re miles away from it, using the MySkoda app. This allows you to check if your doors are locked from anywhere, honk the horn and flash the lights in a crowded car park, and even see how much fuel you have left.

Back in the cabin, there’s also configurable ambient lighting, so you can have precisely the hue your mood demands, and if you choose the Kodiaq PHEV, you can enjoy the benefit of up to 76 miles of battery-only running.

Weekend wonder

The Skoda Kodiaq isn’t just the perfect everyday-commuter and city-life machine. It’s also the ideal companion for active families who like to explore the path less trodden at weekends.

This is where the Kodiaq truly comes into its own, because it makes getting away from it all a lot easier than you might have thought.

Under the bonnet you get the choice of a range of highly efficient powertrains, comprising mild-hybrid petrol, petrol, diesel and plug-in hybrid options. To get the most out of whichever powertrain you go for, opt for the Performance Package and you’ll get Dynamic Chassis Control featuring up to seven different driving modes*, and Dynamic Steering to further sharpen responses.

But if performance is really what floats your boat, the top-spec Kodiaq vRS is what you’ll be wanting. It’s powered by the same 2.0-litre turbocharged petrol engine found in the Volkswagen Golf GTI, pumping out 262bhp and 400Nm of torque with a 4x4 all-wheel drive system. The result is 0-62mph in just 6.4 seconds. It also gets Dynamic Chassis Control, ventilated disc brakes all round, and special vRS bucket seats. Not bad for a family SUV, eh?

You can also specify your Kodiaq with four-wheel drive on other trims, to make accessing remote adventure spots perfectly easy, or to assist when towing – a particular strength of the Kodiaq’s, as demonstrated by its Best Tow Car win.

The Kodiaq is more than capable of accommodating all of your sports kit, and whatever other adventuring nick knacks you take with you thanks to numerous storage cubbies around the cabin, including pockets in the doors, the backs of the seats, and even a Jumbo Box between the front seats that offers more than 5.0 litres of clever storage.

Tech that protects

Not only will the Skoda Kodiaq get you where you want to go with ease, it’ll protect you on the way. It’s filled with systems designed to prevent any kind of incident happening in the first place, and further tech to keep you safe when another driver’s carelessness makes an unplanned collision unavoidable.

To that end, the Kodiaq’s camera and radar-based systems are always on full alert, systems such as the Pedestrian Monitor, which can ‘see’ a person running out ahead and will slow the car accordingly. There’s also the Predictive Cruise Control, Lane Assist and Blindspot Monitoring that will all help keep you on the straight and narrow on motorways and dual carriageways.

And if the worst does occur, the multi-collision brake set-up applies the brake following a collision, to prevent the car from being involved in any further collisions, while the eight in-cabin airbags fitted as standard will help keep everyone from injury.

LED headlights and taillights are standard, to help you see and be seen, with smart Matrix LED lights available on certain trim levels.

When you reach the end of your journey, there are sensors fore and aft to help with parking, while a Driving Assistance Plus Package is available as an option on certain models that allow Remote Parking and Remote Trained Parking, in which the car ‘learns’ a parking manoeuvre and takes care of everything itself, while you stand outside the car and watch.

Adding value to your life

Another area in which the Skoda Kodiaq is streets ahead of competitors is value for money, which is vital in the expensive modern world. The range kicks off at just £39,390, with no fewer than three different versions ducking under the Government’s £40k Expensive Car Supplement.

For your £39k you’ll get a car that has standard equipment including LED lights, self-dimming electrically adjustable mirrors, a heated steering wheel, heated front seats, cruise control with speed assist, three-zone climate control and a rearview parking camera.

And of course, every Kodiaq features clever touches including an umbrella stored in the front door and a fuel filler that prevents you from topping up with the wrong fuel, and which features an ice scraper.

So, the Skoda Kodiaq is the perfect car for an active life. It can cope with all of the everyday tasks a family will need it to do on a daily basis, while keeping everyone comfortable, happy and safe. And then, when it comes time for outdoors fun at the weekend, it’s more than up to the job of taking everyone plus their sports kit into the back end of nowhere, before turning around and taking everyone home in total comfort at the end of a strenuous day having fun.

That’s what makes it the best friend who’s simply brilliant at everything.

Build your Skoda Kodiaq today

*Snow Mode and Off-road Mode 4x4 variants only

VEEF: Toyota proposes new category for ICE cars using renewable fuel

Fri, 16 Oct 2026 08:00:00 +0100

Europe has enough biomass to power 300 million ICE cars until 2040, and they should be treated like EVs

Toyota has proposed a new 'VEEF' category for cars which run on renewable fuels and said such models should be treated in the same way as electric cars in Europe.

Sanding for 'Vehicles running Exclusively on Eligible Fuels', VEEF would accord renewable fuel-powered ICE cars the same incentives as battery-electric alternatives, in recognition that they can achieve a similar recution in CO2 on a well-to-wheel basis.

Toyota said renewable fuels should be officially recognised as a zero-emission solution by the EU, and that regulatory support for the new category would enable Europe to dramatically cut emissions from the 300 million ICE vehicles already on the regions' roads today, accelerating decarbonisation efforts in parallel with wider adoption of electric alternatives.

Toyota has long been a vocal advocate of renewable fuel, using them in various motorsport applications and partnering a number of other automotive firms to evaluate it for real-world use.

Over the past six months, it has collaborated with BMW, Bosch and energy company Repsol on a trial in Spain, where some 20 production-spec cars were operated using 100% renewable fuel over six months to prove the viability of the technology.

The fuel, made from residual biomass, is said to have no impact on a car's performance and requires no modifications to its mechanicals.

Toyota said the trial proved that such fuels work in real-world situations and that they can be supplied using existing fuelling infrastructure - whereas BEVs and hydrogen FCEVs need their own networks of expensive bespoke chargers and pumps.

Bosch's contribution to the trial was in ensuring the traceability of the fuel used – crucial to determining its environmental credentials – and ensuring that any cars involved only used the renewable fuel.

Any ICE car designated as a VEEF under the proposals would have to be blocked from running on conventional petrol - likely using technology to determine the type of fuel nozzle used at a fill-up.

Toyota acknowledged that production of renewable fuels is currently far too low to power vehicles on any meaningful scale but said the creation of a new regulatory framework for VEEFs would lay the foundations for the industry to scale up.

The specific fuel posited by Toyota as an alternative to batteries or hydrogen is second-generation biofuel, made using waste residue from organic products - much cheaper to produce than the fully synthetic e-fuel being produced by Porsche, for example.

Toyota estimates that at current levels, there's enough biomass in Europe to sustain the region's ICE vehicle fleet through to 2040.

"If we are serious about reducing carbon emissions as much and as fast as possible, renewable fuels have a big role to play," said Toyota Europe's chief technical office, Shinichi Yasui.

R&D boss Thiebault Paquet concurred and said that compared with BEVs and FCEVs, they "do not require much investment on the vehicle side, because they're 'drop-in' fuels - they can be used and we don't have to change anything.

"It's not like 100% ethanol where you have to have a different injector, the valve seats need to be protected etc."

Aside from the environmental benefits, Toyota said the adoption of renewable fuels would reduce Europe's dependence on imported fossil fuels and thus mitigate the impact of geopolitical events on motorists.

The company is also working on a new-generation hybrid system compatible with renewable fuels, which promises a 15% improvement in fuel economy over its current technology. The powertrain will make its debut in the new Corolla within the next three years.

Tesla Roadster revealed as new electric hypercar – that can fly

Fri, 16 Oct 2026 07:32:18 +0100

New Roadster is finally here after nine years, and it brings wild party tricks

Tesla has revealed the second-generation Roadster, claiming it to be the world’s fastest-accelerating car – that is also capable of flying for short periods.

Unveiled almost nine years after first being announced, the new Roadster is a dramatically different prospect to the tri-motor electric hypercar that was first planned – and Tesla says nothing has been carried over from that concept. Headlining the changes is that it is not a traditional car but, with the optional ‘Thrust’ or ‘Rocket’ packages, it is fitted with cold-gas thrusters that are capable of propelling the car.

The ‘Thrust’ pack uses these to support the car’s forward acceleration, giving a 0-60mph time of 0.81sec (after a one-foot rollout) – while ‘Rocket’ also uses them to allow it to fly upwards. Tesla notes that the latter is not approved for road use.

It is also fitted with a fan that pulls the car to the road to improve grip (as demonstrated below), in similar fashion to the McMurtry Spéirling. Its rear wing is active, automatically adjusting its angle to provide optimal downforce for any particular driving scenario.

Real life, baby https://t.co/3QEqn18wig

— Tesla (@Tesla) October 16, 2026

The company demonstrated the system by driving the Roadster at a line-up of its current vehicles, boosting it into the air – above the cab of the Semi lorry – and barrel rolling mid-flight, before landing on its wheels.

It is unclear how long the Roadster can fly for; whether it can sustain itself in the air for extended periods or just hover and perform tricks such as rolls and flips.

Specific technical details remain under wraps, having been overshadowed by the car’s ability to fly at its reveal event. Indeed, it appears much remains to be decided: Tesla CEO Elon Musk said the car is capable of 230mph but also that it should be able to hit “at least half the speed of sound” (383.5mph).

A cutaway image released by Tesla suggests it rides on motorsport-inspired pushrod dampers, mounted inboard of the wheels. The car’s structure is composed of magnesium, titanium and carbonfibre.

The new Roadster maintains a traditional Tesla skateboard chassis, with an underfloor battery pack. In standard form there are two rear-mounted electric motors, with power driving the rear wheels. While nothing has been confirmed by Tesla, reports suggest it will offer more than 1500bhp.

Visually, it is significantly different from the Roadster that had previously been shown by the company, with a vastly more brutalist, geometric look that is distinct from any other of its models. Reports suggest inspriration was taken from the 1976 Lotus Esprit S1, as seen in The Spy Who Loved Me: a prop version of the car, which can transform into a submarine, is now owned by Musk and was on display at the launch.

Inside, it has a steering yoke that is connected to the wheels by-wire, dispensing with a traditional steering rack. By-wire systems are also used for the braking and accelerator.

Musk said production will begin in 2028 – “actually, for real” – though the model has long been delayed.

Prices have yet to be confirmed but the standard ‘Performance’ model, which is not fitted with the rocket-booster system, requires a £50,000 deposit.

Upgrading to ‘Thrust’, fitted with the boosters, requires a £250,000 deposit – suggesting a gulf in pricing so significant that it is effectively a completely distinct car from the regular Roadster.

The ‘Rocket’, capable of flying, will be sold by invitation only, and there is no concrete indication of how widely this may be offered nor at what cost. This version is also not approved for road use, according to Tesla.

The launch event was held in Texas, US, at the Rocket Development and Test facility of Musk's SpaceX company, and technology developed by that firm will undoubtedly be used for the Roadster's rockets.

Official: Porsche Mission S previews new flagship supercar

Thu, 15 Oct 2026 21:30:00 +0100

First concept under new design chief previews a potent sports car to sit above the 911

The new Mission S concept showcases Porsche’s future design direction – and previews a future mid-engined sports car that will be positioned above the 911.

Unveiled in New York, the new car’s look previews the firm’s revamped styling under new design chief Tobias Sühlmann, but company boss Michael Leiters has confirmed Porsche is already working on a new platform to underpin the eventual production version.

Porsche has long planned for a model to sit above the 911 and in 2023 showed the electric Mission X concept, which could fulfil that role. However, that project has since been scrapped due to limited demand for high-end electric sports cars, with the firm now putting its focus on combustion offerings in the segment instead.

The new platform has been designed to accept pure-petrol and hybrid powertrains but won’t accommodate an electric version, hinting at Porsche’s renewed commitment to combustion.

The last mid-engined Porsche to be positioned above the 911 was the 918 Spyder supercar, which was launched in 2013. The production version of the Mission S won’t be that extreme, with its performance designed to sit in the mid-point between the 911 and 918.

Significantly, the road-going version will be a regular series-production model, likely to be produced alongside the 911 in Zuffenhausen, rather than a limited-run model. But it is expected to spawn limited-edition variants as part of Porsche’s push, outlined in the new Sportwagenschmiede 35 strategy, into more premium positioning with higher-revenue models.

Design

The Mission S concept showcases Porsche’s revamped design language. Sühlmann, who was previously design chief at McLaren and has also worked at Volkswagen, Bugatti, Aston Martin and Bentley, replaced long-time design boss Michael Mauer in February this year.

Sühlmann said the concept’s design was developed in just eight months. “Michael Leiters called me one evening and said he had an idea and a vision for a car that could sit above the 911,” he said.

The design is clearly influenced by the late-1990s Carrera GT and the 911 GT1 that inspired it, with distinctive ‘torpedo’ front lights, a large air intake on the front edge of the roof and an aggressive-looking rear diffuser and spoiler. The roofline is inspired by the 959, with the rear sculpting based on the 911 GT1. The narrow LED daytime running lights follow the style introduced on the Taycan, while there is also a large cooling fan mounted above the rear engine bay.

On his arrival at Porsche, Sühlmann said he studied the history of the brand and identified a number of key design features, along with varying shoulder lines for the sports car, SUV and saloon range.

“The Bauhaus rule is that form and function work together and that’s vital in the exterior and interior of our cars,” said Sühlmann. “So the torpedo fenders that everyone knows sit higher than the bonnet, because it’s very important when you drive our cars that you know where the wheels are standing and the car is ending.”

Aerodynamic efficiency has also been a clear focus, reflecting Porsche’s motorsport heritage, and includes a rear wing that retracts when not required.

The Mission S has some new design cues too, such as the narrow split rear light elements. But there are numerous callbacks to older models, including the ‘telephone dial’ wheels that echo those of the 928.

Inside, the Mission S features a stripped-back driver-focused design, which is inspired by the 550 Spyder and the 356. It also has an analogue rev counter as one of five round instruments behind the steering wheel, with a number of physical controls and displays. Notably, the position of the round instruments alters depending on the drive mode selected.

There is no central touchscreen display, but a smartphone can be attached to a retractable magsafe attachment. Other unusual design elements include the seatbelt buckle attaching to the centre console.

Even the paint of the Mission S show car reflects Porsche’s motorsport heritage, with specially developed shades of white, and black chrome.

Technology

The production version of the Mission S is still in the early phases of development as Porsche works on the platform that will underpin it. But the firm has given clear hints at the direction it will take.

The Mission S will sit on “a highly flexible platform” that is based on existing Porsche technology. Leiters said the company is working on this internally, rather than taking the mid-engined architecture of sibling brand Lamborghini, which was also used as the basis for the Audi Nuvolari.

Unlike the Mission X electric hypercar concept, the new Mission S will be purely combustion-powered. “We will listen to the customer,” said Leiters. “We have the flexibility in the platform to do full internal combustion, hybrid and also plug-in hybrid. There won’t be an EV on that platform because there is no demand in the segment for EV yet.”

Porsche is reinvesting in combustion powertrains, having moved away from its plan to go electric-only. In the medium term, it expects to offer a roughly 2:1 mix of combustion to EV models in its line-up. But at the higher end, where EV demand is slower, ICE cars will dominate.

Future Porsche models will feature four-cylinder, V6, V8 and boxer engines – with the V8 the most logical to fit in a new mid-engined range-topper. That is hinted at by the extreme styling of the Mission S’s engine cover, which features a large cooling fan inspired by the one fitted to the 917. One other option could be a flat eight: longtime Porsche tuner Ruf recently produced a 1000bhp version, and Porsche experimented with layout for a stillborn 918 Spyder successor.

Fiat Multiplina: Tiny four-seater must lose weight to make production

Thu, 15 Oct 2026 14:53:48 +0100

New electric quadricycle is a four-seat sibling to the Topolino, with the same footprint as the classic Fiat 500

Fiat has almost finalised the design of the Multiplina, its four-seat microcar – but it must shed weight before it can go on sale.

The new urban runabout made a surprise appearance at the Paris motor show, having previously been previewed in a single picture earlier this year.

Its styling has evolved since that image was first published, and Fiat's head of design, François Leboine, told Autocar that it's now "close to production".

Due on sale in 2028, the Multiplina is not a traditional car but instead a quadricycle, meaning it follows a different ruleset to be homologated for road use.

It's based on the Citroën Ami and Fiat Topolino, which sit in the L6e class so are restricted to 8bhp and a 28mph top speed. The Multiplina is being developed for L7e, which raises those limits to 20bhp and 56mph.

The L7e regulations allow a maximum weight “in running order” of just 450kg, which is an increase of only 25kg compared with L6e.

The Multiplina is essentially a stretched Ami, which already weighs a claimed 417kg. The addition of two more seats, more metal in its structure and a larger battery – for a longer range than the Ami's 46 miles – tips it over the allowed 450kg.

Leboine said: “The problem is the weight. L7 is still 450kg maximum. If you start from a Topolino, you add two people and you extend the chassis, you immediately increase the weight in every dimension. You quickly pass the limit.

“The exercise is to reduce weight: to find tricks and ideas to get rid of weight everywhere. It’s a bit like in a race car – and it's funny, because it's got nothing to do with racing. It's the same approach. If you can make a hole in a piece, you make a hole. It's really about reducing, reducing, reducing.”

Former Fiat boss Olivier François said recently that the Multiplina would “be super-important for us, because it's really the missing link between Topolino and the traditional city car”.

To that end, it will slot into the Italian brand's line-up between the Topolino and the 500.

The Multiplina concept takes its name from the 600 Multipla of 1956, which Fiat called the “original people mover”, but the firm also noted that it has a similar footprint to the 500 of 1957.

That would make it just under three metres in length, compared with 2.53m for the Topolino.

The styling of the new concept makes clear callbacks to the classic 600 Multipla, including the overall silhouette, vertical nose and round headlights.

François said it would “play a lot on our DNA and be rooted in our style”, adding that it shows that “Fiat will be the brand within Stellantis that will really go all in on micromobility”.

The expansion into ‘urban mobility vehicles’ – the category below full-sized cars – is part of Fiat’s continued focus on small and affordable vehicles, centred around the 500 and Panda, the latter of which continues to be sold in Italy.

The forthcoming Grizzly is a Dacia Duster-rivalling C-segment SUV and will be the largest vehicle the firm will produce.

The Topolino was launched three years ago in Italy but is only now being introduced in the UK, priced from £8995.

Commercial division Fiat Professional also now offers the Tris, a three-wheeled commercial delivery vehicle based on the same underpinnings.

What was the original Multipla?

The original 600 Multipla was produced from 1956 until 1967, with Fiat shifting around 240,000 examples.

Described by Autocar in 1957 as “one of the most original and ingenious small car designs to appear since the war”, it featured the drivetrain from the 600 and the front suspension from the 1100.

It measured just 3531mm long yet could seat six people, in part because of its boxy design (we wrote that “the outline of the Multipla is no more than a modified rectangle” but praised its “attractive, chunky look”) and the fact the driver’s seat was located directly above the front axle.

Fiat subsequently revived the Multipla name for a radically styled – and much larger – Bravo-based MPV in 1998.

Read our Mk1 Multipla review from 1957 here

Peugeot e-T16 hyper-hatch could enter production "next year"

Thu, 15 Oct 2026 11:26:47 +0100

Concept's technical specification is viable for sale now; RCZ coupé hinges on tech that isn't yet ready, however

Peugeot wants to make the dramatic e-T16 and RCZ Vision concepts a production reality – and the former could be ready as soon as “next year”, according to CEO Alain Favey.

The e-T16 was unveiled at the Paris motor show as a first look at the next generation of the e-208, hinting at that supermini's general shape and lighting signatures. But with an 805bhp dual-motor powertrain and striking wide-arched bodywork inspired by the 1980s homologation-special 205 T16, it seemed unlikely to be up for production consideration.

Yet Favey told Autocar that “it is technically feasible”, pointing to the concept being underpinned by Stellantis's new STLA One platform as proof of its viability.

Favey said: “We can make it. The car is based on STLA One. We have a lot of elements from the new e-208. We can make it as it is, as you see it here. We can make this car next year. Let's see.

“That’s an easier exercise in a way, to say ‘let’s make a car that makes you dream but at the same time a car that we can make'. It’s at least a car we can make. It's technically feasible.”

Favey pointed to the involvement of motorsport arm Peugeot Sport in the e-T16’s development as proof of its feasibility, adding that its technical specification wasn't just dreamed up for the sake of grabbing headlines.

“[805bhp], this and that and the other, they are real facts,” he said. “If we make this car, we can make it. That’s the performance we can get to.”

A production version of the e-T16 would likely be a low-volume, high-cost halo product for Peugeot, in the same sense as the similarly conceived Renault 5 Turbo 3E.

Favey didn't discuss pricing, but the £140,000-£220,000 figures mooted for the 5 Turbo 3E indicate what Peugeot could charge for the four-wheel-drive “hyper-hatch”.

Together with the new RCZ coupé, it would spearhead Peugeot’s push further upmarket with “sporty”, design-led cars that are crucial to its wider growth aspirations.

Favey said the brand is looking to increase its annual sales volumes from 1.1 million to 1.5 million cars, targeting “profitable growth”.

RCZ could take 'five or six years'

Although Peugeot would like to sell a car like the RCZ coupé, its low-set proportions aren't viable with the brand's existing EV platforms and technology.

The design hinges on the use of thin, energy-dense solid-state batteries that can be recharged in little more time than it takes to refuel an ICE car, and these aren't yet on the market.

Favey said: “That's a wish list. That's what we need, and even if it's five years or six years, that's what we need one day. The e-T16 is a completely different story.”

Favey also ruled out the prospect of building a new entry-level model in the vein of the old 108 city car: “We have no plan to go down [market] to what the other brands do very well, like with the [new] Citroën 2CV. We have no plan for going down in terms of pricing but rather up and offering more value and more design for the future.”

This, he said, will remove Peugeot from competition with the value-led Chinese brands that have already taken significant market share from some of Europe’s biggest players.

Favey explained: “It's a way for us to respond to competitors like the Chinese competition, who play a lot on pricing. We know we're not going to win the war on pricing. That’s clear for millions of reasons. You know very well this is not a war we can win.

"But we are actually winning the commercial war. Being clear on design, on technology, on innovation, that's where we are at home, with sporty cars.

“We have a heritage we need to refer to to remind people: if they want this heritage to continue for the next 200 years, maybe they should buy a car that is contributing to this heritage here in Europe, contributing to the European economy, to the European employment.

“That's a message to say as well. If you want this heritage to be there in 20 years' time, maybe it should be a part of your buying process, to think what brand you’re buying and whether it contributes to the European economy.”

Honda Civic gains Prelude's simulated gearbox tech

Thu, 15 Oct 2026 09:56:20 +0100

'S+ shift' system brings virtual gearbox and engine sound in bid to boost driver engagement

The Honda Civic has gained the Prelude’s simulated engine and gearbox technology in a bid to ramp up the family hatchback's driver engagement.

The Civic is a hybrid and its internal combustion engine is used primarily to generate electricity for its 181bhp electric motor, which drives the wheels. The engine is used for forward motion only under higher loads, such as at motorway speeds.

The addition of the ‘S+ Shift’ system from the Prelude means the electric motor can now give the impression of behaving similarly to a traditional combustion engine and automatic gearbox, should an owner desire. It simulates the change in sound and performance as ‘revs’ build, as well as the interruption of power as it changes through its eight virtual ‘gears’.

It is activated by pressing a new S+ button on the centre console.

When the S+ system is engaged, the paddles mounted on the back of the steering wheel – normally used for adjusting the strength of the electric motor’s regenerative braking – can be used to change up or down a gear. Downchanges automatically blip the throttle to match revs for a smoother transition.

The system will be fitted as standard on the middle-rung Sport trim (£34,415, including a £2500 discount applied until 31 October 2026), which has gained an uprated Bose sound system to better deliver the simulated engine noise. The kit is also included in the range-topping Advance grade (£37,495, including the discount).

The first EV to offer a simulated combustion powertrain was the Hyundai Ioniq 5 N, but Honda has since followed the Korean company’s lead and installed it in the Prelude hybrid and the Super-N city car.

Although such technology is not yet a perfect match for a physical combustion engine and gearbox, it is pitched as a way of offering a traditional driving experience during the transition to more energy-efficient and lower-polluting hybrid and electric powertrains.

Other manufacturers using such technology include Porsche, which will employ it in the next-generation Porsche 718 Boxster EV, Kia and Mercedes-AMG.

Jaecoo sibling iCaur confirms UK launch in 2027 with V27 4x4

Thu, 15 Oct 2026 09:30:00 +0100

Defender-sized range-extender EV will be first model from fifth Chery brand on UK market

Chinese giant Chery has announced that it will bring its iCaur off-roaders to the UK in the coming months, confirming a recent Autocar scoop.

We reported last month that the 'adventure'-focused SUV brand had started customer clinics in the UK as it evaluated the viability of a market launch - and now it has confirmed it will come here in early 2027.

iCaur will be Chery's fifth brand in the UK, joining Omoda, Jaecoo, Chery and Lepas. Freelander, the company's joint venture with JLR, is set to follow down the line, as could the Jetour SUV brand.

iCaur, which is called iCar in China but renamed elsewhere to avoid a dispute with Apple, will start with the V27, a chunky, Defender-sized 4x4 that uses a 450bhp range-extender EV powertrain in other markets.

It hasn't yet said whether it will offer the V27 with exactly the same powertrain in the UK but has confirmed it will be electrified and "will deliver electrified efficiency alongside off-road capability".

Other cars from the Chery group currently offer petrol, plug-in hybrid and electric power in the UK.

iCaur said it "arrives with the backing, experience and resources" of its parent company but will operate "as a standalone brand", unlike Omoda and Jaecoo, which share a retail network.

The V27 has been seen testing in camouflage on UK roads recently, Chery having opened a new engineering base at the Millbrook test track in Bedfordshire to adapt its models to suit UK market requirements.

The company has given no indication of how much the V27 will cost in the UK, but opened order books in select European markets earlier this month, with prices starting from €55,000 - equivalent to around £46,000. JLR's cheapest Defender 110 costs around £18,000 more than that.

iCaur also sells a smaller, pure-electric crossover called the V23, which hasn't yet been confirmed for the UK but could follow the V27 into showrooms, given the popularity of such models in the market.

There's also the mid-sized V25, which uses a REx powertrain like the V27.

Details of iCaur's retail operation in the UK remain to be confirmed, but Autocar understands that Chery has begun the dealer recruitment process and has been showing the V27 to prospective vendors.

2028 replacement for ICE Porsche Macan begins to take shape

Thu, 15 Oct 2026 08:00:00 +0100

New test mule hints at lower, wider stance for high-performance cousin of Audi Q5

Porsche’s replacement for the combustion-engined Macan is beginning to shape up – and it's set to look significantly more aggressive than the related Audi Q5.

As part of its new ‘Sportswagenschmeide 35’ strategy, Porsche confirmed last week that the new SUV will arrive in 2028 and be sold “in parallel” with the Macan Electric.

As previously reported by Autocar, it will be based on the same Premium Platform Combustion (PPC) as the Audi Q5 – hence the test mule having the same outward appearance as that car.

However, it features several key modifications, including wider wheel arches and a larger front grille that differ from those used on previous prototypes of new Q5 derivatives.

Its black paint also signals its origin: Porsche uses the shade on all of its prototypes, including those for the upcoming 718 Boxster Electric and the current Cayenne Electric and Macan Electric.

The foam blocks mounted around the arches and undertray are used to verify ground clearance in real-world conditions. They suggest the Macan will sit significantly lower and wider than the Q5, which should endow it with greater dynamic capabilities.

A Porsche spokesperson declined to comment on the new images.

Although the car’s final look remains a secret, new Porsche design chief Tobias Suhlmann recently suggested that it would be distinct from that of the Macan Electric.

He said: “First of all, it should look like a Porsche. That is for me the overall target. We've talked about torpedo fenders; you should see them also in an SUV. There are technical needs that are different in an EV and ICE [internal-combustion-engined], so you always need to design it in comparison to the technical bits that sit underneath the shape."

CEO Michael Leiters recently described the new ICE Macan as one the German company’s “immediate priorities”.

Production of the previous ICE Macan ended in July, yet it still outsold the EV during the third quarter of this year – at 27,996 and 23,029 examples respectively. The total of 51,025 Macan sales represented a 21% reduction compared with the third quarter of 2025.

As part of its strategic overhaul, Porsche is targeting value over volume; to make a larger profit from a smaller number of cars.

Key to this is greater customisation, which will increase the average transaction price of each car the brand sells – a tactic that has proven bountiful for Bentley and Rolls-Royce, among other luxury brands.

It's also evaluating the business case for a new mid-engined halo model underpinned by the new “super-sports car platform” confirmed by Leiters last week.

Porsche will tonight unveil the Mission S, a concept car that's expected to preview this new ICE supercar.

Renault CEO: Rival firms using our platform must make their cars look different

Wed, 14 Oct 2026 14:27:02 +0100

François Provost says Nissan, Ford and Mitsubishi must now ensure "enough differentiation" from Renault relations

Renault has taken steps to increase the differentiation between its models and those from rival brands built on its platforms.

The French firm has a number of partnerships to produce cars for other manufacturers, in particular on its RGMP Small platform, which is used for the 5, 4 and Twingo. It currently produces the 5-based Micra for Nissan, will soon start to produce the Twingo-based Nissan Pixo and has agreements in place to build future models for both Ford and Mitsubishi.

The Micra in particular is notably similar in design to its Renault relation, with a virtually identical interior, the only major external differences being the front and rear light designs.

Renault has previously offered partners varying levels of differentiation, up to bespoke body panels, although that also pushes up the price of manufacturing.

Due to confidentiality agreements, Renault executives don't have prior oversight of the cars it produces for rivals, but senior sources have told Autocar there was some consternation at the lack of design alterations made to the Micra.

Renault Group boss François Provost has now changed the scheme introduced by his predecessor Luca de Meo to ensure that future rival models are more distinct from the Renault versions.

“We did not request enough differentiation,” he said at the Paris motor show. “Everything is linked to differentiation. Look at the Dacia Spring: the Twingo and Spring look like different cars but the platform is the same.

“This is a change compared with my predecessor. I will never do partnerships without enough differentiation.

"With Ford, [CEO] Jim [Farley] has exactly the same view. He said that if he chose to partner with Renault, the car must be a Ford. We will discover that together, because I cannot legally see the design of the Ford.

“So I prefer to do less partnerships with strategic partners who want a one-shot tactical partnership and more for the long-term. Now you will see each time is with enough differentiation.”

Nostalgia fuels wave of retro revivals - but can cars make the future look happy, too?

Wed, 14 Oct 2026 09:02:25 +0100

New Citroën 2CV may have put smiles on faces, but people turn to nostalgia when they're scared of the future

“When you see the current situation of the world, I think everyone needs a smile on our face,” said Citroën’s Antoine Gaillot-Drevon in sharing his latest design, a reborn 2CV.

I couldn’t agree more. But I also feel this comment exposes an uncomfortable truth: that a trend for retro design is a signifier of an unhealthy and unhappy society.

Citroën, it’s fair to assume, felt compelled to invoke a beloved past product because Renault has done so phenomenally well in what was a sluggish market by nostalgically recreating the 5 – and has continued to do with a new 4, a new Twingo, a new 8 Gordini and now a new Espace. That success may explain why we also saw a new retro Alpine and a new retro Peugeot at the Paris motor show.

The new 2CV is a great bit of design: cute, friendly, colourful, respectful of its inspiration but not shackled to it. But the main reason why people love any of these cars is because it reminds them of those old cars, and by extension the periods to which they belonged.

A happier time, they think, a simpler time. That is of course not the full truth of the matter. They are peering back through a haze. Yes, the ’50s, ’60s, ’70s, ’80s or ’90s will have been particularly happy parts of various people’s lives, but nostalgia is a powerful drug, stripping away the worries, fears and stresses we struggled against then while purifying and emphasising the fun, romance and hope that we found in escaping them. Naturally, therefore, nostalgia becomes more popular when times are harder. It’s a crutch, a comfort blanket.

It’s not just the automotive industry that is showing the telltale signs of this malaise: the kids are wearing the exact kind of clothes the kids wore in the early 2000s and the top 40 pop charts are continually filled with familiar old classics.

European economies are still struggling to recover from the disaster of 2008. We have suffered from rampant inflation and cost of living crises. We were thrown into a deadly pandemic. Politics has become ever more divided, polarised and vitriolic both here and in the once reassuring presence of America. An unfamiliar new global superpower has risen in China. And now artificial intelligence threatens to take our jobs and, by its creators’ own admission, possibly kill us all within the next decade. Who could blame anyone for wanting to run back into the familiar past? How could anyone be expected to look toward the immediate future with excitement and optimism?

The 2CV emerged in the immediate post-war period, when times were incredibly tough and uncertain for Europeans – more so, indeed, than they are now. But people also had a sense of an opportunity to build back better, to banish the problems of the past. They wanted to look to the future, because the future could only be better than the past. The 2CV was an exciting, novel offering, and even if the average French person couldn’t have afforded one right then, they felt hope that they would be able to one day.

Now there is a sense of listlessness, stagnation and indirection about our society. It’s hard to imagine how a novel, future-facing car would look for us. Perhaps the only real answer is a car defined and controlled by AI – but that is a prospect that most people find scary and uninspiring, not exciting and hopeful.

It can be argued that retro design is a way to remind customers of the vast heritage that European companies have, amid an onslaught of Chinese arrivals offering better value for money. But that is no real justification: to survive into the future, no company can simply lean on its past. Indications of confidence about progress are vital.

In no way do I mean to attack Citroën here: its designers have undeniably fulfilled their goal to make people smile, just as Renault’s designers did with the 5, and that should be celebrated when there's so much negativity around. But I do mean to say that the more popular retro design becomes, the more worrying the trend becomes.

Someone needs to find a way to make people smile by pointing to a hope-inspiring future – and urgently.

Zenos E10

Wed, 14 Oct 2026 08:00:00 +0100

British-built, mid-engined Caterham-killer returns with a stronger punch – and a much higher price Thanks to some clever nomenclative thinking from company founders Mark Edwards and Ansar Ali, Zenos is the niche British sports car minnow whose catchy name you might just remember.It was founded in 2013 when the aforementioned pair, having left Caterham (both were also Lotus veterans), set up a rival outfit with a more modern, clean-sheet-designed track-day product, built to a very keen price.It turned out to be too keen: in 2016 Zenos went bankrupt. The year after its assets were bought by Alan Lubinsky of AC Cars. And now, with the company revived, the E10 has been updated and is almost ready for public consumption.

Buckle up: The seatbelt that knows if you're wearing it wrong

Wed, 14 Oct 2026 07:30:00 +0100

ZF Lifetec's new infrared belt lets camera-based systems see whether you're wearing your belt as you should

The EU is tightening up its laws governing in-car safety. As of 7 July, all new vehicles must be fitted with camera-based systems monitoring driver fatigue and distraction. Safety testing organisation Euro NCAP is focusing on driver attention monitoring too, plus the effectiveness of restraint systems (such as seatbelts) in real-world use.

With that in mind, components supplier ZF Lifetec has developed a new technology called the infrared belt, which lets camera-based systems reliably detect whether belts are being not just worn but worn correctly.

Seatbelt buckles are designed to detect whether the 'tongue plate' is inserted and trigger a warning if it isn't, but that doesn't necessarily mean the seatbelt is being worn safely or at all.

Likewise, conventional RGB cameras can only do so much: optical reflections or identically coloured backgrounds can make the detection of a seatbelt's path difficult. ZF Lifetec now claims to have solved this problem through a combination of special materials and infrared cameras.

Its infrared belt combines different yarns with specific spectral properties, which produce an optical signature that the infrared cameras can interpret clearly. Cameras working on this spectrum can detect differences in the reflection and light absorption of materials, and in their view the seatbelt stands out from clothing, skin or seat surfaces no matter how poor or diverse the lighting conditions within the cabin. The result is a stable, high-contrast image.

One important factor of infrared cameras is that they can track the path of a seatbelt along the wearer's body. Based on this, a car's manufacturer can use intelligent algorithms to figure out whether the seatbelt is correctly and safely positioned over the shoulder or is unsafely positioned - for example, being worn under the arm or behind the back.

ZF Lifetec maintains that it's only the combination of its new seatbelt's special material properties and infrared detection that allows a car to accurately check that all is well and wearers will be properly protected in real-world conditions.

The company claims the system meets Euro NCAP's requirement that seatbelt misuse be communicated to the driver through the usual audio-visual warnings.

Beyond this kind of technology and the new driver distraction monitoring, it's anticipated that further enhancement to occupant monitoring will come as part of Euro NCAP's Vision 2030 Roadmap plan.

ZF Lifetec has designed its infrared belt to work for all seating positions. Series production will begin this month.

Volkswagen to gradually halve line-up through 'natural transition'

Wed, 14 Oct 2026 06:00:00 +0100

Brand boss Thomas Schäfer says downsizing will partly be a result of electrification process

Volkswagen will reduce its range through “natural transition” rather than systematically axing a number of models, according to CEO Thomas Schäfer.

The Volkswagen Group is currently undergoing a major restructuring and has pledged to reduce the number of models and variants across its whole portfolio by around half.

Asked at the Paris motor show how that would impact the Volkswagen brand specifically, Schafer said: “We started this debate mainly because of the 2035 end of combustion engines in Europe. It’s not a miracle that after 2035 you will not have a Polo and an ID Polo or a T-Cross and an ID Cross. So you automatically have a reduction.

“We were working on what is the ideal portfolio [for Volkswagen] in 2035 and in what size [of cars] – small, high, and so on – and we've done that. Then we've done the same with Skoda. Then we’ve done the same with Cupra. We just aligned all of that, and out came a top portfolio for 2035, which is half the size. This wasn’t a miracle, it was actually a natural transition and a reorganisation of the portfolio to the most profitable products.”

Part of the Group's strategy is to introduce greater collaboration between the brands, in particular Volkswagen, Skoda and Cupra - which each sit within the Core group headed by Schäfer.

He explained that in the future models would be managed in “synergy groups” so that “we are not all fishing in the same spot at the same time”.

That doesn’t rule out multiple brands having vehicles in the same areas – as is the case now with the ID Polo, ID Cross, Cupra Raval and Skoda Epiq small EVs – but in such cases the projects will be clustered and assigned to a specific brand to lead.

One example of this new strategy is the forthcoming production version of the ID Every1 city car concept, which will sit on a cut-down version of the ID Polo’s platform. Only Volkswagen will offer a car in that class, which Schäfer said is down to the small size of the market.

Jaguar Type 01: What really happened when the wraps came off?

Wed, 14 Oct 2026 05:00:00 +0100

After years of build-up, Jaguar finally transforms into a luxury EV brand - and we were there to watch

The venue: Storied NYC, originally a taxi depot in the late 1900s, later photographer Annie Leibovitz's home and studio and now an events space in New York's Chelsea, on the west side of Manhattan Island, within throwing distance of the Hudson.

Jaguar has had some roads closed on the surrounding block to accommodate the arrival of a Type 01 and a fleet of Range Rovers dropping influencers and celebrities (including film star Florence Pugh and pop star Sienna Spiro, who will later sing) at the door, in front of an advertising board thronged by paparazzi.

But given the city traffic has horns blaring and sirens whooping, easier access is via a walk along the High Line, a former railroad spur turned elevated park that runs next to the building. Brick, concrete, moody lighting... Demonstration exhibits from the earlier press presentation (a full-size silhouette of the car and the 'impossible panel', a 3.5m-long aluminium pressing) are left in place as some 400 attendees (in 'elevated smart casual' dress) mingle.

At 8:03pm, a video starts; smoke appears then clears to reveal a Type 01 and Jaguar managing director Rawdon Glover as the whoops fade.

In the end, when the covers are pulled back, what we see isn't a big surprise. After two years of teaser pictures, computer renderings, the Type 00 concept car and, finally, on the afternoon of the unveiling, an inadvertently uploaded picture of a hapless journalist's video thumbnail, how could it be a surprise? Yes, the new production Jaguar really does look like this.

Wild. Very big. Very small glass area. Wheels more than half the car's height. A clean, four-seat interior with clear demarcation between zones.

This launch-specification Type 01, finished in the very same colour that the first clay design model was painted in a Gaydon studio more than four years ago – after which it was picked unanimously out of 18 potential contenders – will arrive on the road mid-next year.

"Ask yourself: have you ever seen a car like this before?" implores Alexey Andreev, its lead exterior designer.

No but, by Jaguar's own admission, sort of yes too. True, we haven't seen an electric car with 23in wheels and a sub-1400mm roofline and no rear window before, yet Jaguar says we have seen elements of the Type 01's proportions before.

The company continues to put distance between its initial and so controversial 'Copy Nothing' advertising campaign from November 2024, which followed JLR creative chief Gerry McGovern's comments that the Jaguar brand "had no equity whatsoever"; both occurrences Jaguar would prefer hadn't played out as they did. Since then both the design boss and the messaging have changed.

That Jaguar needed reinvention is something still widely acknowledged, but the company now knows that turning its back (or seeming to) on Jaguar's history was upsetting, a wrong they're still attempting to right.

Hence Glover's opening remarks as the cover comes off the Type 01: "We need people to desire this vehicle like they did great Jaguars of the past.

"It returns Jaguar to its natural habitat, to what we did best, to what made those cars so desirable: a low roofline and a reversed [cab-rearward] stance."

Rather than testing competitor cars when the Type 01 project was initiated, Jaguar's designers and engineers spent days scouring and driving the company's own back catalogue for inspiration, most notably honing in on coupés like the 1970s XJC and XJS. It smarted with some staff that their bosses didn't tell the wider world about that. The insistence now, though, is that the Type 01 is a Jaguar true to the company's heritage and was always supposed to be.

"We think New York is a centre of creativity and culture, very much in keeping with us, that sense of old and new," Glover says. "It's like Jaguar: a mix of incredible history but looking forward."

The Type 01 initiates a new era for Jaguar after a self-imposed hiatus, then, as a 1016bhp, tri-motor, 5.2m-long electric car with a 3.2m wheelbase and almost a metre between the windscreen and the front wheels—the 'luxury gap', as Jaguar calls it.

There's a long bonnet even though EVs don't strictly need one, so Jaguar found a use for it: it houses one pack of battery cells and some high-voltage electrical gubbins, both of which would traditionally sit beneath the passenger cabin floor. This makes the Type 01 a departure from the kind of skateboard architecture that usually means "with electric vehicles you will find you sit on the car, not in the car," according to Tom Bury, Jaguar's product marketing director. "This is a GT car," he added.

The separated battery packs of the new Jaguar Electric Architecture, which makes its debut underneath the Type 01, allow the cabin floor to be lower. The seat bases are effectively atop the packs with 'foot garages' cut before them, hence allowing that rakish profile, with a roof height so low that the creators of the Ferrari Luce must look upon it enviably.

This isn't an SUV. One of those will follow, probably the next Jaguar out of the gate, based on a different architecture. But for now the reinvention of Jaguar starts with a bespoke-engineered, four-door, four-seat fastback.

And whatever you think of the Type 01's appearance, isn't there something admirable about that? JLR is in global terms quite a small car company, making hundreds of thousands rather than millions of cars per year, yet it's a company that likes to do things itself. It makes mostly large SUVs, yet it uses four different platforms to underpin its models. That beneath the Type 01, which will surely be a niche product, is currently used by nothing else, though the next Jaguar along will use it too, which is how JLR expects to recoup that investment.

The Jaguars that follow, we suspect, will be the ones that make the money, with the Type 01 if not exactly acting as a loss-leader then at least being a car that sets the tone for Jaguars to come.

Jaguar won't talk production volume beyond Glover saying the company would like to make "one fewer car than the market demands", but it confirms that it's shifting the area in which it wants to sell cars.

"Our business model is about value, not volume," Glover continues. "The average retail price for a Jaguar was about £60,000 and now we need to double that. We think we're on the right course and the vehicle will resonate with the right clients."

Other JLR brands haven't had a problem in moving upmarket. Range Rover recently sold a car for more than £400,000 and a £250,000 car is not an anomaly for it. This is the kind of arena that Jaguar intends to move into.

As part of the Type 01's launch cycle, 60 cars will be offered in the striking London Red or Blue Ultramarine colours in which the Type 00 concept was finished. The bespoke programme that has become so significant for Range Rovers will be developed for Jaguar too.

The Type 01's design – design being the number-one reason luxury car buyers choose any car – is pivotal to that. Company insiders say the uncompromising dedication to turning the original vision into a production reality "pretty much exactly as you see it" (according to Andreev) wasn't down to design department insistence – as in it didn't take McGovern being awkward – but rather clear instructions from the highest level of JLR's owner, Tata. That's why the Type 01 looks incredibly similar to the original vision, whereas rival car companies' concepts and realities can look rather more different.

Not that that's necessarily a bad thing: the reason Jaguar needs reinvention when the German big three don't is because they have delivered a consistent level of model-line design and engineering that Jaguar simply hasn't previously matched. BMW doesn't need to fundamentally change because it routinely sells more than two million cars per year. The respawning of Jaguar is ultimately an indication and acceptance that it was mortally wounded in a previous incarnation.

The XJS is the car that I probably return to most when trying to gauge where the Type 01 sits in Jaguar's catalogue. There are other long-bonneted, low-roofed coupés in Jaguar's history too, but this 1975 car, whose 21-year production run was probably twice as long as it should have been, today looks very much of its time, in a way that I wonder if the Type 01 will in 50 years' time.

Glover acknowledges that the XJS wasn't universally loved at its launch, and now Jaguar says that polarisation is better than 'meh' when it comes to the Type 01's design; that for everyone who decides not to have one, there will be someone who likes its "exuberance" and "presence" so much that nothing else will do.

Glover says that during a recent visit to the millionaires' playground of Monterey Car Week, he found several classic Jaguars in attendance, and "it's our job that in 40 years time there's a Type 01 there".

Jaguar's previous problems weren't only down to design or model competence, of course, and there's still evidently more work to do in those other areas too. "We will open for deposits tomorrow," Glover tells us at the launch, but immediately following the unveiling a friend of Autocar visits the Jaguar website and, when he asks it where nearest the retailer is to his Somerset home, it directs him to Vertu Accident Repair Centre Yeovil. A marketing email duly arrives with him too, and when he clicks the link within it, it returns a 404 server error. I then ask the same about Oxford retailers and am directed first to Top Gun Refinishing, a repairer in Kidlington, over the Jaguar Oxford dealer.

Jaguar will hope that repairers and service centres are a long way down the list of Type 01 owners' concerns. Carlee Hardaker, its communications and marketing director, says the Type 01 has undergone "700,000 and still counting" miles of real world-testing, as well as 200,000 hours of virtual testing. "We have confidence in its Nvidia computer chips, having run 15,000 tests on those," she added.

Final tweaks, particularly regarding software integration, are still being made to the Type 01, which has a 50:50 weight distribution, rear-wheel steering and a yaw point, its engineers say, where the driver sits, making it feel like the car is turning around you and reputedly making what is a big car (no weight has been quoted, but 2600kg would seem a reasonable estimation) feel surprisingly agile. Our early testing supports that.

"Electric cars are all quick, all quiet," Glover says. "That's not enough."

If all engineering and design planets align, it's still fair to harbour concerns about whether there are enough people in the world who want to spend £150,000 on an electric four-seat GT. For all the furore, I wonder if a new Jaguar SUV will financially have more riding on it, when that arrives within the next couple of years, than the Type 01 - if it's possible to ignore the fact that the GT sets the tone for all future Jaguars.

Still, as the music dies down, the spotlights settle on the stage and the crowd takes in the realities of the Type 01's shape, Glover says it with no little understatement: "This is quite a big moment for us."

Renault mulls building 8 Gordini as follow-up to 5 Turbo 3E

Tue, 13 Oct 2026 12:30:00 +0100

Autocar's vision of a reborn 8 Gordini production car

CEO says rally-inspired retro coupé "could be one of the opportunities" in Renault's sporting push

Renault could follow up its 5 Turbo 3E with a limited-run, high-performance sports car based on the new 8 Gordini concept, boss Fabrice Cambolive has confirmed.

The 5 Turbo 3E is based on the new Alpine Performance Platform (APP) developed by Renault’s performance brand for its next-generation A110 sports car, but also features bespoke in-wheel motors that produce combined 533bhp.

The hyper hatch, which will enter production in 2028, is limited to 1980 units, with prices starting from around £135,000.

The 8 Gordini on display at the Paris motor show is a concept that revives Renault’s classic saloon as a two-door coupé, with styling that pays tribute to the fabled Gordini tuning firm.

“With the R5 Turbo 3, we wanted to show that Renault has the capacity to be sporty and fun with an EV," said Cambolive. "And when when we discussed Gordini, we wanted to show we could do an electric car with a lot of emotions, sportiness and desirability. And nobody told me ‘ah, it's electric, I don't like the car’.

“Frankly speaking, shifting to electric is a big move if you take the legacy of Gordini. So what does it mean for the future, then? It means in the future we have to give confidence to our people that we are capable to create a small series of sporting cars focused on electric fun-to-drive.”

Asked by Autocar if the 8 Gordini could follow the 5 Turbo 3E as a limited-run special on the APP, Cambolive said: “First we have to sell the R5 Turbo 3E, and then deliver the first examples. After the Turbo 3E, the Gordini could be one of the opportunities.”

The reimagined version of the popular 8 saloon, first launched in 1962, is the first product to emerge from the French firm’s design studio since Alexandre Malval took over as design chief.

It also serves to celebrate Gordini, the performance firm that achieved success in racing and rallying with tuned Renault models, before eventually becoming part of Renaultsport.

While the 8 Gordini concept contains hints of design features that could be used in future models, Renault insists that it's intended strictly as a one-off that will eventually be displayed in the firm's new museum in Flins, France – where the 8 was originally manufactured.

“The original 8 was a very humble car, a sort of working class hero,” said Renault concept car chief Roman Gauvin. “We wanted to keep that honesty for this concept. It’s not a two-metre-wide, 1000bhp machine: it’s still approachable and makes you smile.

"It’s about how we position ourselves against sports car brands: for us, it’s the fun factor. We’re not here to design a car that’s going to shave half a second off a lap time at the Nürburgring; it’s fun, small, agile and nimble.”

While the original 8 was a four-seat saloon with its engine at the rear, the new concept is a two-seat coupé that measures 4120mm long - slightly more than the Clio.

It sits on 19in wheels at the front and 20s at the rear, and while this is strictly a show car, Renault claims power comes from a 270bhp electric motor.

Asked about the decision to revive the for the concept, Gauvin said: "This car is less well known than other that we have, but it's very relevant. The Renault 8 was very honest: it wasn't trying to be the most powerful or expensive car in its segment, but it has approachable values that not many brands can tap into."

Styling-wise, the concept retains the original’s distinctive round headlights, while Renault’s design team has also added lower spotlights that nod to the Gordini version’s rallying heritage.

It's also finished in the historic performance brand’s traditional blue and white paint scheme, complete with racing stripes.

At the back, the lights are integrated into the bodywork and become invisible when the car is turned off – a technology that Renault claims could be used on future production cars.

The concept has a motorsport-inspired interior, complete with bucket seats and an aluminium dash featuring round digital dials. Soft fabrics are used on the dashboard; the aluminium centre console feetures a number of toggles; and there are a few other physical button controls and even a rally-style footplate in the passenger footwell.

Asked which elements could reach production cars, Gauvin said: “I think we’ve found the balance between looking dynamic but not aggressive, and that’s something I’m very interested in using for future Renault cars. That’s something very Renault.”

Gauvin highlighted the 'disappearing' rear lights as being one technology that could have particular relevance to future models, adding: "I will try to work with the engineering team on the solution to those. It's possible [to put into production], but we need to go all the way to feasiblity. But the fun part of my job is to come up with problems to solve.

"An engineer needs something to fix. As concept car creators, we are useful in coming up with crazy ideas with problems, and then they have something to work on."

Asked outright if Renault had any plans to revive the 8 saloon in the future, Gauvin replied: “No. Today it’s just a concept car and we don’t see a future. The purpose was more to celebrate Gordini.”

Asked if that could change depending on the public reaction, he said: “I know some people you can send emails to.”

Renault could build bold Espace MPV – but SUVs come first

Tue, 13 Oct 2026 11:00:00 +0100

Renault has challenged crossover convention with retro Espace revival, but production isn't a priority

Renault boss Fabrice Cambolive has insisted that a production version of the E-Space concept MPV “is not a concrete project as of now” and that the immediate focus is on new SUVs.

Inspired by the 1984 original, the E-Space concept was one of the stars of the French brand’s Paris motor show stands, largely conceived as a project to show the design direction of new brand design chief Alexandre Malval.

Asked by Autocar at the show about the production potential for a new Espace, Cambolive said “we are not capable of embracing everything at the same time.”

He noted that Renault's focus for the next year is the launch of the Trafic E-Tech electric van, the brand’s first software-defined vehicle.

“The next step after that will be the renewal of Scenic and Rafale, and after that we will have to decide what will be the next Espace," said Cambolive.

"But as you know, we like MPVs, we like [EVs with] flat floors, we like immersivity, we like panoramic roofs, we like versatility in the seats. All the ingredients, all the brand markers from Renault are in [the E-Space concept]. Let’s try to demonstrate it would be a real and serious project.”

Renault had already said it would “explore possible futures” for the E-Space but had yet to comment on whether it was intended for production.

The firm is currently developing a new RGEV Medium 2.0 architecture for future vehicles, which any production Espace would probably be based on. The flexible 'skateboard' can accomodate both electric and range-extender powertrains, with an 800V electrical system allowing for ultra-rapid charging. Renault claims that EVs on the platform could offer up to 466 miles of range, with REx models reaching 870 miles.

Cambolive suggested that while a traditional MPV remains possible, the next Scenic will follow the current car in taking on a SUV shape.

While the Scenic was originally a mini-MPV, Cambolive said it will remain in SUV territory, “because the work we’ve done in terms of design is good, so the next-generation Scenic should really be loyal to this design”.

However, he hinted that the Mk6 Scenic will focus on offering more of an “MPV kind of interior” focused on maximising interior space and comfort.

The original Espace was a key player in popularising the people carrier. It stuck with that format until 2023, when it became a stretched version of the Austral SUV. But amid a wave of retro revivals spearheaded by the 5 supermini, Renault is considering a return to tradition.

“We have captured the iconic character of Espace,” said design chief Malval. “At the same time we have taken it into the future with cutting-edge technology and style.”

Chief among the throwback design cues is the heavily raked windscreen reminiscent of France’s TGV trains. Meanwhile, the rear spoiler recalls the roof bars that were prominent on the Mk3 and Mk4 Espaces.

Renault said the E-Space was designed from the inside out and the size of its glasshouse has been maximised to ensure the cabin feels light and airy. It took inspiration from Bauhaus designer Ludwig Mies van der Rohe’s Farnsworth House, a monolithic building clad almost entirely in windows.

To that end, Renault said it attempted to obscure the meeting points between the large-windowed box section and conventional bodywork. The effect is particularly pronounced at the D-pillar, where the spoiler ‘floats’ above the glass, with back-lighting for emphasis.

The E-Space can house six people across three rows of seats. Passengers in the second row have access to folding tables mounted on the backs of the first-row chairs, or they can spin around to face the third row, giving an arrangement similar to a train’s. The second-row seats can also be folded flat to form a table for those in the third row.

Up front is the new ‘OpenR Panorama’ screen, which spans the entire width of the dashboard. Renault said this feature will enter production on the next-generation Scenic and Rafale, due around 2030. The move reflects a wider industry trend towards placing instrumentation in the driver’s eyeline.

A smaller infotainment touchscreen – suspended from the dashboard to place it closer to the driver – provides control over functions such as music and sat-nav.

Notably, the E-Space has a yoke in place of a traditional steering wheel. It uses a steer-by-wire system, meaning it has no mechanical link with the front wheels, and the lack of a traditional steering column frees up extra space in the footwell. Placed on the yoke are touch-sensitive controls used to interact with the OpenR screen.

Oh là là! Autocar's top 10 new cars from the Paris motor show

Tue, 13 Oct 2026 09:34:54 +0100

Our writers take a lap of Europe's busiest motor show in years and reveal their favourite unveilings

For a long time the European motor show seemed on the cusp of extinction, but a revival has been bubbling away for the past few years and the 2026 Paris motor show is the booming climax.

A jam-packed Porte de Versailles exhibition centre hosted dozens of memorable, headline-baiting new model unveilings.

Far from playing it safe in an era dominated by generic electric crossovers, European car makers are turning to their rich histories to chart a confident path forward - but there were plenty of disruptive upstarts on hand to show alternative, tech-focused plans for market dominance.

In this round up, Autocar's writers deliver their verdicts on the standout stars of the show - from radical retro revivals like the Fiat Multiplay and Citroën 2CV to thrilling performance concepts like Peugeot’s 805bhp e-T16 and Alpine’s muscular A310 Vision.

Let us know your picks in the comments below.

Renault E-Space

I'm not sure what’s going on in the Renault Group design team lately, but they’re on form: the Renault 8 Gordini and the Alpine A310 are both absolute show-stoppers and I would very much like them both to reach production.

But they’re also quite niche sporty cars, and it’s quite easy to make those look cool. What’s harder? Making an MPV look cool. But with the new E-Space concept, Renault’s new design chief Alexander Malval has done just that. It has all the optimistic, upbeat feel of the 5 and Twingo yet in a much bigger package that also looks ready for practical family life.

It’s even crazier when you realise the concept was done so fast that it was designed entirely digitally: Malval only saw the physical concept the day before the show. Thankfully he liked it. I do too. James Attwood

Fiat Multiplay

I’m not sure I had a revival of the 1990s Multipla – regarded by many as quite remarkably ugly, despite its intelligent packaging – on my bingo card.

The Fiat Multiplay feels like the company at its utterly mad best, designing a car from the inside-out to maximise its practicality. And it’s a fun new vision of practicality, with a chair that serves triple duty as a dog bed, baby seat or a sort of chaise longue. That’s not to mention its party trick, the folding pick-up bed.

Best of all, designer François Leboine told me there’s no reason that it couldn’t make it to production. Sure, it would need to be dialled down a bit and the costs reined in, but it’s a much-needed fresh take on the tired SUV formula.

Only Fiat could have done something this silly, and motoring is better for it. Charlie Martin

Peugeot RCZ

It’s only 11 years since the original Peugeot RCZ departed, then a victim of Peugeot’s decision to cut its model range in half to focus on more volume models in core segments. Given how tough the industry is now, you’d think a return for what will remain a niche model would remain an unnecessary distraction. But then Peugeot still makes the weirdo 408…

The RCZ’s return isn’t one fuelled by nostalgia. The RCZ R in particular was an excellent car but was never built on in period or since; only now with the returning 208 GTi has that dynamic flicker being picked up again. Peugeot is onto something with everyday performance cars again and is right to capitalise. Mark Tisshaw

Citroën 2CV

Seems like an obvious choice of star car, but isn’t it great that we’re in an era in which a car like the reborn Citroën 2CV can exist? Having taken a page out of rival Renault’s rule book, Citroën will be betting on this model having success akin to the 5. When there are near-endless generic cars to buy, that these historic brands have nostalgia to draw on certainly gives them an edge. It helps that it looks cute and will cost under £13k. Still, its range of 130 miles will limit buyers. Rachel Burgess

Fiat Multiplina

I'm doing my best to forget how little I enjoyed driving the Citroën Ami, because the closely related new Fiat Multiplina has soared right to the top of my wish list. It's nostalgic without being twee, basic without being uncompromisingly utilitarian and – crucially – fashionable without being expensive. It will be slow, firm-riding and short-legged, but I can think of nothing better suited to shuttling a couple or a young family around the suburbs - particularly now that the speed limit in most urban areas is 20mph anyway.

Along with the umpteen other retro revivals being revealed in Paris, it rather makes me wonder if we got cars absolutely bang on several decades ago, then went a long way down the wrong path. In any case, I'm glad we're heading back the right way. Felix Page

Volkswagen ID Tiguan

Manufacturers use motor shows to generate buzz for their brands with concepts but also as a place for buyers to prod new metal before it heads off to the showroom. Production-ready new cars were pretty thin on the ground at Paris, but one solid addition was the Volkswagen ID Tiguan.

This recast of the ID 4 was genuinely impressive, going beyond the usual facelift. The electric SUV looked like a new car both inside and out and the new dashboard buttons marked a welcome return to VW tactility of old. The restyle wasn’t a fuddy-ish throwback, despite the digital nod to old VW dashboard graphics, but instead redolent of a brand with deep knowledge of the China tech aesthetic. Nick Gibbs

Peugeot e-T16

For me, Peugeot’s concept previewing the new 208 – which just so happens to also be a mad, 805bhp tribute to the legendary 205 T16 homologation special – is the star of this year’s Paris show. I love my hot hatches and I love the world of rallying, so the e-T16 is right up my street. Peugeot has got the balance right between futuristic, aspirational concept and retro homage, especially given that the original 205 T16 was such a distinctive car in the first place. It isn’t confirmed for production, although a driving prototype is being worked on. Peugeot, please build it. Danny Davies

Alfa Romeo Cuorerosso

The Giulia saloon was the prettiest mainstream car of the 2010s, modernising traditional Alfa Romeo styling cues to bewitching effect. I was therefore delighted to see the brand promise more of the same for its next generation of cars, rather than go in a totally new direction – especially after Mercedes, Audi and BMW have gone so aesthetically astray in adapting to electrified powertrains. Better still, the Cuorerosso is a gorgeous coupé, not yet another blobby crossover or SUV. I would beg for Alfa to make it, but I know better than that by now… Kris Culmer

Alpine A310 Vision

Having scooped the possible comeback of the A310 and being genuinely pleased with my own rendering of what it could look like back in 2023, I was eagerly anticipating what Alpine would reveal, and the new A310 concept has completely blown mine off the tracks. It feels thoroughly modern and muscular yet, finished in that satin silver, it makes me think of a neo-retro world I instantly want to be in. The exterior surfacing is beautifully taut and emphasising purpose. I can almost imagine the tactile pleasure of carving those lines into the studio clay model. Please, Alpine, you simply must build this. Ben Summerell-Youde

Audi A2 E-tron

À mon avis, the original A2 was one of the greatest pieces of design and engineering in Audi’s history. Innovative, forward-thinking and ruthlessly efficient - but it sold poorly. Its hefty price tag put off most younger buyers while the idea of a radically designed small eco car alienated Audi’s usual target market.

The new A2 E-tron suffers no such identity crisis. In the form of a larger EV family hatchback, the A2 looks set to face up against the Volvo EX30 and Kia EV3. With a class-leading 401 miles of range, Audi might be on to a winner second time around. Matt Hallam

Porsche to reveal new combustion supercar concept on Thursday

Tue, 13 Oct 2026 09:24:00 +0100

Pure-petrol supercar is expected to preview a new flagship in the vein of the Carrera GT and 918 Spyder

Porsche will reveal a new supercar concept called the Mission S on 15 October - which could preview a mid-engined successor to the 918 Spyder and Carrera GT.

Making its debut at 21:30 on Thursday evening, the Mission S is expected to preview the first model on the new "super-sports car platform" that CEO Michael Leiters confirmed Porsche was developing last week.

Giving the first details of a new supercar that's planned to form part of Porsche's new 'Sportwagenschmiede 35' transformation strategy, Leiters said it will be purely combustion-powered and mechanically distinct from Lamborghini's and Audi's mid-engined models.

It's expected to make a dramatic departure from the Mission X show car Porsche revealed in 2023, which previewed a potential electric supercar flagship but didn't progress past the concept stage.

Porsche has confirmed no details of the Mission S's design, positioning or mechanical make-up but has released an image of the physical key that will be used to start the car, hinting at a focus on analogue, traditional driver appeal.

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

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

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

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

First ride: new Porsche 718 Boxster EV

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

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

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

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

Model revamp: super-sports car, new SUVs

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

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

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

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

More variants and high-end focus

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

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

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

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

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

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

Operational revamp

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

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

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

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

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

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

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

Seat boss says closure not the only option for Spanish brand

Tue, 13 Oct 2026 08:24:35 +0100

CEO insists Seat has a strong market share and may "still be needed" in future, depending on regulations

The boss of Seat has said no decision has been taken about the brand’s long-term future – and its future could depend on forthcoming regulations about how long combustion-engined cars can be sold.

The Spanish’s brand’s future has been in doubt for some time, owing to the growth of its higher-margin sibling brand Cupra, and it now currently only offers the ageing Ibiza, Arona and Leon models. The wider Volkswagen Group is currently in the midst of a major restructure that could lead to half its model variants being cut – and Autocar has seen documents that says the Seat brand will be axed by 2029.

But speaking to Autocar at the Paris motor show, Markus Haupt, CEO of both Seat and Cupra, insisted that the former brand’s future has not yet been decided.

“The Seat Ibiza is our best-selling car in Spain, and the Seat brand has grown share in some markets, so the brand is strong. And we’re investing in the brand: next year, we’ll launch mild-hybrid engines for Ibiza and Arona, and that is proof we believe in this brand, because we need this brand. Seat is part of our strategy, and we keep investing in Seat,” he said.

Haupt acknowledged the reports following the VW Group restructure, but said “there is not only one way” for Seat in the future.

“We have different scenarios on the table, and yes, there is a scenario where a phase-out of Seat could be reality,” he said. “But even if that would come, I would say to our customers that they can be relaxed by this, because even if this were to happen someday, we will still give 15 years of service for the brand [vehicles]. So there is no real panic about any decision – totally the opposite.

Asked by Autocar what would determine Seat’s future, Haupt added there was no fixed date for a decision, adding: “There's lots of regulation. Now we know that CO2 is playing a big role already, but starting in 2030 it will be even harder.

"But there can be flexibility, and this could directly impact our decision-making. So the geopolitical environment, and also the customer experience and the speed of electrification, will be something that will define if Seat will still be needed after this time.

“We are working with the scenarios, and I think any date will be determined by regulation and customer behaviour.”

Renault’s best small cars of all time

Tue, 13 Oct 2026 08:00:00 +0100

Renault has an impressive history of game-changing models, and it’s using that iconic back catalogue to inspire its award-winning range of E-Tech electric cars.

Renault has always known how to build brilliant small cars. From the pioneering Renault 4 and chic Renault 5 of the 1960s and 1970s, to the desirable Clio that launched in the 1990s, all the way through to the all-electric Renault Zoe in 2012 – Renault’s history is littered with iconic models that changed the car industry.

And that noteworthy list keeps getting longer. You see, the French brand has smartly used that rich heritage to inspire its latest E-Tech electric models – reviving Renault 4, Renault 5, and Twingo monikers for a new era. And it’s hard to argue with the results – an award-winning range of EVs that do a fantastic job of balancing modern efficiency, advanced technology and retro-futuristic design with an undeniable sense of nostalgia.

Join us for a trip down memory lane as we look at Renault’s most iconic small cars, and see how their DNA lives on in the new lineup of E-Tech electric models that continue to set the standard in their class.

Renault 4 (1961-1992)

For proof that Renault is a car manufacturer that wants to set the agenda instead of following it, look no further than the Renault 4 of 1961. This is a car that rocked the establishment in many ways.

For a start, it was the world’s first mass-market hatchback. Yes, it took Renault a second to realise that, because it originally marketed the car as an estate, but in reality the company had just invented the hatchback segment. And whereas the car’s immediate predecessor, the 4CV, had its engine in the rear, the cutting-edge R4 had not only its engine up front, but it was also the first Renault family car to feature front-wheel drive.

The car was designed to be simple and reliable. To that end, Renault developed it to be the world’s first car with a completely closed cooling system, so maintenance was minimal. It was also developed to deal with the poorer roads of rural France, so had long-travel torsion-bar suspension, which also required almost no maintenance.

But most important was what Renault 4 represented – freedom. A brilliantly unpretentious car to suit people from all walks of life. Whether cutting about the city or pottering around the farm, Renault 4 got the job done.

Renault 5 (1972-1996)

The Renault 5 took the fundamentals that made the R4 such a success, and modernised them for the 1970s. And the 1980s. And the 1990s. The car was on sale for a whole 24 years, which proves that it had an enduring appeal that drew people into showrooms to buy one. It really established the supermini-hatchback segment, and major rivals didn’t come up with any sort of true competition for at least three years, which is partly why it was France’s top-selling car from 1972 to 1986.

Renault 5 managed to be both practical and usable, as well as chic and funky – so it attracted buyers from across the age spectrum. It also borrowed Renault 4 mechanicals, which meant it had soft, long-travel suspension, which made it comfortable on bumpy roads or longer journeys, while the compact dimensions made it nippy and nimble when dealing with the cut-and-thrust of city traffic. And it looked equally at home in a shopping centre car park or outside the trendiest nightspot.

Early cars even looked interesting inside, with an unusual twist-and-pull gearlever that sprouted from the dashboard, although this was subsequently replaced with a more conventional floor-mounted arrangement.

Renault Clio (1990-1998)

Renault 5 was legendary, so developing a new supermini to replace it was a task that could undoubtedly be filed under “daunting”. But Renault absolutely nailed it with the first-generation Clio, which brought the manufacturer’s range fully up to date for the demands of the 1990s. It’s clear that Renault got the Clio very right indeed, and continues to do so, because it has gone on to become the biggest-selling French car of all time.

Clio actually used much of the R5’s underpinnings, including the chassis and suspension. However, the area where it was a notable advance over its predecessor was inside, because it had more space, even better-quality materials, and more standard equipment.

It was also brilliant to drive, which, combined with the television ad campaign featuring “Papa and Nicole” (the 1990s equivalent of viral), helped to cement it as one of the most popular superminis of the day. And that trend continues today, with the current five-star-rated Clio being named What Car?’s Best Small Car to Drive in 2026, as it remains one of the biggest-selling superminis on the market.

Renault Zoe (2012-2024)

As the electric-car market began to get under way, Renault was one of the first to lay down a marker, with a car that was typically stylish and attractive. The Zoe name had been seen on a number of concept cars throughout the early 2000s, but the finished supermini EV was a smart-looking hatch based on the fundamentals of the Renault Clio, which gave it a good base to start from. It was one of the first EVs on sale in the UK, and more importantly, one of the first that felt like a proper, well-sorted car rather than a gimmick.

A number of different electric motors were offered throughout the car’s life, and a number of battery sizes, which meant that there was pretty much always a Zoe that would suit your needs. No wonder it was the biggest selling EV in Europe in 2015 and 2016, and the top-selling EV in France from 2013 until 2019. Importantly, the Zoe has given Renault more than 13 years of EV development experience, which leads us neatly on to…

Renault 5 E-Tech electric (2024-)

When Renault unveiled Renault 5 E-Tech electric concept car back in 2022, it became immediately obvious that the car would be a smash hit. The world went wild for the cutting-edge tech shrouded in futuristic bodywork that paid homage to one of the world’s all-time favourite cars.

And no wonder. Renault 5 is the first car to make use of the dedicated EV AmpR chassis, which makes it both compact and light – it’s less than four metres long and weighs less than 1500kg. There is a pair of powertrains available, with the larger-battery model offering a range of up to 250 miles1, while all models get air-conditioning, a heat pump and cruise control and the latest openR Link infotainment as standard.

Moving up the range adds niceties – depending on trim – such as adaptive cruise control, a reversing camera, heated seats and steering wheel, wireless phone charger and much more. Plus, you get Google built-in2, which means Google Maps is properly integrated with Renault 5, so it knows how much battery you’ll need for a journey and will automatically add a charging stop if you need it. Likewise, the Google Voice Assistant allows you to control features of the car, and you can download plenty of apps like Spotify, Prime Video and Waze.

And of course, Renault 5 is highly competitive on price. As What Car? said: “The Renault 5 is a brilliant all-rounder that proves you don’t need to spend big money to go electric. And they’d know, because it was What Car?’s overall Car of the Year and Electric Car of the Year in 2025, and Small Electric Car of the Year in 2026.

Renault 4 E-Tech electric (2025-)

If you have a back catalogue as rich as Renault’s, it makes sense to use it. And so it is with Renault 4 E-Tech electric, a car that recalls everything that made its illustrious forebearer such an icon. As such, Renault 4 features not only the physical attributes such as practicality, convenience, and usability, but also what the original car represented: a sense of freedom and anticipation about the future. And whereas the original R5 used the underpinnings of the Renault 4 to great effect – this time around the R4 uses the electric drivetrain and chassis that first appeared in Renault 5 E-Tech electric.

So R4 has efficiency and an enjoyable driving experience at its core, but adds the sort of passenger and boot space a family will need on a daily basis – it’s both practical and fun.

And the new plein sud® canvas roof model increase the enjoyment factor with their full-length fabric roof, something inspired by the retractable canvas roof on the original R4 back in the 1960s. A practical, efficient and genuinely exciting convertible – Renault 4 E-Tech electric does it all.

Renault Twingo E-Tech electric (2026-)

The original Renault Twingo was designed as a small, fun and nippy car that was completely at home in the city, and which looked funky and at ease while dealing with the urban mêlée. Step forward to 2026 and Renault Twingo E-Tech electric is a car with precisely the same ethos, just with the efficiency and eco-friendliness of an electric drivetrain.

Fun is still at the heart of Twingo. The design itself is centred around playfulness, and you can see that in neat little details throughout Twingo’s styling, such as the quirky typography in the car’s headlining, and the fun mix of bold colours. In fact, the design team affectionately named Twingo as ‘Le Frog’, owing to its uncanny resemblance in green.

That theme continues in the way Twingo drives. The 80bhp electric motor provides the sort of sparkling city performance that will make any driver break into a grin, and the official range of up to 163 miles1 means there’s more than enough battery power to cope with a week of city commuting. And if you do need to charge, a 10-80% top-up takes just 30 minutes.3

Talking of the city, Twingo revels in it. It’s just 3.79 metres long, so can fit into the smallest of parking spaces, and has the sort of light steering and tight turning circle that allow it to run rings around anything short of a Brompton.

And finally, a price that will be less than £20,000 means Renault Twingo E-Tech electric is an enviable bargain. Add in the timeless, cute looks and it’s a city car that will tug at the heart strings, not the purse strings.

Those who want to be first in line for Renault Twingo E-Tech electric can pick up the Twingo R Pass for just £100. The Twingo R Pass lets you be amongst the first to order and receive Twingo E-Tech electric, plus you get a 1:43 scale model of Twingo and a green Twingo hands-free key card holder.

Learn more about Twingo R Pass

A new golden generation of compact cars

With new Renault Twingo, Renault 5 and Renault 4 E-Tech electric models, Renault continues to prove that it understands the recipe for the perfect small car. By smartly using its rich heritage to inspire its future, the brand has created an electric lineup that captures the same spirit of freedom, fun, and practicality as its original pioneering models. Whether it's the award-winning city charm of Renault 5 E-Tech electric, the versatility of Renault 4 E-Tech electric, or the playfulness of Twingo E-Tech electric, one thing is clear – Renault’s golden age of the small car isn't limited to nostalgia, it’s been re-energised for a new generation.

(1) WLTP figures shown are for comparability purposes only. Actual real-world driving results may vary depending on factors including the starting charge of the battery, accessories fitted after registration, weather conditions, driving styles and vehicle load.

(2) Google, Google Maps and Google Play are trademarks of Google LLC.

(3) Figures quoted are an estimated charging time on 50 kW DC load, available depending on selected options. Data pending certification, values may vary. Charging time may vary depending on charging conditions, including charger type and condition, on-site power usage, battery temperature as well as ambient temperature at point of use, battery age and state of charge, and if battery safeguarding technology is activated. Visit MyRenault for coverage details.

Paris motor show 2026: full report and coverage

Mon, 12 Oct 2026 23:00:00 +0100

The biggest European motor show of the year is here! Check out the latest updates

For an event at which so many new cars were unveiled, there was a strangely familiar feeling to the Paris motor show. Everywhere you looked were classic models and recognisable nameplates, reinvented for a new generation.

The headline-grabber was the return of the Citroën 2CV showcasing a new £13,000 EV that could be built to the new 'E-car' regulations allowing for cheap, European-made electric vehicles. But from where the 2CV was perched proudly on Citroën's stand you could see other reinvented retro revivals: the Fiat Multiplay and Multiplina, which confusingly both nodded back to two very different Multipla models of the past. Peugeot masked its new 208 in bodywork inspired by the legendary Group B T16, and also wheeled out a 2+2 that revived the RCZ.

Go up the stairs into the neighbouring show hall and you'd find Renault's efforts with the E-Space and the stunning 8 Gordini concepts, on a stand that was also brimming with 4s, 5s, Twingos and the R5 Turbo 3E. Its premium sibling Alpine's offering was a sports car concept inspired by the 1970s A310.

All the new models at the Paris motor show

All very familiar then, but the reason for that was evident elsewhere in the show halls: the significant amount of Chinese brands present. It wasn't long ago that China's manufacturers were curiosities at a European motor show; now they were represented in all four halls, and were the dominant force in two of them.

And they had some hugely credible machines on display: the Renault 5-rivalling Leapmotor B03, the seven-seat BYD Atto 8 and the sub-£25k Omoda 4 to give just a few examples. They are compelling cars from brands that are already significant forces in the UK and Europe, but how many buyers could pick them out of a line-up? Will any of them be distinctive enough that you could imagine a retro revival of them in 50 or 60 years?

It explains why European firms have so readily embraced retro design – but it's no longer the only trick in their arsenal. Local manufacturers have come a long way on EV technology and batteries and software, and no longer seem afraid of the pace or tech their Chinese rivals bring. Renault Group boss François Provost declared that, when it came to technology, "we are not afraid of anyone".

Mixing advancing tech with a bit of friendly nostalgia is a proven winning strategy for the European car firms. But, as the latest SMMT sales figures show, the Chinese advance isn't slowing. So the quest now is for a level playing field.

'In Europe for Europe' is the mantra of car firms now: Volkswagen, Renault and Stellantis were all campaigning for regulations that enable them to make cars in the region and sell them profitably. Such measures could include the proposed E-car regulations, amendments to the EU's planned 2035 ban on the sale of non-zero-emission cars (and, in the UK, the zero-emission vehicle mandate), and the proposed Industial Accelerator Act that could offer incentives for locally produced models.

The irony is that the European firms aren't necessarily the only ones that can benefit from regulations favouring cars built in Europe, hence why so many Chinese firms are rushing to localise production here. The cheekiest signage came on the Xpeng stand, which declared its vehicles were 'in Europe, for Europe'. It feels like a battle of hearts and minds, trying to highlight that, like the Japanese and Korean firms before, Chinese brands are here to stay for the long term.

But their impact is being felt in the short term, as those fast-rising sales figures show. Chinese companies can succeed in Europe. But on the evidence of the Paris show, they're in for a fight. European manufacturers are playing to their strengths, drawing on a heritage their new rivals can't while increasingly matching them on pace and technology. They're not giving up without a fight.

Live updates: how the Paris motor show unfolded

Autocar reporters James Attwood and Charlie Martin were on the ground at the Paris motor show to check out the new reveals, and speak to the people who created them. This is how their show unfolded.

Monday 12 October

16:30 Citroën has gone very big on promotion for the new 2CV, to the point of taking over every advertising spot on the Porte de Versailles metro stop next to the convention centre. Commuters certainly wouldn't miss that there’s a new Tin Snail on the way. Given the state of Parisian traffic, the Metro may still be easier for navigating to the Gare du Nord, mind.

16:15 Volkswagen boss Thomas Schäfer says that he was impressed with the scale of this year’s Paris show. The firm had a full stand this year after only being represented by VW France two years ago and Schäfer said: “All of a sudden it’s interesting again. We’d love to see it gain momentum.” James Attwood

15:45 Cupra wants to be an urban brand, and is promoting the ‘university of the streets’. I’m not a fashion expert by any means, but I’m not sure graduation gowns really qualify as street wear. CEO Markus Haupt tells me it’s to signify that Cupra fans are often ‘street smart’ and get their education there instead of going to university. As someone who went to university and is not street smart, that explains why I had no idea. James Attwood

15:30 Aixam has its Easy chic city car on show, which looks like a shrunken bootleg Fiat 500. Weirdly, this one is powered by a diesel engine. Another observer tells me he’s seen loads on the road in Spain and it sounds like a tractor. James Attwood

15:05 Dacia boss Katrin Adt says there aren't any obvious holes in the firm's current line-up. The Renault Group's affordable brand has just launched the new Spring supermini and is evaluating a production vision of the Hipster that would be built to quadricycle regulations. But with its recent range expansion, Adt is now satisfied: "Never say never, but we are not a brand which is increasing the product line-up. We have a very clear product line-up with quite some volumes on the different models. The big step was now to go into the C-segment. We have now two models in that. We are not a brand which is looking for any needs to fill." James Attwood

14:55 Ever wondered how it would feel to smell like a car? If so, Alfa Romeo has got your back with its own range of aftershaves. I like the leathery Cuorerosso scent but Pista is a bit, err, racy. Charlie Martin

14:25 Interesting messaging on the Xpeng stand. As European car firms push a clear ‘Europe for Europe’ message, new Chinese brands are clearly trying to showcase their links to the region. With lots of Chinese brands in Paris, this feels like the front line on an emerging battleground. James Attwood

14:10 The new Alfa Romeo Cuorerosso concept strikes me as something of a double-edged sword. On one hand, it's hugely reassuring to know that dramatic designs and snorting V6s will play a role in Alfa's future and that the brand continues to see the point in producing traditional, low-slung sports saloons. But on the other, it provides a stark reminder of just how old the current Giulia and Stelvio are. Parked in the concept's shadow, to the side of Alfa's glitzy show stand, the decade-old saloon and SUV can't help but look a little anachronistic - tired, even. We still love them for their excellent dynamics and brilliant engines, but it's time to face facts: Alfa's new era needs to start sooner rather than later. Felix Page

13:55 Renault Group design boss Laurens van den Acker isn't worried that some retro cars designs are becoming niche. The firm has previously reinvented the 5, 4 and Twingo, but its Paris show stars include a Renault 8 Gordini concept and a sports car inspired by the Alpine A310. "I thought it might be an issue with R5, because it's the car from the 1970s, but we've been surprised that our sons and daughters love the car and they don't know the history," said van den Acker. "But they appreciate that it's a cool car and a modern car, because it's an EV. Young kids listen to old music now too. My daughter listens to Fleetwood Mac as well as modern stuff. For them it's just all there: you go to Spotify." James Attwood

13:45 You would be forgiven for not rushing to read about the new Omoda 4, flanked as it is on our homepage by a stunning new Alfa Romeo concept, an Alpine supercar and a new Citroën 2CV. But of all the cars making their debut in Paris, I'd put my money on this sharply styled, £25k Nissan Juke rival being the commercial smash hit. It may not be a heart-tugging retro comeback or a mega-powered driver's weapon, but it's well equipped, looks pretty smart and will be agreeably frugal on the move. It just makes sense. Felix Page

13:05 Renault Group boss François Provost says he's convinced the next-generation Alpine A110 will be a great sports car, but he acknowledges there are doubters to convince – including his own sons. "The new APP platform will make a great replacement for the A110, but our first challenge will be to convince our customers it's not crazy stupid to do a sporty electric car. It's not an easy game: my two sons every weekend tell me 'when will you stop trying to do sporty electric cars?'. But we will continue and show them we are capable of doing so." James Attwood

12:25 Meet Xiao An, Changan’s ‘virtual AI employee’. She sits firmly in the uncanny valley, making me feel a little uncomfortable. Charlie Martin

12:00 A price war of a different kind is emerging on the show floor. I’ve just paid €6 for a mini Renault Twingo; these Citroën 2CVs are more than three times that! Charlie Martin

11:40 It wouldn't be a motor show without some excellent car-themed merchandise. Never to be outdone, Renault's showing a full line of surfboards themed for each of its retro EVs. I'll take the Twingo one. James Attwood

11:25 A motor show can be a bit like a Formula 1 race or Glastonbury, in the sense that it's better in many ways to follow along from home. That's not just because it's much easier to refill your water bottle and the sandwiches are free, but also because you can zoom out and take an overview of the entire event, which is so hard to do when you're muscling through the crowds to fawn over the new 2CV. So far, the view from my desk is one of the busiest and most optimistic exhibitions of new metal on European shores in years. The tidal wave of nostalgia-inspired retro comebacks helps, but even some of the more ordinary unveilings – BYD Atto 8, Changan Nevo etc – hold real rational appeal that's hard to overlook. Keep 'em coming. Felix Page

11:10 Leapmotor’s just taken the wraps off the B03, its new Renault 5 rival. But perhaps more significant is the B10 on the right in this picture – the first car it has built in Europe. Charlie Martin

10:45 Anyone for a diesel, body-on-frame 4x4? Because the Chinese will do you one of those too. This is the 212 T01, and it looks mighty. Charlie Martin

10:15 Fiat’s stand is full of the joys of La Dolce Vita, including a stylish newsstand. No Autocar on sale, sadly. James Attwood

09:55 Ladies and gentlemen, President Macron is here. James Attwood

09:45 I was meant to be making a beeline for Changan’s press conference but got… distracted. Like a moth to a flame, I am. Charlie Martin

09:15 The impending arrival of the French president has shut down the Renault stand while this sniffer dog gets an up-close look at the new cars. This is annoying, as I was aiming to sneak backstage for a much-needed coffee. James Attwood

08:50 New Fiat boss Arnaud Belloni has defended the name of the new Grizzly. Asked if buyers might be put off by a car named after an aggressive animal, he said: “It can be cute. Look at a grizzly there, eating salmon, they have little cubs. It’s a fantastic name. We have a Panda and now we have a Grizzly. A Grizzly is bigger than a Panda so it works perfectly. Boom, that’s it. Let’s not intellectualise too much. I don't even know what the names of most Chinese cars are, and by the way, they sell very well.” James Attwood

08:35 Citroën has just taken the covers off the new 2CV, assisted by French actor Omar Sy. It’s jam-packed: this already feels like the show’s main event. CEO Xavier Chardon gave credit to Stellantis chief Antonio Filosa, saying it was he who finally gave a full revival the green light. Charlie Martin

08:15 New Renault design chief Alexandre Malval designed the new Renault E-Space concept in near-record time, having joined the company just eight months ago. Because of that speed, work was done entirely digitally, so the initial images released were renders because the car wasn't finished until the day before the show. "I'd seen it in virtual reality, but the first time I saw the finished car was 2pm on Sunday," Malval told Autocar. "I've never worked like that before. It was a bit crazy – but it looks even better in the real world." James Attwood

07:45 The theme of the day for many of the European attendee brands is nostalgia, but the Chinese are in on it too. This Chery QQ is inspired by one of the nation’s first big-selling home-grown efforts, which looked a bit like a Daewoo Matiz that had shrunk in the wash. This is a much stronger effort. Charlie Martin

07:00 Well, this is my Paris show star sorted, then - and I've only just walked in. Look at this beauty. James Attwood

Sunday 11 October

18:00 The theme of the Volkswagen Group's evening before the show was 'For Europe', highlighting the firm's moves to invest in European design, R&D and manufacturing in creating the new Urban Electric Car Family – the Volkswagen ID Polo, Volkswagen ID Cross, Skoda Epiq and Cupra Raval. But it also roused debate about the threats facing the continent's industry – including the arrival of Chinese brands.

French minister delegate for industry Sébastien Martin gave a rousing speech, beating the war drum against China. He said: "It's a shift of our industrial development. This industrial paradigm shift, however, also needs bulwarks that help us to protect ourselves just to reintroduce a level playing field. It would be unfair competition if there are players out there that are in a position to sell their products in Europe – their vehicles in Europe – that are subsidised by state money.

"If all European governments were to finance factories of Stellantis or Renault or Volkswagen, we would be competitive from the get-go. But we're not doing it, and we don't want to do it. This is not something that governments in Europe are going to do because, after all, it's private investments.

"But those who are literally doping their economy by providing subsidies and incentives to them will create unfair competition, and this is why France is supporting the [tariff and import restriction] measures that have been taken by the European Commission. This will also be applicable to hybrid electric vehicles. We are seeing a fundamental change in Europe these days when it comes to imported hybrid vehicles, but you could also take an offensive stance."

He claimed that the tariffs are working, saying that 11% of vehicles sold in France since the introduction of import tariffs are Chinese, down from the previous 40%.

"Tariffs are the way out of this, because electric mobility and the implementation of it is a process that needs to go hand in hand with political support," he said. "Our industrial infrastructures must be protected and at the same time adjusted and adapted without curtailing our innovative clout." Charlie Martin

14:00 Renault's pre-show media event on Sunday evening was held in Large, a new art centre on Île Seguin, the site of a Renault factory from 1930 until 1992. The recently opened Large's first exhibition is a collaboration with Renault and featured art commissioned and inspired by the firm. This piece is intended to show end-of-life car reuse. James Attwood

09:30 The show may not start until tomorrow, but for Autocar's Paris reporters James Attwood and Charlie Martin it has already begun – at St Pancras station, where a substantial chunk of the UK automotive media industry are gathering to catch the Eurostar.

While most of the big unveilings won't start until this evening, some manufacturers have already shown off some of their show stars. Here are some of the early stars.

Paris is home ground for Renault, and the French firm has already signalled its intent with the stunning 8 Gordini concept, which is largely a design study but is so cool we've already started a campaign for the firm to make it.

2CV, Espace, T16 and more: all the new cars at the Paris motor show

Mon, 12 Oct 2026 15:00:00 +0100

Europe's biggest motor show brings a bumper crop of crucial new cars headed to showrooms soon

The Paris motor show is under way, and it's already shaping up to be Europe's biggest in years - hosting the debuts of a huge array of crucial new cars from the likes of Renault, Peugeot, Citroën, BYD, Fiat, Opel, Volkswagen and loads more.

Dominating headlines is the unveiling of the revived Citroën 2CV, plans for which Autocar first revealed early last year. But other stars include the new Smart #2 city car, the reborn Audi A2, Dacia's new Spring supermini and key concepts from big brands, such as the Renault E-Space and Fiat Multiplay.

Autocar has a full team in Paris to bring all the stories from the show, and you can follow their live updates from the ground here - and see below for the full list of new models being unwrapped.

Alfa Romeo Cuorerosso

Described as a manifesto for Alfa's future, the Cuorerosso ('Redheart') dramatically previews the look of the brand's future models. It's a sleek, pointy four-door sports saloon that could point the way for a successor to the ageing Giulia - and is powered by a hybridised version of the Quadrifoglio's 2.9-litre twin-turbo V6.

Alfa Romeo Cuorerosso previews brand's future – with twin-turbo V6

Alpine A110

We'll have to wait a little longer to see the next-generation A110 in full, but this sculpture provides our best hint yet at its new styling. Note it sleeker, more aerodynamic shape, as well as its hexagonal front lights.

Everything you need to know about the Alpine A110 sculpture

Alpine A310

This retro-futuristic one-off, inspired by the 1970s GT of the same name, previews a limited-run special edition that will sit outside Alpine's current line-up (comprising the 'everyday' A290 hot hatch and A390 crossover, plus the flagship A110 sports car).

Stunning Alpine A310 Vision previews retro-futuristic special

Audi A2 E-tron

The cult-classic supermini is back as an electric family hatchback designed for maximum efficiency, netting a range of up to 401 miles. The Paris show marks its public debut.

Everything you need to know about the Audi A2 E-tron

BYD Atto 8

Seven seats and supercar levels of power for BYD's new flagship electric SUV, coming to the UK next year to take on the Skoda Peaq and Kia EV9. Called the Atto 8, it packs up to 764bhp and a maximum range of more than 400 miles. Plus, it's compatible with BYD's new Flash Chargers, so it can top up from 10-70% in just five minutes.

BYD Atto 8 is a seven-seat Skoda Peaq rival with up to 764bhp

Citroën 2CV

This is the big - but very small - one: following the success of the Renault 5, Citroën is having its own crack at a heritage-infused EV that appeals to both heart and head. CEO Xavier Chardon has said the new 'Tin Snail' has "exactly the same purpose" as its forebear in post-war France: offering affordable transport for the masses. It will be built in Italy, with prices promised to start below £15,000. You will have to wait, though: this year's show car is a concept, and the production version is expected at the 2028 Paris motor show - coinciding with the 80th anniversary of the original 2CV's debut.

The Citroën 2CV is back! New concept previews £13k EV for 2028

Citroën 2CV Fourgonnette

Well, it wouldn't be a proper 2CV revival without a boxy van variant, would it? It's good news for trendy, mobile coffee shop proprietors everywhere, as Citroën hints at plans for a commercial variant of its resurrected peoples's car.

Fourgonnette returns: New Citroen 2CV gets the van treatment

Dacia Spring

The Spring has built a niche for itself as an affordable electric runabout, but the second-generation car, making its debut at the Paris show, represents a big step up. It will be built in Europe, not China like the Mk1, and is based on the excellent new Renault Twingo.

Dacia Spring reinvented as sub-£18k EV with 155-mile range

DS F3VER

Record-low sales, a shrinking dealer network and a deficit of genuinely competitive products: DS is in trouble. This new concept car could provide the solution. It's called the F3VER, and it gives a good idea of what to expect from next year's No3 supermini, which will sit closer to the ground and feature more sporting styling than the upright DS 3 it replaces.

DS to return to hatchback roots for next-generation No3

Fiat Grizzly

Fiat's biggest model yet is a larger version of the Grande Panda, conceived as a rival for the popular Dacia Bigster. The Grizzly SUV will be available with a choice of electric, hybrid and petrol powertrains, and it will be key to the brand's ambitions as it stages its fightback in Europe.

Fiat Grizzly SUV unwrapped as Grande Panda's bigger brother

Fiat Multiplay

Not to be confused with the Multiplina, the tiny four-seater that Fiat revealed earlier this year, this new concept car mixes a pick-up with an SUV and takes styling inspiration from the divisive Multipla MPV of the 1990s. Could one of Fiat's weirdest cars actually have been well ahead of its time?

Fiat Multipla returns as cross between pick-up and SUV

Geely Monjaro

Geely's new flagship will rival the Peugeot 5008 and Skoda Kodiaq with a plug-in-hybrid powertrain and likely a competitive price to boot.

Geely Monjaro coming to UK as big PHEV family SUV

Hyundai Tucson

The latest iteration of Hyundai's best-selling model – and indeed one of the world's most popular cars – has a bold look inside and out. It's due in the UK next March, offering petrol, hybrid and plug-in-hybrid powertrains.

New 2027 Hyundai Tucson gets bold look and practicality boost

Leapmotor B03

Stellantis-backed Chinese brand Leapmotor is making waves in Europe. According to Europe's car industry body, it sold 56,005 cars in the region during the first half of this year, up by 558% year on year. As a small electric hatchback to rival the Renault 5, the new B03 will play a key role in boosting the already impressive growth.

Everything you need to know about the Leapmotor B03

Omoda 4

The Jaecoo 7 is often referred to as the Temu Range Rover; its sibling brand's latest offering could be the Shein Lamborghini Urus. The 4 is making its European debut at the Paris show ahead of its arrival in the UK early next year.

Omoda 4 headed to UK as sub-£25k Juke rival with hybrid or electric power

Peugeot Vision RCZ

It's the year of the comeback - but we weren't expecting this one. Peugeot's old Audi TT rival is back, but this time it's a storming electric GT with solid-state batteries and four properly usable seats. The best bit? They want to put it in showrooms...

Peugeot RCZ returns as sleek four-seat GT - with production plans

Peugeot e-T16

An 805bhp supermini? Yep, you read that right, and this isn't even just fantastical concept car stuff: Peugeot really could built the wild new e-T16. This tri-motor, Group B-inspired hyper-hatch is an outlandish preview of the next e-208 and could go on sale as a limited-run performance flagship to rival the Renault 5 Turbo 3E.

New 805bhp Peugeot e-T16 concept reinvents '80s rally hero

Renault 8 Gordini

The original 8 Gordini was a trailblazer for the many fast Renaults that have followed since. This new concept car reimagines it for the electric age while hinting at the look of future production models.

Everything you need to know about the new Renault 8 Gordini

Renault E-Space Concept

This bold new concept channels the spirit of the original Espace – and could hint at Renault returning to MPVs. The brand has already released an image of the striking machine and is expected to provide more details when it's unveiled on the show floor.

Everything you need to know about the new Renault E-Space Concept

Smart #2

After a few years of building bigger cars than ever before, Smart is returning to its roots with a replacement for the Fortwo. The new #2, making its debut at Paris, is an EV focused strictly on city use, with bench-style seating for two and a tight turning circle of just 6.95m.

Everything you need to know about the Smart #2

Vauxhall STX

Yep, that's a Vauxhall - an Astra, in fact. Well, almost... The 'Sports Tourer Experimental' concept is a vision of what a next-generation Vauxhall estate could look like and shows off all the cues that will define the brand's future line-up.

Bold Vauxhall STX estate revealed as first look at Astra's future

Volkswagen ID Tiguan

The ID 4 is dead; long live the ID Tiguan. The electric SUV has been given a new name amid its mid-life facelift, reflecting how significant the updates are.

Read our Volkswagen ID Tiguan review

Hyundai pumps up Bayon for second generation

Mon, 12 Oct 2026 14:20:00 +0100

New version is longer, taller and wider than before - with a chunkier SUV look

Hyundai has turned the Bayon into a bona fide mini-SUV for its next generation, in a bid to better differentiate it from the related i20 hatchback.

Now slightly longer, taller and wider than before, the Bayon employs Hyundai’s ‘Art of Steel’ design language, manifesting in a boxier look that emphasises hard edges. This was key to making it more obviously SUV-like, despite still being a small crossover.

“Today’s Bayon is too similar to the five-door i20,” Eduardo Ramírez, Hyundai’s European design chief, told Autocar. “That was something we understood: we recognised that we needed to really separate these two products, and it started by defining the Bayon more clearly as a compact SUV with its very distinctive, more robust character, while the i20 remains an i20,” he said.

Christopher McKinnon, Hyundai Europe’s head of product, said that making the Bayon “more SUV” was key to fielding a stronger competitor in one of the most hotly contested classes.

Among Hyundai’s other priorities in making the Bayon more SUV-like was to improve interior space – particularly for passengers sitting in the back.

To that end, its wheelbase is now 20mm longer than before, at 2.6m. The rear seats have two positions – one upright and another with a slight recline – and the middle seat can be folded out to give the other passengers in the back an armrest and cupholders. Boot space measures 440 litres.

Up front, the Bayon borrows its screens from the larger Ioniq 5 – but it does not follow its newer Ioniq 3 and Tucson stablemates in adopting the Pleos operating system.

That means over-the-air updates and the ability to install additional apps aren’t possible, although wireless Apple CarPlay and Android Auto smartphone mirroring are standard. Initially, the Bayon will be offered only with a turbocharged 1.0-litre three-cylinder petrol engine, putting out either 89bhp or 113bhp. Both versions can be had with a six-speed manual or a seven-speed dual-clutch automatic gearbox.

The Bayon will shortly after that get its first hybrid powertrain, packing 136bhp. This, said McKinnon, was a key consideration in the design of the car. “The only reason it grew in size overall was because we wanted to get the hybrid in there, so we had to add to the front overhang in order to fit the powertrain,” he said.

The first examples of the new Bayon are due in the UK next spring. Pricing is unknown but it is likely to remain around £25,000, while the range-topping N Line car could nudge £30,000.

That trim now accounts for one in three Hyundai sales in Europe, said McKinnon, reflecting the increasing importance of the N performance brand.

Omoda 4 headed to UK as sub-£25k Juke rival with hybrid power

Mon, 12 Oct 2026 13:53:37 +0100

Smaller, sportier sibling of popular Jaecoo 5 is headed to showrooms in the coming months

Fast-growing Chinese brand Omoda will add a fourth model to its UK line-up next year: the striking new 4 crossover.

As the name suggests, it will be positioned below the 5, 7 and 9 - and it will serve as the entry point into the range, with a starting price of less than £25,000.

Making its debut at the Paris motor show, it's a close relation to fellow Chery brand Jaecoo's similarly sized 5 crossover, and will be offered from launch with full-hybrid power.

The Omoda 4 SHS-S will combine a 1.5-litre petrol engine with an electric motor for 221bhp - and likely beating the 52mpg officially claimed by the larger 5.

This will be a close rival for the Nissan Juke, Renault Captur and Skoda Kamiq hybrids.

The similarly sized Jaecoo 5 also offers a pure-petrol powertrain, but Omoda hasn't said whether it plans to match that with the 4.

The 4 takes a dramatically different design approach to its rangemates, eschewing their curvy silhouettes and minimalist cabins for a sharper and more sporting-influenced treatment.

The pointy angular exterior cues are echoed in the cockpit, which features a dramatic sports car-style control panel in the centre console – complete with Lamborghini-esque ignition button – and is decorated with carbonfibre-effect trim.

Otherwise, though, the 4 sticks with Chinese car tradition inside, featuring minimal physical controls and a digital cockpit that majors on AI functionality.

BYD Atto 8 is a seven-seat Skoda Peaq rival with up to 764bhp

Mon, 12 Oct 2026 11:15:00 +0100

Range-topping SUV is capable of charging from 10-70% in just five minutes

The new BYD Atto 8 is a large seven-seat electric SUV that will serve as the Chinese firm's flagship and rival the Kia EV9 and Skoda Peaq.

Unveiled at the Paris motor show, the new model will top the brand’s SUV range, which also includes the Atto 2 and 3, the Sealion 5 and the Seal U. It will become the largest EV offered in the UK by BYD, and its first to feature more than five seats.

The Atto 8 also becomes the firm’s first European model to benefit from its second-generation 115kWh Blade battery, which allows for BYD’s ultra-rapid Flash charging. This means the Atto 8 can go from 10-70% capacity in five minutes when using one of the firm’s proprietary chargers. Brimming it from 10-97% takes an additional four minutes.

The Atto 8 will be available with two different powertrains, both using the same battery pack. The Design RWD model has a single rear-mounted electric motor producing 455bhp and 270lb ft, can do 0-62mph in eight seconds and has a WLTP range of 405 miles.

The other option, the Excellence AWD, has an electric motor on each axle to produce 764bhp and 571lb ft. The 0-62mph sprint takes 4.6sec, while the WLTP range falls to 374 miles.

At 5040mm long, 1996mm wide and 1760mm tall, the Atto 8 has very similar dimensions to the EV9, but is larger than the Peaq.

Inside, the new model gets a panoramic glass roof, a 10.25in digital instrument panel, a 26in windscreen head-up display and a 15.6in central infotainment touchscreen with built-in Google functions.

With all three rows of seats in use, the Atto 8 has 270 litres of luggage capacity in the rear, along with a 136-litre front boot. For comparison, the EV9 has 333 litres of boot space with the third row of seats up, and either 90 litres (RWD) or 52 litres (AWD) in the front, while the Peaq has 299 litres in the rear and 37 litres in the front.

The Atto 8 is due to go on sale across Europe in the first quarter of 2027. No pricing has yet been announced.

Leapmotor B03 coming to UK in 2027 as sub-£25k Renault 5 rival

Mon, 12 Oct 2026 10:00:00 +0100

Chinese firm's new supermini will have 242 miles of range and a price to worry European rivals

Leapmotor has confirmed that its new electric supermini, the B03, will touch down in the UK next year with a range of up to 242 miles.

The Chinese firm's Renault 5 and Volkswagen ID Polo rival, already on sale in China as the Leapmotor A05, is a smaller and lower-slung sibling to the recently launched B03X, and will sit between that car and the tiny T03, with an expected starting price in the low £20,000s.

It measures 4175mm long and 1790mm wide, and when it lands in UK dealers early next year it will be offered with a 53kWh battery said to be good for a range of 242 miles – competitive against its French and German rivals.

Bolstering its urban credentials, the B03 has a turning circle of just 9.8 metres - almost as small as a Dacia Spring's.

That battery sends its reserves to a 194bhp motor on the front axle that produces 148lb ft of torque, and gets the B03 from 0-62mph in 7.6sec. Leapmotor says that with a maximum charging speed of 133kW, the B03 can go from 10-80% capacity in just 21 minutes.

Leapmotor's sixth UK-bound model takes a similar approach inside to its range-mates, with a minimalist cabin centred on a 14.6in central touchscreen that serves as the primary control interface – with physical buttons and switches largely absent.

Unusually for a small car, the B03 has a front passenger seat that folds completely flat to make space for long loads, while the driver's seat reclines almost horizontally in the other direction so the driver can lay down during charge stops.

The rear seat base flips up, too, to make space for bulkier items like bikes to be stored upright across the car. That's in addition to the 30 storage spaces that are dotted throughout the interior, and a 405-litre boot with an extra 90 litres of hidden storage beneath the carpet.

The supermini will be offered in just one trim in the UK, with 17in alloys, a 360deg camera, automatic air-con, LED lights, heated seats and steering wheel, and synthetic leather trim equipped as standard.

Official pricing will be confirmed nearer to the B03's launch early next year.

Fourgonnette returns: New Citroen 2CV gets the van treatment

Mon, 12 Oct 2026 09:00:00 +0100

Square-backed version of France's people's car became an icon in its own right

Citroën is mulling the prospect of reviving the 2CV Fourgonnette – the square-backed van based on its long-running people's car.

A new generation of the people-carrying 2CV is due in two years’ time, based on the new concept car that was unveiled yesterday evening. But, as part of its press conference at the Paris motor show, Citroën has now revealed a cargo variant of the passenger car.

The most significant difference comes aft of the Fourgonnette’s B-pillar, where the passenger 2CV's rear seats and sloped roofline are replaced with a large box. Access to the cargo bay is provided through flip-up side windows or split rear doors.

Citroën CEO Xavier Chardon said the original Fourgonnette, built from 1951 to 1977, showed that vans can have “soul”. Indeed, the emotional appeal of the 2CV was a significant reason for its revival as an affordable EV: Citroën believes that nostalgia can give it an edge over the wave of new Chinese competitors in Europe, which threaten its positioning as a value-oriented brand.

However, Citroën has yet to green-light the Fourgonnette for production. It said the show car “does not preview a future production model in the short term” but added that “it opens up new avenues for consideration” in the years to come.

It has also described the show car as a “passion project” that came about as a “spontaneous desire” amid the creation of the new passenger-hauling derivative.

It is possible that it could arrive a couple of years after the regular 2CV – potentially replacing the current ë-Berlingo, or to slot into the line-up below that model.

Any road-going derivative is likely to closely mirror the passenger car in its development brief: Citroën is targeting a starting price of €15,000 (equivalent to £12,700) and a kerb weight of a tonne – hinting at a small battery. Its ambition is to make electric motoring accessible to a much broader range of buyers, mirroring the original 2CV’s mission of getting rural France moving both before and after the Second World War.

Stunning Alpine A310 Vision previews retro-futuristic special

Mon, 12 Oct 2026 08:35:00 +0100

French firm revives cult classic four-seater as a bold showcase of its high-end project on the new A110 platform

The new Alpine A310 Vision concept previews a potential limited-run retro-futuristic two-seater inspired by the company’s 1970s sports car.

Unveiled at the Paris motor show, the new coupé is officially a one-off. However, it has been designed to sit on the new Alpine Performance Platform (APP), which will underpin the next-generation electric A110 sports car, and Alpine design boss Antony Villain has hinted it could reach production as the firm’s next limited-edition special project.

The A310 Vision takes inspiration from Alpine’s 1971 four-seater, which featured bold, angular bodywork in sharp contrast to the rest of Alpine’s line-up at that time. The new concept arrives 50 years after the A310 gained a high-performance V6 powertrain.

“We took inspiration from both versions of the A310,” said Villain. “The original was very pure and recognisable, and the V6 has more impact and a wider body and track. We mixed elements of both for this car.”

The original A310’s geometric bodywork and silhouette are clearly reflected in the new concept. Villain added that the original “was very edgy, but we wanted to bring a softness to it”. But while the original is a four-seater, the new A310 Vision is a two-seat sports car, measuring 4550mm long, 1180mm tall and 2030mm wide, with a wheelbase of 2450mm.

Those dimensions are intended in part to highlight the flexibility of the APP, which was created for the new A110 and also underpins the Renault 5 Turbo 3E. The architecture is designed to be highly versatile, with the capacity to split the battery into two sections and adopt different powertrain layouts, so that it can suit a wide variety of vehicles.

Alpine has already confirmed it will develop a 2+2 model that will sit alongside the A110 in its sports car line-up and it had previously considered reviving the A310 for that. However, Villain ruled out the possibility of the 2+2 taking the A310’s styling and said: “The APP is flexible enough to allow for different width, wheelbases, and engine and battery position. It opens the door for special projects, from the top of the range.

“We’ll start with the A110, but there’s room for more extreme cars, with more personalisation. This shows the path of what could be a future special project.”

Villain insisted a production version of the concept “was not planned” but he said: “There is room and I’m sure the feedback on the car will be good.” Notably, the development code for the project was PS1, standing for 'project special', a clear hint of where it would fall in Alpine's production range.

He added that while the concept would require the battery packs to be split to allow it to sit low to the road, as in the A110, the firm hadn’t conceived any powertrain details, such as whether it would be rear- or four-wheel drive.

Notably, the APP can accomodate a combustion powertrain, and while there are no plans to fit one in the A110, that could open the door for petrol-powered special project vehicles, given their limited numbers would have less impact on CO2 and zero-emission targets.

The next-generation A110 EV – previewed at Paris with a sculpture – is due to be launched next year and realistically any limited-run specials such as the A310 would follow a few years later.

Key design features of the Alpine A310 Vision

Headlights: The front lights feature a ‘pop-down’ effect, so they only appear when the car is active. Villain said this “really extreme” concept could appear on only a limited-series car.

Front end: The sharply raked bonnet features a 1970s design aesthetic and also has a motorsport-inspired S-duck to aid aerodynamics.

Side profile: While the upper bodywork is distinctly angular, Villain said lower sections of the car intentionally feature “more organic” lines. Notably, the lower section of the driver's door is opaque so you can look through the car.

Rear end: Villain said the 1970s A310 “was a weird animal” for its rising rear end and has maintained the design on the new car. The two-part rear wing has a small transparent element in the middle to ensure visibility for the driver.

Interior: The concept features 1970s-style orange glass and gives a glimpse at a cockpit that, says Alpine, is inspired by organic shapes and controls influenced by hi-fi system.

Q&A: Anthony Villain, Alpine design director

How important is it to explore a completely different design of Alpine sports car?

“We explored a few years ago with the Alpenglow concept, which was a very dramatic execution – more race car and not based at all on heritage. We had to move away from the pure retro design thing. Now we have more freedom to explore: respecting heritage, but there are different ways to do it. With the A310, you cannot design it the same way as the Alpenglow and you have to respect the original A310.

“But we played with the code and made a new interpretation. That makes it special, just as the 310 was at the time compared with the A110 that was on the market in 1971. It was interesting to recreate this contrast between the two.”

What would you have to change to make this car road legal?

“It’s not a production car, but we had regulations in mind in terms of geometry and everything. And we considered the footprint on the platform – the dimensions of the cabin, the height and width. This is a design exercise, but we wanted to highlight the platform’s flexibility and what it can do.”

Is it exciting that Alpine has developed enough brand equity for you to look at cars like this?

“This is where the value is. We are not Ferrari or Porsche, but we have a history and fantastic heritage. We have something to say, we have a story to tell and we are legitimate to do that with our customisation offering. When we started, people said you’ll never sell a car for above €50,000, but now we have customers who also own Ferrari and Lamborghini and say the experience is as good as Ferrari or even Bugatti.”

So does this really embody your push for desirability?

“If you just fight on zero to 100 and battery capacity, that’s not the field we’re in at all. We have a real story and we have a way to make this kind of luxury experience accessible at a lower price point.”

Smart returns to city car roots with sub-£20k two-seat #2

Mon, 12 Oct 2026 08:30:00 +0100

New city car matches original's EQ Fortwo's dimensions, but offers twice the range

Smart will return to its roots with the arrival of the new #2 city car, which channels the spirit of the original two-seater and will hit the UK next year priced from less than £20,000.

Unveiled in production form at the Paris motor show, 28 years after the first-generation Fortwo was launched at the same event, the new city runaround sits on a bespoke new platform and returns the reinvented Smart brand to its urban origins.

Smart is a joint venture between Mercedes-Benz and Geely, with the cars styled in Germany but built in China on Geely platforms. It has expanded into offering a wider range of models, including large SUVs. But the firm has long vowed it wouldn’t abandon its city car roots.

The #2 is just 2746mm long, actually making it slightly shorter than the third-generation Fortwo that went out of production in 2024. The styling clearly draws inspiration from the original, and it has a turning circle of just 6.95 metres, matching that of its predecessor.

The #2 is powered by a rear-mounted 80bhp electric motor, which drives the rear wheels. Powered by a 35.8kWh lithium-iron-phosphate battery, it has an official WLTP range of 180 miles, and can be charged at speeds of up to 65kW. It also offers a vehicle-to-load outlet.

For comparison, the previous electric Smart EQ Fortwo offers the same power, but has a 17.6kWh battery for a range of just 90 miles.

Smart says it has developed a bespoke platform, called the Electric Compact Architecture, for the #2. This involves five-link rear suspension, which the firm claims will both smooth the ride on urban roads and allow for “sportier” handling.

The new model features a next-generation version of Smart’s Tridion Cell Evo body structure, which is made from 78% high-strength steel. It will also feature adaptive cruise control, highway assist and LED headlights as standard.

Inside, the two-seater offers bench-style seating, while the dashboard pairs a 10.1in central touchscreen with an 8.8in digital driver display. There is also a ‘smart pillar’ in the dashboard that small gadgets can be attached to, and a sizeable 305-litre boot - with an unusual split tailgate for ease of access.

The #2 will initially be offered in three trim levels. Base-level Pure models sit on 15in wheels and will be priced from £17,900 before registration fees, putting it in competition with EVs such as the Renault Twingo and new Citroën 2CV – although those cars are both five-seaters.

Premium models will add 11kW AC charging, 16in wheels, heated seats, a glass roof and a Sennheiser audio system. At launch, 999 Couture Edition models will be offered, which add bespoke white paint, a gold roof and a numbered interior badge.

Pre-orders are set to begin in early 2027, with full UK pricing set to be confirmed at a later date.

Fiat Multipla returns as cross between pick-up and SUV

Sun, 11 Oct 2026 18:00:00 +0100

Divisive late '90s MPV comes back as the Multiplay – and it's as strange as ever

Fiat has reinvented the bold 1998 Multipla MPV as a cross between a pick-up truck and an SUV.

Called the Multiplay, the concept car is intended to show how the multi-purpose vehicle can take on new forms and serve different buyers in an era dominated by boxier 4x4s. Its name reflects its conception primarily as a leisure vehicle that can also perform daily duties in a single-car household.

Although its design is only loosely inspired by the divisive-looking six-seater, the influence is evident in the rounded, bubble-style cabin, which is set atop more aggressively sculpted flanks.

The Multiplay's lighting, meanwhile, is inspired by the lights visible in Fiat's historic Lingotto factory at night time. The unpainted wheel arches, sills and bumpers, as well as chunky all-terrain tyres, signal the vehicle's off-road capability.

The car can be converted from a people carrier to a pick-up electronically. The rearmost side windows drop as the section aft of the C-pillar slides to join the main roof panel. Meanwhile, the rearmost seats slide forward to meet the second row. The parcel shelf automatically then folds into the rear window, opening the boot to the elements for easier stowage and removal of large items.

The rear spoiler also flips over to provide access to attachment points for accessories such as a bike rack or for securing unstable cargo.

The tailgate is split horizontally so as to open outwards, rather than dropping vertically, as in a conventional pick-up.

As with the 1998 Multipla and its progenitor, the 600 Multipla, the interior has space for six seats, although the concept displayed at the Paris motor show seats only four.

The Multiplay's interior also hints at a new approach for the instrumentation of future Fiats. A large screen is mounted just below the windscreen and stretches across the full width of the dashboard. This set-up does away with a conventional, lower-set infotainment touchscreen.

Fiat has yet to confirm whether the Multiplay previews a production car, but car-based pick-ups form an important part of its global strategy: the Strada was Brazil's best-selling car for a fifth consecutive year in 2025.

Alfa Romeo Cuorerosso previews brand's future – with twin-turbo V6

Sun, 11 Oct 2026 18:00:00 +0100

Fastback concept sets new design template and hybridises Quadrifoglio V6

The new Alfa Romeo Cuorerosso concept hints at a simplified design direction for the Italian brand - as well as its commitment to petrol-powered performance cars.

A sleek 2+2 fastback, it previews the styling of Alfa Romeo's next-generation models. Until now, only the replacement for the Stelvio SUV has been seen in camouflage, and its development programme has been mired in delays.

The Cuorerosso is described as a manifesto for how Alfa Romeo will tackle electrification without forgoing the characteristics that differentiate its cars from the competition.

The brand said that it emphasised its 'Necessary Beauty' philosophy in shaping the new concept. It was initially designed without wheels, windows or details, enabling complete focus on the proportions.

The Cuorerosso is a similar size to the current Giulia, at 4.7m long, 1.98m wide and 1.33m tall, with a 2.93m wheelbase. It is slightly shorter and wider - likely to exaggerate its dramatic shape - but isn't far from what could be possible as Alfa Romeo develops the replacement for its 11-year-old saloon.

Indeed, Alfa Romeo said future models in "key segments of the market" will be based on platforms sized up to 4.7m long, firming up the viability of this design.

Alfa Romeo also sought to produce a shape that was aerodynamically sound, manifesting in its truncated 'coda tronca' rear end - a cue that recalls Alfas of the past - and swept tail.

The low, pointed nose is likewise fitted with Alfa's famed 'scudetto' grille. The 'biscione' crest is backlit and illuminates in a similar rhythm to a heartbeat. The thin headlights, meanwhile, are intended to resemble scowling eyes.

Inside, it follows other recent concepts from the Stellantis group in adopting steer-by-wire technology, which removes a physical connection between the helm and the front wheels. The steering wheel has a flat top to provide a better view of the instruments, which put a fresh spin on Alfa's traditional 'cannocchiale' binnacle.

In ordinary driving, two round screens display speed and revs, but in sportier drive modes, or as the driver picks up the pace, they merge into one central screen inspired by the large dial in the 1960s 33 Stradale.

Alfa Romeo said this interpretation of the cannocchiale could be developed for production cars, enabled by Stellantis's STLA SmartCockpit tech. Such systems will become increasingly important in "preserving the distinctive identity of each brand" in the Stellantis stable, said the company.

Emphasis is also placed on physical controls, with dials mounted along the centre console for the sound system and air conditioning.

Notably, the Cuorerosso also proposes a technical specification for the next generation of Quadrifoglio performance models.

Alfa Romeo has imagined a kerb weight of 1750kg, with power coming from a hybridised version of the familiar 2.9-litre twin-turbocharged V6 petrol engine. Power will be sent to all four wheels through a torque-converter automatic gearbox and a carbonfibre driveshaft.

This, said Alfa Romeo, will "put technology at the service of driving pleasure". However, the firm said it is also preparing a full gamut of powertrains for future models, including mild hybrid, plug-in hybrid and battery-electric.

It remains to be seen how much of the Cuorerosso will make it to production cars. Many of its details, such as its rear-hinged back doors and its lack of a conventional boot, are distinctly conceptual. It nonetheless represents a vital moment for Alfa Romeo, reaffirming the brand's commitment to its heartland models after long delays and forays into small SUVs with the Tonale and Junior.

To that end, aside from a new Giulia and a new Stelvio, the company is working on a spiritual successor to the Giulietta hatchback, which could be among the first designs informed by the Cuorerosso.

New 805bhp Peugeot e-T16 concept reinvents '80s rally hero

Sun, 11 Oct 2026 18:00:00 +0100

New e-208-based, rallying-inspired concept could make production

Peugeot has resurrected the legendary T16 name for a wild, 800bhp-plus hyper-hatch concept previewing the next-generation e-208 - and it could reach production in the coming years.

Inspired by the Group B 205 T16 that twice won the World Rally Championship in the 1980s, the e-T16 is wrapped in extreme bodywork - and its styling previews the new e-208 supermini, which will arrive next year as the first car to feature the French manufacturer's 'Feline Future' design language.

The e-T16 is claimed to have 805bhp and a 0-186mph sprint time of just 16sec.

Peugeot insists the e-T16 is purely conceptual for now, but design director Matthias Hossann told Autocar that "if enough people are interested, we are looking to make it".

"It's a realistic vision, and we are also working with [parent firm] Stellantis technological ingredients to make it happen," he said.

While precise tech details weren't disclosed, the e-T16 is understood to use a heavily upgraded version of the STLA One platform that underpins the new e-208. Its 805bhp output is identical to that of a Formula E racer, but it's unclear whether it features a Stellantis powertrain developed for the electric single-seater series.

Behind the scenes, its designers are working with the PSE team, which runs Peugeot's World Endurance Championship programme and helped to develop the new e-208 GTi hot hatch, on a fully drivable prototype, with a view to homologating it if enough prospective buyers come forward.

Hossann said a priority for any production version of the e-T16 would be to ensure that owners would "be able to drive it on the road, not only a race track".

It would seem a natural rival to French compatriot Renault's rear-wheel-drive, 533bhp 5 Turbo 3E, but Hossann emphasised the differences in conception between the cars: "It's the same logic but it's not the same power. We aren't talking about the same performance, clearly, but what is cool with these kinds of cars is that the hot hatch is coming back."

Underneath its rally-inspired bodywork, the e-T16 concept gives strong clues to the final design of the next e-208, which was earlier previewed by the futuristic Polygon concept.

It's described as slightly larger than the production e-208, which will be around 4.1 metres long, but the general silhouette will reach showrooms largely unchanged. Indeed, Hossann described the e-T16 as a "more than realistic" preview.

The wraparound light bars at each end are a new take on Peugeot's signature 'lion claw' motif, inspired by the grilles on the 205, and will appear on other future models.

Hossann emphasised that the e-T16 concept doesn't signal a plan to move to a more retro design language for future models: "You have some glimpses or some parts that reflect the 205 but without having this obsession of being into retro design."

Instead, the next e-208 will follow corporate tradition, he explained, in that "the 205 and 206 were completely different, then 207 to 208... Every time it's different, but you keep some flavour and graphical elements that keep some connections between them. This was the logic of all Peugeot B-segment cars."

The new e-208 is set to be revealed in its final form early in 2027, before going on sale in the second half of the year as the electric alternative to today's combustion-engined 208, which will be heavily updated at around the same time and continue on sale past 2030.

DS to return to hatchback roots for next-generation No3

Sun, 11 Oct 2026 18:00:00 +0100

New F3VER concept previews future Nº3 and adopts Mk1 DS 3 cues

The DS 3 will return to its hatchback roots for its next generation, which has been previewed by the new F3VER concept.

According to DS design director Thierry Métroz, the decision to produce a low-slung supermini was taken because the brand’s customers rejected another crossover in the vein of the outgoing DS 3.

He explained: “They said: ‘We don’t want any more SUVs. All the new cars are an SUV or a crossover.’ Many customers have been waiting for this and they still love this kind of car.”

Indeed, the outgoing DS 3 has been a sales flop compared with the first-generation supermini. In the Mk1 car’s final full year on sale, 2018, DS registered 3000 cars in the UK, compared with just over 2000 examples of the higher-riding 3 Crossback in 2019 – and that was the crossover’s best result for sales, which have fallen every year since.

The F3VER concept draws more clearly on the original DS 3 in its styling, with similar square rear lights and a two-tone livery. Although some of the car’s features are not expected to make it to production – such as its digital rear screen, which can send messages to other road users – Métroz suggested the car shows DS’s intent.

Its 4.19m length, for example, is only slightly longer than the outgoing 3, and its ‘infinity mirror’ rear lights are also feasible for production, albeit without the animation that is present on the show car.

For now, the F3VER lacks an interior. An updated and fully furnished concept will be shown next year, confirmed Métroz, and the production model is expected to arrive shortly thereafter.

Crucial to the success of the next-generation 3, he said, will be a shorter development cycle. DS aims to have the car ready within two years, rather than the typical four.

Meanwhile, DS will look to reduce the number of parts used in the car’s assembly by 30% – without resorting to decontenting measures such as the outright removal of physical buttons. This will also help to cut costs and improve profitability, both vital assets as DS deals with a dramatic slump in sales.

Development will be accelerated by the new 3’s use of the STLA One architecture, which will be shared with the next-generation Peugeot 208 and Vauxhall Corsa. The 3 will sit lower and wider than its stablemates for a sportier look, said Métroz, and DS is targeting 342 miles of range – with 310 miles as a “minimum”.

As well as gaining a new look, the production DS 3 will be renamed the Nº3, in line with the brand’s other cars.

Peugeot RCZ returns as sleek four-seat GT - with production plans

Sun, 11 Oct 2026 18:00:00 +0100

Sporty two-door 'brings emotion back to Peugeot', says designer – and could make it to showrooms

Peugeot has revived the RCZ as a striking sports coupé concept to preview its new design language - and could bring it to showrooms in the coming years.

Headlining Peugeot’s stand at the Paris motor show, the RCZ concept is a bold, futuristic showcase of how the French brand will evolve its design language for its next generation of cars - beginning with the new 208 supermini next year.

It's the latest in a long line of radical, future-looking Peugeot concepts that give clues to future models - but unlike the 2017 Instinct, 2018 E-Legend and 2023 Inception, the RCZ stands a real chance of being offered to customers.

The EV is unmistakably conceptual in its design, both in terms of its exterior design and its radical cockpit arrangement, but it has been designed to be as realistic as possible, with a view to potentially being greenlit for production if there's enough customer demand.

Measuring 4.65m long, 1.35m high and 1.94m wide, the RCZ is much smaller than the similarly conceived but much more outlandish Inception and has a footprint roughly comparable to today’s BMW 4 Series coupé.

Like the BMW, it has been designed as a true four-seater, with generous leg and head room in the rear, departing from its 2009 namesake, which was definitively a 2+2, with its rear bench providing no meaningful accommodation for passengers.

Chief designer Matthias Hossann said that practicality and usability were priorities for his team when designing the new RCZ, to maximise the likelihood of being able to eventually adapt it for production.

He said the concept was purposefully designed to not be "super-futuristic" and preview a car that could hypothetically be launched in "20 years' time".

"This was an important part of my brief. I asked my team to make it look quite realistic in terms of proportion and size, in order to make this car more approachable. It's not just designing a UFO or something which is highly futuristic."

Peugeot could take on 4 Series

The retro-inspired E-Legend – another concept that Hossann worked on – was similarly realistic in its shape and packaging but was never evolved beyond the concept stage.

"This is a concept car, but as a designer, we hope we have an opportunity to bring this to life. It depends on market demands," Hossann explained.

He cited the dearth of similar models on sale today as a factor which could boost its commercial viability: "I'm quite optimistic by nature. If you're looking for a four-seater coupé from an upper mainstream brand, you have almost nothing. So we believe there is still room for this kind of market.

"That's why we designed it with four seats, because if we designed a two-seater it could be beautiful, but it's much more restrictive in terms of usage. Peugeot is an upper-mainstream brand, so that's why it's quite important to have the row two. It could be the perfect expression of having a beautiful car on a daily basis - a functional car."

Hossann noted that the advent of modular, flat-floored EV architectures – such as that which Peugeot parent Stellantis is rolling out across all its marques – help to strengthen the case for lower-volume models like coupés, since they can share their underpinnings and drivetrains with much more popular models so are less costly to develop.

He said that while the RCZ is "not based on a specific [Stellantis] STLA platform", the designers "worked to make it realistic" by shaping and packaging it around conventional EV hard points.

Any production version would be likely to use a derivative of the new STLA One platform that will underpin the next-generation e-208 and e-308 hatchbacks.

But one crucial bespoke element of the RCZ's architecture would be the inclusion of 'foot garages' cut into the underfloor battery pack. These keep occupants close to the floor, meaning the roofline can be as low as that of an ICE coupé. Indeed, the RCZ is the same height as the Porsche Taycan, which employs the same arrangement.

Peugeot has given no hint at hypothetical power figures, performance capability or range potential for the RCZ, but Hossann suggested the aim was to create "more a GT coupé" than an outright sports car.

Clues to the future

Whether or not it finds its way into customers' hands, the RCZ's first priority is to highlight the cues that will define Peugeot's new design language, which Hossann describes as 'Feline Future'.

Set to make its debut on the next e-208 in 2027, this new look has been conceived to emphasise Peugeot’s distinct attributes while subtly channelling its heritage and injecting more “emotion” into the line-up.

"Feline Future is about elegance, precision, and contained power," Hossann explained, citing the importance of making Peugeot stand out in an increasingly crowded and homogenous marketplace.

"In a world that has more and more product and everything tends to look the same, we keep this tension and dynamic feeling when we design a Peugeot."

While the RCZ is a striking, sharp-angled interpretation of this new ethos, he said that Peugeot is “never about being aggressive” but rather expressing “confidence” through “precision and tension”.

Chiefly, Hossann said: "We need to bring back Peugeot to more emotion.”

That’s why the brand chose to preview its new era with a sports coupé and resurrect the RCZ name, he explained, because “for Peugeot, this was probably the last really emotional car".

He also pointed to the brand's heritage in elegant two-doors before that, dating back to the early 1960s, saying: "It's important for us because Peugeot was well-known for beautiful coupés.”

While the RCZ is dramatically different in form and conception to the first production models of Peugeot's new era (the e-208 and e-308 are set to be followed by several crossovers), the RCZ gives strong hints as to their defining visual features.

Chief among these is a new-look light signature that swaps the vertical 'triple claw' motif of the current models for three thin LED strips that wrap around each end of the car - nodding to the slatted grilles that featured on popular past models like the 205 and 405.

"We are still keeping the three-claw signature but in a horizontal way, which is a nod to our heritage – in the 1980s we used to have the horizontal grid – but projecting it into something really futuristic, really innovative," Hossann explained.

Radical interior isn't fantasy

The RCZ introduces a radical new interior arrangement that is essentially a futuristic interpretation of Peugeot's i-Cockpit design.

Departing completely from today's production cars, it features a dramatic, driver-centric arrangement with low-slung sports seats and an unusual, straight-edged 'Hypersquare' steering wheel, which signals the inclusion of Peugeot's new steer-by-wire technology, as introduced by last year's Polygon concept.

Notably, the RCZ doesn't feature any traditional screens, with its digital systems instead displayed and managed through transparent panels on the dashboard.

Hossann said this radical arrangement was part of a move to enliven future cockpits while minimising distractions and keeping the driver's eyes on the road.

"As designers, we're not dreaming of designing black surfaces in front of you or putting a metre square of screen everywhere," he said.

"We believe that this technology is interesting because you can adapt, based on your usage, whether you want to have some information or not - and be more surrounded by materials, not having black screens everywhere."

While the panels are conceptual for now, Peugeot says it's working with suppliers to develop the technology for use in production cars. "This is not just a design dream or fancy," Hossann said.

The RCZ also features a healthy smattering of physical controls throughout its cabin, and Hossann said Peugeot aims for its future models to strike a balance between traditional buttons, touchscreens and voice assistants.

"I know there is this debate right now of bringing back some physical buttons. Maybe it went too far sometimes. For me, it's always a question of balance and of habits, because today we are used to having all this digital [functionality], so the context is not the same today as the one we had five or 10 years ago."

Peugeot snubs engine simulation

Peugeot is considering how to amp up the engagement factor in future sporting EVs – including a potential production version of the RCZ – but is unlikely to follow Hyundai and Mercedes in giving them a fake exhaust note and fake gearbox.

"I think sometimes it's good to emphasise the new electric experience with some specific sounds, but it's a question of balance," said Hossann. "We need to make sure it doesn't look too fake in terms of experience.

"I think driving an electric sports car is quite exciting too, so it's about how we can elevate this driving experience without going into something which looks fake."

Opinion: The new 2CV is cute, but should it really be an EV?

Sun, 11 Oct 2026 18:00:00 +0100

The reborn Citroën will be very cheap, but this means a small battery – which could be an issue

Let’s start with the undoubted positives: the new Citroën 2CV is dead cute, and it obviously looks like a modern interpretation of a 2CV.

This can’t have been entirely easy, owing to the oddball shape of the original, with its very pronounced wings and separately mounted headlights.

Those headlights wouldn’t pass a pedestrian crash test these days and demands for reasonable interior width will have limited just how much wider the wings could be than the doors. But if you were to imagine a toy modernised 2CV you could end up here.

Citroën’s latest logo suits it nicely too, no? And I love the canvas roof.

Yes, it’s a pastiche, but we can’t blame European manufacturers for making those. Anyone – the Chinese particularly – can make a small cheap EV, but not everyone can make one that pulls at the heartstrings like this.

Potential downsides, then? The only way it can be cheap is by having a small battery. If it’s only used for short daily work that’s okay, but second-car status is implied.

The thing about small cheap cars like Citroën’s own C1 is that if it’s a young driver’s car, it’s usually their only car. And when they want to go to a festival, or visit mates at university, or play or watch sport, they can still take that small car. A Hyundai i10 isn’t a Mercedes S-Class in terms of comfort, but it takes no longer to get places.

Small batteries give short ranges and slow charge speeds, and that is a hurdle that the really small and affordable EV – unlike the small and affordable ICE car – has yet to overcome.

The new 2CV looks like a fab second car but a tough only car.

The Citroën 2CV is back! New concept previews £13k EV for 2028

Sun, 11 Oct 2026 18:00:00 +0100

Budget Twingo rival taps into look and everyman spirit of French firm’s post-war icon

Citroën has revealed the 2CV concept as a close preview of the production car that is due in two years time as one of the cheapest EVs on sale.

The Paris show car is intended to demonstrate how the original brief for the 2CV can be translated into the electric age. No longer do eggs and ploughed fields top that list but, according to chief designer Antoine Gaillot-Drevon, it is intended to provide the "farmers of today", such as "nurses in the countryside", with truly affordable transport.

To that end, the French brand is targeting a price of just €15,000 (£12,750) for the revived 2CV, which could make it the UK's cheapest car outright.

Key to this ambitious positioning - which will make it roughly as cheap as the petrol-engined C1 was a decade ago - is the development of an all-new electric car platform. This will be distinct from the Smart Car platform that underpins the current C3, as well as parent company Stellantis's forthcoming STLA One platform. It has been devised to take advantage of the EU's proposed E-car regulations, which are intended to incentivise sales of small EVs.

The 2CV's everyman price will be matched by a correspondingly minimalist technical specification. Citroën is targeting a kerb weight of just a tonne, which would make it one of the lightest EVs on sale.

This signals the use of a small battery. The current e-C3 hints at what can be expected: the new entry-level Urban Range variant employs a 30kWh lithium-iron-phosphate (LFP) pack, allowing it to cover 130 miles between charges. The rival, and similarly retro, Renault Twingo uses a 28kWh LFP pack for a 157-mile range.

Helping to reduce the 2CV's mass is the fact that it will also be one of the smallest cars on the market. At 3.76m long, the concept is even shorter than the 1948 original.

According to Gaillot-Drevon, size was among the biggest considerations during the 2CV's two-year development. It underwent several significant changes as Citroën's successive management teams flitted between approving a retro revival of the original car and wanting a new shape only inspired by the spirit of the 2CV. But once current CEO Xavier Chardon took the helm last year, the green light was finally given for the French icon to return.

"We tried a lot of different proportions, a lot of different platforms and sizes," said Gaillot-Drevon. "We had a lot of questions in terms of how big it should be, how small it should be, how retro we should go, and we decided to take inspiration from [2CV precursor] the TPV. It's crazy how radical they went just before the Second World War, and we wanted to have this mindset when we designed the new 2CV: to be simple, to be honest and to have a nice piece of engineering."

Why now?

Now is the right moment for a new 2CV, said Gaillot-Drevon (pictured above), because "when you see the situation in the world, everyone needs a smile on their face". Although Citroën considered painting the concept flat grey to mimic the 1937 TPV, "we wanted to have a colourful car, a private interior where you feel good, that is super-bright and fresh".

It is also playing the retro card in a bid to fight off the wave of Chinese newcomers that pose a serious threat to the French brand's budget-friendly positioning. "You can't buy history," said Gaillot-Drevon. "They are brand-new, so the only thing they can offer is a cheaper price - but emotion is something you need. "Citroën is one of the most collected brands in the world and we have to be proud of our heritage, where we come from, and use this knowledge that we have."

Design

Citroën worked hard to ensure that the 2CV didn't have an aggressive or imposing appearance. Gaillot-Drevon explained the placement of its beady headlights was a particular dilemma, resolved only with the assistance of Stellantis's new European design chief, Gilles Vidal.

Fresh off a stint at Renault, having overseen the revivals of the 4 and Twingo, he was well placed to inform the development of the 2CV. "When Vidal joined the company, he said the first thing you do is make the headlamps bigger and bring them inboard, and automatically the car had much more character - that friendly face," said Gaillot-Drevon.

"The front is most important, but since the beginning we knew we wanted to have a V-shaped bonnet with the headlamps sticking out. That's it - you don't need more."

He noted that cars in the A-segment are typically bought for rational reasons, such as price or practicality. Citroën's hope is to build a car in that class that is bought with the heart.

"Our goal was not to give a promise that we can't deliver. No, it's not a car that says you're going to drive fast or have a super-long range. It's just a car for daily life that brings a lot of joy, to make people smile," he said.

What remained consistent throughout all the 2CV proposals was the silhouette, which gave rise to nicknames such as Tin Snail or, as it was known in much of Europe, Duck.

However, "it was quite a challenge to reinterpret this architecture in a modern way", said Gaillot-Drevon.

Interior

The interior posed a greater headache because, Gaillot-Drevon noted, "there was no design theme" inside the TPV or original 2CV.

The 1930s prototypes lacked a conventional dashboard, let alone a speedometer. The steering columns simply sprouted from the floor, while the gearlever was mounted just below the windscreen.

Although it has been brought into the modern era with the addition of a small infotainment touchscreen, there are several references to the original - as well as other beloved models from Citroën's past.

For example, the seats are benches upholstered in a striking yellow tartan, while the famed 'umbrella-handle' gearlever remains, having been reinvented to suit an EV's PRND layout.

The steering wheel has a single spoke, and the pedals are of a mushroom-like design similar to that in early 2CVs, the DS and the SM. The radio is removable, having been designed for use as a Bluetooth speaker when picnicking.

"The idea was that when you enter the car and you see it, it feels like a ray of sunshine" said colour, material and trim designer Madeleine Ternisien.

"Not every material we picked will be the same, but we can find ways to have something similar in the final car. This fabric is nothing crazy to put into production. We could do it in a different way to keep that same spirit."

Completing the retro package is a canvas roof, which must be rolled up or unfurled by hand while the car is stationary. This, said Gaillot-Drevon, will make it to production, since "we wanted to have interaction with the car".

Indeed, much of this concept is set to become a reality, as the design of the road-going model is being handled by many of the same people who worked on the concept.

"We call it a concept car, but it's super-realistic in terms of proportion and wheel size," said Gaillot-Drevon. "There's nothing we couldn't do in production."

From TPV to 2CV: How the Tin Snail was born

It may have the hackish look of a test mule, but the Toute Petite Voiture (Very Small Car) was actually a production model.

Following Citroën's 1934 bankruptcy, it was acquired by Michelin - its main creditor. The tyre firm set it to work on building a car that could get rural France moving at a price people could afford.

Famously, it was designed to carry two farmers wearing clogs plus 50kg of potatoes or a barrel of wine, at a speed of 60kph (37mph), while sipping just three litres of fuel per 100km (94mpg). It also had to carry a basket of eggs across a freshly ploughed field without causing any breakages and be repairable by somebody with no mechanical expertise.

The monocular machine was ready by 1939, and work on an initial run of 250 cars began at Citroën's Levallois plant. The first TPV left the factory on 2 September; the following day, Britain and France declared war on Nazi Germany. That year's Paris motor show was cancelled and the TPV's launch put on ice.

Some 100 cars were reportedly handed over to customers but, following the Nazi invasion and occupation of France, many across the country were hurriedly stashed away and disguised to stop them falling into enemy hands.

Citroën and its president, Pierre-Jules Boulanger, undertook a brave campaign of resistance, doing as much as they could to frustrate Nazi attempts to inspect a TPV.

Progress resumed when the war finally ended. Materials and designs rapidly changed in light of the reshaped world - including a switch from aluminium to steel, because the former had become too expensive.

However, development was frustrated by the diversion of US supplies to newly nationalised manufacturer Renault and its new 4CV.

The production 2CV was shown to the world at the 1948 Paris motor show. Production began a year later and continued until 1990, by which time over five million had been sold.

Bold Vauxhall STX estate revealed as first look at Astra's future

Sun, 11 Oct 2026 18:00:00 +0100

Low-slung estate concept signals Vauxhall’s vision for its future designs

Vauxhall has unveiled the STX, a concept that points to a new and radical design direction for estate cars – and, in the years to come, all of its future models.

The STX – for Sports Tourer Experimental – is a low-roofed, streamlined and extensively sculpted design that, say designers, is “only slightly” longer than today’s Astra Tourer and continues a show car tradition begun in 2018 by the seminal GTX concept.

That coupé-style SUV proposal introduced Vauxhall’s now-familiar Vizor grille style and was the precursor to the successful second-generation Mokka sporty SUV, which appeared two years later and continues in production today after a recent refresh.

Similarly, the STX is expected to preview the shape of the new Astra, tipped to arrive at the end of the decade primarily in estate format, catering for buyer demand that is shifting away from traditional hatchbacks.

While technical specifications are scarce, the STX is proposed as a pure EV with four-wheel drive and a top speed above 124mph. Its saloon-like lowness points to what engineers described as an “innovative electric architecture” but they gave no details beyond an industry-wide expectation that traction batteries will continue to get more compact and easier to accommodate in the future.

The STX boldly develops the Vizor theme with graduated lighting elements across the front of the car that both provide an easily recognised daylight-running signature and incorporate tiny, almost invisible headlights at the extremities.

The STX also maintains Vauxhall’s traditional ‘compass’, a prominent centre line that starts in the middle of the Vizor grille and runs the length and width of the car. It is the first Vauxhall to use a newly designed version of the marque’s griffin badge, which was first applied to a Vauxhall car more than 110 years ago.

This latest iteration has been simplified, partly because European regulations now permit grille elements and badges to be illuminated. The STX has a wide, strikingly low nose, almost reminiscent of a sports car, with boldly shaped front wings.

The dark-painted front spoiler comprises sharp, technical parts deliberately meant to contrast with the more muscular elements above it. The well-raked windscreen grows seamlessly out of the bonnet to a curved roofline that then slopes radically downward to the car’s abruptly cut-off rear, one of its most eye-catching elements.

The body’s rear extremities, behind the wheels, are designed to both widen and extend at speeds beyond 50mph to improve aerodynamic stability and reduce drag, which designers see as high priorities when EVs like this hit the market nearer 2030.

The STX’s moving aero parts have yet to be assessed in a wind tunnel but, according to Vauxhall design director Mark Adams, initial computer testing has already proven their value.

“It’s well known that the ideal aerodynamic shape is a teardrop,” he said, “but we can’t make our car seven metres long, so we use these devices to trick the air into thinking the car is longer than it is.”

Q&A Mark Adams, Design Director, Vauxhall Motors

Why did you choose to use an estate as the basis for your latest concept?

“Two reasons. First, the existing Astra Tourer is a big success in Germany so we knew there would be interest in a concept that showed where it could go, design-wise. Second, there’s a trend away from hatchbacks in other countries too. We wanted to show a new possibility.”

In recent years, we’ve been told concept cars weren’t worthwhile unless they led directly to production. Is that the case for the STX?

“We can’t say STX will be built for production as you see it here, but the GTX we showed eight or nine years ago led clearly to a new Mokka. The STX strongly sets a clear course for the future, and its influences will run right through our range.”

You joined Vauxhall-Opel 20-plus years ago, and in that time the company has changed hands twice. Has it been hard to maintain brand consistency?

“We’ve had challenges. I’ve worked for a lot of different CEOs. We’ve had to make rapid moves at short notice – on timescales that would challenge the Chinese. But our brands are strong and have lots of loyal customers. We’re excited to show them where we can go next.”