The electric-only Xpeng has recorded the largest positive derivation from WLTP range, plus the fastest charging time out of all 24 EVs taking part in the summer edition of the world’s biggest range test.

Xpeng’s seven-seat MPV returned a range of 401 miles in real-world conditions – 11.4% more than its quoted official WLTP range – during El Prix 2026 organised by the Norwegian Automobile Federation (NAF) and Motor magazine.

As well as exceeding its quoted range, the Xpeng X9 also managed the fastest charging time, taking just 12 minutes and 55 seconds to top up from 10-80% with an ultra-fast 400kW charger. At the winter El Prix held in February this year, the X9 led the field once again with a 12-minute charge time in conditions as cold as -10°C.

Alex Tang, Xpeng’s international business manager, feels the result shows that range and charging time anxiety are now a thing of the past.

“Customers should not have to choose between long range and fast charging,” he said. “The X9 delivers both, helping drivers spend more time on the road and less time waiting at a charger.

“Recording the largest WLTP range deviation and the fastest charging time is strong validation of the technology behind the Xpeng X9.”

The X9’s El Prix win isn’t Xpeng’s first record of 2026. At the Millbrook Proving Ground in Bedfordshire, its G6 SUV set a record-breaking, 621-mile run in eight hours, 25 minutes, and 10 seconds, including charging stops.

The achievement made the AI-focused Chinese brand the first car manufacturer to drive 620 miles (1,000km) in under 10 hours using an unmodified production car. Its 800V electrical architecture was cited as one of the reasons behind its success.

Later this year, the X9 will join the G6 as the second vehicle in Xpeng’s UK line-up. Upon arrival, it will rival the Hyundai Staria, the Kia PV5, and the Volkswagen ID. Buzz.

Read more:
Xpeng X9 tops range and charging performance charts in world’s largest EV test

Pairing buckets of charm with open-top smiles, the Renault 4 Plein Sud is yet another brilliant offering from one of Europe’s most in-form EV makers.

I’d like to start this review with a confession. For my sins, until now, I hadn’t driven an electric Renault. I knew they were good. After all, the many awards the Renaults (Renaux?) 4 and 5 have scooped since their arrival in 2025 speak for themselves. But just how good are they?

Well, the answer is ‘very, very’ and every piece of silverware and accolade Renault wins is richly deserved.

My introduction to the Renaultution was with the R4 Plein Sud, an open-top version of the charming and rugged Renault 4. The ‘Plein Sud’ – or ‘Due South’ en Anglais – nameplate is taken from the original R4 ‘Plein Air’ of 1968; a doorless, fully-convertible version of the world’s first mass-produced hatchback, and Renault’s answer to the likes of the Citroën Méhari and the Mini Moke.

According to Renault, the brief for the electric-only R4 Plein Sud was to invoke feelings of venturing south to the Côte d’Azur during the warmer, summer months. It’s all about wind in your hair, Lait de Coco on the radio, and for want of a better term, “the vibes”.

Design, interior and technology

In design terms, the Renault 4 Plein Sud isn’t hugely dissimilar to the standard car, as both share the same boxy visuals, flat bonnet, and squared-off wheel arches. In fact, there’s very little to tell the two apart on first impressions. That is, of course, until you get inside and look up to see the massive gaping hole in the roof.

Now, Renault has been somewhat generous with the term ‘convertible’ to describe the Plein Sud. It’s more of a regular R4 with an 80cm x 97cm canvas sunroof. Instead of folding all the way back as per a trad drop-top, it folds backwards into three sections and can be done fully within 10 seconds at speeds of up to 90 kilometres per hour.

While naysayers may scoff that the Renault 4 Plein Sud isn’t a “proper” drop-top, it does mean that this “rag-top” retains the standard car’s impressive 420 litres of boot space, which expands to 1,350 litres when you fold the rear seats. By not lopping off the Plein Sud’s B and C pillars, the chassis’ stiffness remains uncompromised, and there’s no nasty scuttle shake or feelings of flaccidity from behind the wheel.

The interior of the R4 Plein Sud is unchanged over the regular car. The stepped dashboard remains, and all of the materials, bar a few scratchy plastics lower down, feel well screwed together and pleasant to touch.

When it comes to screens, the driver benefits from a 10.3-inch instrument binnacle adjacent to another 10.3-inch infotainment screen running the rather excellent Google built-in. Given this is 2026, the R4 Plein Sud comes with Apple CarPlay and Android Auto functionality. Renault was also keen to stress that the system comes with Amazon Prime Video and HBO app integration.

If I’m honest, I really don’t understand this. Never have I ever felt the urge to go and sit in my car to watch an episode of whatever I’m binging currently. I most likely never will. Alas, this is the way things are headed, as is the use of artificial intelligence via Renault’s ‘Reno’ avatar.

By saying “hey, Reno” you can open the sunroof and carry out myriad other functions such as adjusting the cabin temperature, and pre-scheduling a charge session. Impressively, ‘Reno’ worked, and it’s yet another demonstration of how the brand strives to make life easier for the car’s owner, rather than adding superfluous gimmicks such as in-built karaoke systems or simulated whoopee cushions.

In the back, there are seatbelts for three, but realistically the Renault 4 is strictly a four-seater. At 3.9 metres long, leg room is tight in the rear, and the bench also sits quite high, providing those in the back with an elevated seating position. It’s not uncomfortable, but it does feel a bit… odd initially.

However, this does translate into some properly pleasant ‘wind in your hair’ moments, which add another layer of joy to what’s already a happy little car.

Battery, motor, and performance

Thankfully, Renault has kept things simple with the 4 Plein Sud’s powertrain. Like its closed-top sibling, just one configuration is available: a front-mounted, 148bhp motor paired with a 52kWh battery.

As a result of the extra 19kg added from the roof, the R4 Plein Sud’s overall range is reduced slightly from 247 to 242 miles. Charging speeds are bang average with a 100kW peak, and a 15-80% top-up time will take 30 minutes.

However, the Plein Sud is the first Renault 4 to benefit from Vehicle-to-Load (V2L) functionality. To keep things simple, this means the car can be used as a battery storage device to power anything from an electric BBQ to an entire house in the event of a power outage. Vehicle-to-Grid (V2G) also allows owners to sell the electricity stored in the battery back to the grid, and reduce their home charging costs.

When it comes to performance, the R4 Plein Sud will do the 0-62mph run in 8.2 seconds and power through on to a top end of 93mph. At a time when EVs are easily generating four-figure power outputs and neck-snapping levels of acceleration, these numbers seem mid at best.

But honestly? The R4 – Plein Sud or otherwise – doesn’t need silly performance. The power was more than enough for some Marcus Grönholm-style heroics on the rather splendid and somewhat challenging blacktop that once served as the stages on Rally Catalunya.

While reasonably soft-riding, the R4 felt chuckable with very little lean and plenty of composure. The steering is nicely weighted with a good level of connection between the steering wheel and the road. Paired with a reasonably low driving position, the sensation of licking along is somewhat amplified. In town, the little Plein Sud’s throttle response and one-pedal driving make it perky enough to ensure driving is a stress-free affair.

Out on the open road, though, is where the Renault 4 Plein Sud really shines. It’s just easy. With the roof closed, road noise is barely audible and Renault claims that the absence of a full-time roof means it’s just 10dB louder than the standard car. Paired with those comfy seats and a much-needed armrest, motorway journeys are an absolute doddle.

Overall, then, the R4 very much has a “big car feel”. It’s easy to drive, easy to live with, and best of all, you can turn the ADAS off with a double press of a button beneath the right-hand side air-vent.

Price and specification

There’s no such thing as a cheap new car in 2026, so don’t expect the Renault 4 Plein Sud to be challenging the likes of the Dacia Spring and the Leapmotor T01 when it comes to pricing. That said, it’s far from daft money and the addition of the canvas roof calls for a relatively modest £1,500 premium over the standard car.

Both trim levels, entry-level techno+ and range-topping iconic+, are also eligible for the £3,750 Electric Car Grant. As a result, techno+ cars are priced from £27,445, while the iconic+ kicks off at £29,445.

When it comes to specs, the Techno+ cars come with a massively quirky denim upholstery, rear tinted windows, a two-tone paint job with a non-body coloured roof, heated and electrically adjustable mirrors, and automatic daytime running lights.

Iconic+ trim drops the Techno+’s 18-inch ‘Sixties’ alloy pattern in favour of 19-inch ‘Parisienne’ wheels, and the additional kit includes a light-up grille, an electric boot, plus heated seats and steering wheel. EV Powered editor, Matt, was also taken with the 80s-inspired black, grey, and yellow seats exclusive to range-topping models.

Wireless mobile charging is standard on all versions of the R4 Plein Sud, along with optional extras from a wicker baguette holder and different driver selector caps, to 3D-printed centre console covers and even its own dedicated clothing line. Très chic.

Verdict

The R4 Plein Sud is another endearing electric Renault. Renault has taken an already cheerful car and made it even happier by adding that folding canvas roof. Ultimately, I think we underestimate the wonders that a cabin filled with sunlight and a rag-top can do for the soul.

The R4 Plein Sud invoked fond memories of family summer holidays to mainland Europe as a kid. But here’s the thing – given how easily the Plein Sud slots into your life, it’s not just a feel-good hit of the summer: it’s another of Renault’s year-round success stories.

Bravo.

Renault 4 Plein Sud Iconic+

• Price: £29,445 (inc. £3,750 Electric Car Grant)
• Powertrain: Single-motor, front-wheel-drive
• Battery: 52kWh
• Power: 148bhp
• Torque: 181lb ft
• Top speed: 93mph
• 0-62mph: 8.2 seconds
• Range: 242 miles
• Consumption: 4.4 mi/kWh
• Charging: Up to 100kW

Read more:
Renault 4 Plein Sud review: The feel good hit of not just the summer

The electric BMW M3 concept was unveiled at the 2026 24 Hours of Le Mans, providing a glimpse of where the German brand’s fabled M division is headed in the future in terms of design, technology, and character.

Officially named the ‘M Concept Neue Klasse’, the electric M3 rides on BMW’s highly regarded Gen6 platform shared with the i3 saloon and iX3 SUV. While not quite the final version, the first all-electric M car is expected to deviate very little from the concept when it debuts towards the end of next year.

BMW adopted this strategy with its Vision Neue Klasse in 2023, which eventually became the reborn i3 earlier this year.

Electric BMW M3 Concept exterior design

The electric BMW M3 adopts an aggressive V-shaped bonnet, topped with an air intake to cool the drivetrain. The angular ‘shark nose’ is a contemporary riff on the ‘shark nose’ from the iconic 3.0 CSL and the 635 CSi. Meanwhile, the dedicated M3-only wing mirrors were designed with aerodynamic efficiency in mind.

Like the beefy rear arches and other aero devices, these are made from natural fibres. BMW claims that the electric M3’s ‘trimaran’ bumper is inspired by high-speed sailing boats, and a similar design carries on around the back, which features a downforce-boosting ducktail rear wing.

Munich’s illustrious motorsport heritage is reflected in the yellow headlights inspired by those found on its race-winning M Hybrid V8 LMDh sports prototype, which competes in the FIA World Endurance Championship and took pole at Le Mans this weekend.

Flanked by LED-effect ‘track lights’ in the bumper, BMW confirmed that the yellow headlights will be a “signature feature” on all upcoming M cars.

Interior design

Inside, the electric M car’s interior is derived from the i3 and iX3’s, but has been rethought to emphasise the focus on driving. The electric M3 concept has four bucket seats trimmed in M-themed merino leather with red harnesses.

It’s worth noting that the rear seats are likely to be dropped in favour of a traditional bench on the production version. Simulated gearshifts will also be part of the electric M3’s character, along with a new “soundscape” engine note.

Electric BMW M3 power, battery, and tech

When it comes to power, BMW hasn’t made figures official. However, we do know that the electric M3 will adopt a four-motor, all-wheel-drive (AWD) setup generating around 1,000bhp – almost twice as much as the current straight-six car.

Despite the immense power, the electric BMW M3 will benefit from the same 800V architecture as the i3 and iX3. This means we can expect ultra-rapid charging speeds of up to 400kW, and 249 miles worth of range in 10 minutes. The latter car can manage 500 miles on a single charge, but given the electric M3’s power output, expect the range to be reduced.

BMW hasn’t announced any details about the battery, but BMW confirmed that it will be over 100kWh, suggesting that it may share the 108kWh unit found in the i3 and iX3.

Read more:
Electric BMW M3 concept arrives with motorsport-derived styling and driver-focused interior

Peugeot has confirmed that pricing for its all-electric e-208 GTi will start from £34,995, with order books now open.

Moreover, Peugeot’s hot hatch is expected to qualify for the UK Government’s £1,500 electric car grant (ECG), bringing the price down to £33,845. This means it undercuts its main rival, the £34,245 Alpine A290 GTS+, which includes the £3,750 ECG.

The E-208 GTi made its debut at the 2026 24 Hours of Le Mans, which coincides with Peugeot’s centenary at the world’s most prestigious endurance race.

Electric Peugeot E-208 GTi performance

Co-developed with Peugeot’s motorsport arm, Peugeot Sport, the electric E-208 GTi rides on the same underpinnings as the successful Abarth 600e and its bigger, more refined sibling, the Alfa Romeo Junior Veloce.

Widely touted as the long-awaited follow-up act to the iconic 205 GTi, the E-208 GTi will pack 276bhp and 221lb ft of torque from a single front-mounted motor – twice the output of its much-loved predecessor.

Electric Peugeot E-208 GTi performance

Co-developed with Peugeot’s motorsport arm, Peugeot Sport, the electric E-208 GTi rides on the same underpinnings as the successful Abarth 600e and its bigger, more refined sibling, the Alfa Romeo Junior Veloce.

Widely touted as the long-awaited follow-up act to the iconic 205 GTi, the E-208 GTi will pack 276bhp and 221lb ft of torque from a single front-mounted motor – twice the output of its much-loved predecessor.

Peugeot has said this will allow its electric hot hatch to get from 0-62mph in just 5.7 seconds – 0.2 seconds quicker than the larger Abarth. Those figures put the E-208 GTi some way ahead of rivals such as the Alpine A290 and Mini John Cooper Works.

Like its Italian stablemates, the E-208 will feature a proper mechanical Torsen limited-slip differential and rear anti-roll bar as well as a bespoke suspension, steering and braking setup, including 355mm discs and four-piston callipers.

The E-208 sits 30mm lower than the regular, sweet-handling E-208, while the track has been widened by 56mm at the front and 27mm at the rear to improve handling over the regular car.

Battery and range

Under the skin, Peugeot’s electric GTi will feature the same 54kWh battery as the standard car.

Officially, the French carmaker says that it will offer 217 miles of range in this most powerful version of the E-208. We’d expect closer to 160-170 miles in the real world.

Electric Peugeot E-208 design

On Friday’s official unveil, Peugeot says it will roll out the E-208 GTi in seven colours, including red, white, and blue, as a nod to the French tricolour and Peugeot’s heritage.

Peugeot’s designers say they’ve gone for a subtly sporty look that builds on the already sharp-looking standard E-208. Unlike the related Abarth, there are no comically large spoilers or lurid logos.

The GTi gets a more aggressive body kit with a deeper grille area flanked by “claw mark” LEDs, and flared wheel arches to cover the widened track. At the rear, a larger high-level spoiler is balanced by a relatively low-key black diffuser. New 18-inch alloy wheels with huge GTi lettering hark back to the Speedline design used on the 205 GTi, and are wrapped in Michelin Pilot Sport Cup 2 tyres.

Externally, there are Neon Red highlights echoing the red lettering of the original GTi badges, on the wheel arches, grille, and beneath the spoiler. That red theme carries over to the interior, where there are bright red floor mats like the 205, as well as red trim on the dashboard and seatbelts.

The sports seats are finished in a mixture of leather and Alcantara, with the rear panel divided vertically with an Alcantara panel and a mesh panel reminiscent of the 205’s fabric upholstery.

Pricing

Peugeot will announce pricing for the E-208 GTi on Friday. Based on the regular car’s starting price of around £30k, we expect France’s latest hot hatch to come in at under the £40k mark.

Read more:
Peugeot E-208 GTI roars in at under £35k

MG will unveil its upcoming electric supermini at this year’s Goodwood Festival of Speed, ahead of a 2027 debut date.

Almost certain to be called the MG2, a set of teaser images issued by the Sino-British carmaker hint at a new, sportier design language disparate from its most recent EVs, the Renault Megane-sized MG4 Urban, and the MGS5.

The images show a smoothed-off Mini-esque front end with rounded headlights, along with an MG badge on the C-pillar, vertical LED tail-lights, and a roof spoiler.

When speaking to EV Powered about the upcoming supermini earlier this year, the brand’s head of product and planning, David Allison, said: “When that car comes, it will be completely different to the MG4 Urban in terms of its look, in terms of its design and in terms of its position. And that’s how we continue to evolve. That gives us the ability to sell something else to somebody else.”

He explained that the addition of a supermini to MG’s line-up would help establish a sustainable level of growth after several years of rapid expansion. While focusing on value, the MG2 will no longer be the cheapest offering in its class.

The MG2 will ride on the same Modular Scalable Platform as the MG4, suggesting it’s likely to be rear-wheel-drive (RWD) and offered with either a 43kWh or 54kWh battery capable of up to 258 miles on a single charge.

No further information has been issued at this stage, but the MG2 is likely to cost around £20,000 – aimed squarely at the likes of the Renault 5, the Volkswagen ID Polo, and the upcoming Ford Fiesta.

A second “aspirational” model will also be unveiled at next month’s FoS 2026, with MG’s global design vice president, Jozef Kaban, taking the wraps off both.

MG isn’t the only Chinese automaker set for a bumper Festival of Speed. BYD has gone all in with its multi-brand, 2,016 square metre setup, showcasing the new Denza Z9 GT, the record-breaking Yangwang U9 Xtreme, the new Dolphin G DM-i plug-in hybrid, plus the upcoming Ti7 SUV.

Read more:
MG2 supermini concept to debut at 2026 Goodwood Festival of Speed

Humax has partnered with BYD to offer customers a 7kW MX7 EV charger included with the price of any new electric vehicle purchased via its CG Auto Global dealership network in the south of England.

Designed to create an all-in-one EV ownership experience for those switching from internal combustion to electric, the deal integrates the £999 charger and installation costs into the customer’s Personal Contract Purchase (PCP) plan.

The Humax MX7 won a gold London Design Award and incorporates smart vehicle recognition to prevent unauthorised use or theft of the owner’s electricity.

Approved for the UK Government’s OZEV grant to reduce up-front costs, the device is also future-proofed for Vehicle-to-Grid capability and can be integrated with solar energy to reduce home charging costs.

Finally, the Humax MX7 can be operated from any smart device to enable intelligent charging schedules, monitor real-time charging, and manage Auto Solar Mode remotely.

Derek Yu, the deputy director of CG Motors UK, said: “Our aim is to deliver a premium, no-fuss experience for our customers when they purchase a BYD car, whether that’s for personal or business use. This collaboration with Humax EV Charging allows us to fulfil this promise with an integrated package that enhances their vehicle ownership journey.”

Jeff Kim, Humax president, added: “This partnership with CG Auto Global makes the transition to electric driving simpler for BYD customers. By enabling drivers to include a home charger and installation within their vehicle purchase, we’re creating a true one-stop solution that removes advance costs and unnecessary complexity.

“Beyond the convenience of charging at home, customers can also benefit from lower running costs by taking advantage of off-peak electricity tariffs, while avoiding the time and hassle associated with regular use of public charging infrastructure.”

BYD’s UK range of electric vehicles comprises full EVs and plug-in hybrids. The electric-only line-up is made up of the Dolphin Surf city car, the Dolphin hatchback, the Atto 2 crossover, the Seal executive saloon, and the Sealion 7 and Atto 3 Evo SUVs.

In 2025, the Chinese automotive giant became the world’s biggest EV manufacturer and outsold Tesla in Europe, despite only hitting the European market as recently as late 2022.

Read more:
Humax and BYD to make home charging easier than ever with 7kW wallbox deal

Mercedes has introduced an entry-level version of its electric-only GLC SUV, priced from £55,495 in ‘Sport’ guise with order books now open.

The rear-wheel-drive (RWD) Mercedes GLC 250 Sport will slot in alongside the all-wheel-drive (AWD) GLC 400 4Matic, which is priced from £60,350.

The GLC 250 Sport has a maximum range of 389 miles, a 0-62mph time of 5.9 seconds, and a 130mph top speed. The pairing of a 349bhp electric motor with an 85kWh battery means that the GLC 250 Sport’s range and power are slightly down when compared to the 400 4Matic. The latter generates 482bhp courtesy of its twin-motor setup, while a larger 94kWh battery translates to 406 miles on a single charge.

Pricing for the GLC 250 Sport undercuts the base-spec, £56,860 Volvo EX60, which has a slightly shorter, 379-mile range. Under the skin, the Mercedes rides on 800V electrical architecture, which allows for ultra-rapid charging speeds of up to 320kW, translating into a 10%-80% top-up charge time of just 22 minutes.

The Mercedes GLC 250 isn’t just available in Sport trim. AMG Line, AMG Line Premium, AMG Line Premium Plus, and Premier Edition are also options.

Every version comes with 20-inch alloy wheels; heat and noise-insulating privacy glass; a panoramic sunroof; auto-dipping LED headlights; heated seats; two-zone climate control; wireless phone charging; a reversing camera and parking assist system. There’s also a suite of driver assistance, including adaptive cruise control and active lane keeping assist.

Sport grade makes do with the MBUX Superscreen, which places a 10.3-inch instrument cluster, 14-inch central display, and a 14-inch decorative passenger display behind glass. From AMG Line upwards, every version comes with the Hyperscreen – a 39.1-inch single-piece display spanning the width of the dashboard.

AMG Line also ushers in the divisive illuminated grille with 942 backlit dots as well as illuminated “stars” in the panoramic roof. It also brings AMG styling touches, adaptive micro-LED headlights, sports seats, keyless go with flush-fit door handles, plus a 360-degree camera and a Burmester sound system.

AMG Line Premium Plus further upgrades the stereo and adds massage seats and a projection function for the headlights. Higher grades also bring heated rear seats, more driver assistance, a head-up display and 21-inch wheels. The line-up tops out at £73,350 for the Premier Edition.

An optional Refinement package adds rear-wheel steering and adaptive air suspension that can be primed using data shared from other Mercedes cars on the road. And a Sustainability package is a free option on Sport grade and brings a Vegan Society-approved vegan interior.

The Mercedes GLC is part of Stuttgart’s new, heavily revised EV range, which includes the award-winning CLA, the GLB SUV, an all-electric C-Class, the wild, 1169bhp AMG GT, and a new A-Class scheduled for 2028.

Read more:
Entry-level Mercedes GLC 250 Sport priced from £55,495 with Volvo XC60 in its sights

With the upcoming RallyX Americas series, electric RX is finally on the cusp of being done properly. We were joined by Andreas Eriksson, the ‘wizard’ helping shape it, to discuss the tech, the attitude and the hard work that are set to make a difference.

The FIA World Rallycross Championship didn’t have to die that way, did it? Despite a few last-minute attempts to get it back to where it was during its heyday, it was never going to work.

Not even a return to Freeview, or bringing back Andrew ‘the voice’ Coley to the commentary box, could repair the damage done behind the scenes. When the FIA brought the series back under its control (instead of keeping it outsourced) for the 2025 season, it was too little, too late.

When the final death knell came in October last year two-time World Rally Champion, Marcus Grönholm, lamented to EV Powered: “to blame the collapse of World RX completely on EVs? I don’t think that’s correct”.

The Big Finn knows a thing or two about rallycross. After retiring from the WRC, he went on to compete for the Swedish Olsbergs-MSE team run by Andreas Eriksson in Euro RX, and then in US rallycross’ various guises.

Grönholm’s son, Niclas, also enjoyed a successful nine-year World RX career, which started with Eriksson’s outfit back in 2016.

Eriksson, then, understands what makes rallycross work. He’s been involved as a driver and manager for more than 20 years, securing wins at the wheel, championships as a team leader, and helping introduce the sport to the United States via the Global Rallycross (GRC) in 2014.

He has, possibly better than anyone involved in the sport, grasped the formula behind what’s needed to make RX a success in everything from onboarding manufacturers to understanding what the fans want.

When the elder Grönholm referred to his friend and former employer as “some kind of rallycross wizard,” it’s hard to disagree.

‘EVs weren’t the problem’

“I completely agree with Marcus that the problem with World RX wasn’t the electric cars,” Eriksson told us from his workshop in Sweden. “It was just poor decision after poor decision, and to replace the Supercar class with a new car was not the right way to implement EVs into rallycross. Changes are hard enough to do as it is, without striking a balance of old and new understanding.

“We need a platform to create rallycross stars of the future, and the only way to make motorsport professional is to be part of the evolution of where car manufacturers and the car market is going,” he explains. “By forcing World RX to go fully electric was too early, a lot of hatred was created towards EVs.”

In his case for an electric rallycross series, Eriksson draws on his knowledge of co-founding the Red Bull GRC during the years in the build up to its inaugural 2011 season.

“When we started competing in the GRC with Marcus and Topi [Heikkinen] driving the Ford Fiesta, that was the perfect time for that car and the sport,” he says. “Up until that point, the US car industry had gone from V8, to V6, and it was then making the transition to in-line four turbos.

“With that small car, we were a perfect fit to show what you could do with a small, lively engine and up until politics got involved again, it worked, because it was a brilliant championship. We brought on names like Ken Block, Travis Pastrana, Scott Speed…

“Now in this world of electric cars, and there’s no escaping them because in Europe we now sell more EVs than ICEs, I originally thought that World RX was too late in going electric, but we were five years too early – it’s taken the battery tech and the infrastructure that long to catch up.”

‘It’s not about us, it’s about the future’

But with the tech now in the right place, for Eriksson, the key to successful electric rallycross lies very much in the future.

In a stark contrast to the FIA’s top-down order to make World RX electric-only “in a response to the Dieselgate scandal”, Eriksson’s approach is about working with the manufacturers and tech suppliers to give them a playground where they can showcase the capabilities of EV tech.

“Maybe I’m one of the crazy ones, but I’m always trying to think what will happen in five years time. That’s how I see the world,” he contemplates.

While the FIA is playing checkers with a possible, bio-fuelled return for World RX in 2028, Eriksson is playing 4D chess by using the current trends of the automotive industry as his yardstick.

“We need to tell a story that EVs are cool, and the only sport that can ever do justice to an electric powertrain is rallycross, because it’s about 100% performance in every corner and ultra-quick acceleration,” he says. “It’s up to us to understand what is relevant for the current generation of car buyers, then the next generation – I think we can see where they’re going, and that’s EVs.

“I think if we, those of us who are over 35, pursue our own interests and get stuck in our world where we think something is fantastic, that’s when you get a decline of interest. It’s not about us.”

Coming to America

As the FIA flip-flops, Eriksson is putting his plan into action under the ‘RallyX Americas’ banner. Oh, that’s another thing he’s achieved in his career – he founded the RallyX series as a platform to develop a roster of professional rallycross drivers.

With the likes of Niclas Grönholm, Timmy Hansen, and Ole-Christian Veiby, having all competed there at some point in their RX careers, RallyX is yet another success story the quietly-spoken Eriksson can add to his name.

As for the ‘Americas’ moniker, he explains, “that’s because they know how to put on a better show than we do in Europe – if it’s a success there, it’ll be successful in Europe. That’s what we saw with GRC, because that started a few years before World RX was even a thing, then it really blew up over here.”

The opening three rounds of RallyX Americas have been co-developed with assistance from USAC, America’s answer to the FIA. So the inaugural 2026 RallyX Americas season will begin with a two-race event over the weekend of June 20-21 at the Crandon International Raceway in Wisconsin.

Faster, more extreme, more fun

The car used to compete is the FC1, developed by FirstCorner. Having been around since 2022 and earned its stripes in Nitrocross and the Race of Champions, Eriksson is keen to stress that FC1 is a platform, rather than a car.

Right now, the FC1 visually echoes an SUV coupé. Yet given Eriksson’s goal of working alongside manufacturers, it can be adapted to accommodate any sort of bodystyle. The sky, then, is indeed the limit. The first cars that came to my mind were Subaru’s upcoming electric STi, or any of Ford’s promised ‘rally-focused’ EVs.

“Developing the FC1, I realised we need to make something much faster, and much more extreme than anyone has ever done before. At the end of the day, even your mum’s standard EV is quick,” Eriksson outlines. “It’s my vision of how an electric performance car should be, and it’s open to the manufacturers to put their body and maybe add some of their technologies into it in the future.”

The numbers surrounding the FC1 are mind-boggling. Its quad-motor, all-wheel-drive setup generates up to 1,500bhp and 663lb ft of torque. The 0-60mph run is dealt with in a mere 1.5 seconds, and subjects the driver to 3G under acceleration while doing so.

In line with Eriksson’s outlook on what a performance EV should be and do, Olsbergs-MSE has developed a three-speed manual gearbox. It’s not a synthetic unit, either. The transmission is a proper mechanical linkage connecting the FC1’s front and rear ends.

“When we did this, everyone laughed at us and said you don’t need that,” he explains. ”But we looked at the data and quickly understood that if we were limited in acceleration we had good top speed, but if we had no top speed, we didn’t have good acceleration.

“To achieve both, we added a gearbox and added a prop shaft, so we connected the front and rear mechanically.”

The ‘rallycross wizard’ has even looked so far ahead, that the issue of sound – one of the biggest criticisms levelled at the electric era in World Rallycross – has been dealt with. Yet again, Eriksson feels that the solution to RX’s noise debate isn’t rooted in the past.

“It’s not a noise made like the old four-cylinder turbos in World RX or GRC. I don’t think that’s the right thing to do,” he says candidly. “Instead, we’ve replicated the noise of the electric motors and the drivetrain heard by the driver. We know the FC1 platform is tremendously fast, but the fans can’t experience what the driver feels.

“We’ve worked with Kicker and Borla to develop a 120dB speaker system on the car, so they can hear and feel the same thing as the driver inside. It’s the sort of sound we’re hearing from performance road cars these days – it’s not a fake V8 noise, it’s its own thing authentic to EVs.”

Opening the door to teams and fans

The FC1 platform is priced from between €400,000 and €500,000 to buy outright, including batteries, and all charging infrastructure; a stark contrast to the almost €800k sum commanded by the final generation of World RX cars.

To keep costs sensible, teams can also rent a car and equipment on a race-by-race basis, meaning that the inaugural RallyX Americas championship can be done for €100,000.

To stop RallyX Americas from closing the door on curious teams, the organisers will handle teams’ transport, and the tracks are already built.

For the fans, the racing will be free-to-view on YouTube, and the paddock will be an open space where they can get up close to the cars and the latest EV tech surrounding them. It’ll be something like the Goodwood Festival of Speed’s ‘Electric Avenue’, albeit with more dust, noise, and fewer people wearing red corduroy trousers.

Eriksson’s vision and bloody-minded dedication to electric rallycross appear to have paid off. Already, there are between nine and 12 cars entered for Crandon in a couple of weeks, and RallyX Americas has already attracted a healthy roster of big Rallycross names.

While Timmy Hansen and Tommi Hallman are confirmed, Eriksson won’t confirm to us who the rest are. However, Grönholm, Timmy’s brother, Kevin, Lia Block, and Tanner Foust are just a handful mentioned. It’s a similar case for the interested manufacturers. However, Olsbergs-MSE, Hansen Motorsport, and S.E.T. Promotion are outfits locked in for 2026.

We’re promised we’ll find out everything soon enough, though.

Always moving forward

Before a wheel has even been turned at the season opener, Eriksson is once again looking into the future beyond RallyX Americas, and where the next ‘big things’ lie in terms of EV tech.

“First of all, we need to prove to the manufacturers and the fans that we are different, because we have an excellent platform with the FC1, we can keep costs down, and we want to be open in showing what EVs are capable of.

“We want to bring new fans in, and show them that electric cars aren’t something to dismiss or be scared of – in fact, they’re pretty exciting.

“We’re already looking at introducing solid-state batteries to the next-gen car, and we’re very close to doing that,” he says in closing. “SSBs will give us quicker charge times, better discharge rates, and a bigger range to put on longer races.

“Then there’s battery storage solutions and vehicle-to-grid. Why shouldn’t we be looking at using the FC1 to power, or at least partially power our teams’ set-ups?”

And just like that, the brilliant mind of the “rallycross wizard” stands on the cusp of making electric RX great again.

Read more:
Andreas Eriksson: ‘If we don’t do electric RX now, we’ve missed the window’

Vauxhall-Opel has confirmed that it will introduce an all-new, all-electric Astra by the end of the decade, but refused to confirm whether it will be available as a hatchback.

When the new electric Vauxhall Astra arrives in around 2029/2030, it will ride on parent company Stellantis’ new STLA One platform, which offers flexibility for electric-only and hybrid powertrains and will underpin the upcoming Alfa Romeo Giulietta hatchback and Peugeot’s widely expected E-309.

Upon arrival, the new electric Vauxhall Astra will comprise one of four new Opel-Vauxhall models, including a next-generation Corsa, a new SUV co-developed with Leapmotor, and a replacement for the Mokka.

While an estate or ‘Sports Tourer’ body option will remain due to being “hugely popular” in Opel’s home market of Germany, Vauxhall-Opel CEO, Florian Huettl, hinted that the new Astra could become a C-segment SUV to meet customer demand.

Should this happen, it would mark the first time since the Astra’s 1980 debut that it hasn’t been offered as a hatchback. It would also mirror long-term competitor Ford’s decision to bring back the Focus, the Astra’s erstwhile rival, as a crossover during the coming years.

Speaking to UK media following the announcement of a new Astra, Huettl commented: “Whenever we look at what the next generation of a well-established car such as the Astra should be, looking at the evolution of the segment is a big deall of our work,” he said.

“The hatchback segment continues to decrease. We see a lot of flow to other segments, namely the SUV bodystyles. It doesn’t necessarily mean that the new Astra is a traditional hatchback.”

Alongside fully-electric drivetrains, the upcoming Astra will be available as a mild hybrid and a plug-in hybrid (PHEV).

The new electric Astra will be built at Opel’s factory in Rüsselsheim, Germany, where Stellantis plans to invest €1 billion. The automotive giant is also building a new Vauxhall-Opel HQ in the wider Rhein-Main region, and a components facility in nearby Kaiserslautern.

The current-gen Vauxhall Astra has been facelifted for 2026, and is priced from £27,495 irrespective of powertrain.

Read more:
New electric Vauxhall Astra confirmed by 2030, but hatchback bodystyle under question

Peugeot has revealed the first production car images of its upcoming electric E-208 GTi, which will officially debut at the 2026 24 Hours of Le Mans on Friday, June 12.

The event marks a year since the concept of Peugeot’s 276bhp hot hatch was unveiled at the LM24. The unveiling of the E-208 GTi coincides with Peugeot’s centenary at the world’s most prestigious endurance race.

Electric Peugeot E-208 GTi performance

Co-developed with Peugeot’s motorsport arm, Peugeot Sport, the electric E-208 GTi rides on the same underpinnings as the successful Abarth 600e and its bigger, more refined sibling, the Alfa Romeo Junior Veloce.

Widely touted as the long-awaited follow-up act to the iconic 205 GTi, the E-208 GTi will pack 276bhp and 221lb ft of torque from a single front-mounted motor – twice the output of its much-loved predecessor.

Peugeot has said this will allow its electric hot hatch to get from 0-62mph in just 5.7 seconds – 0.2 seconds quicker than the larger Abarth. Those figures put the E-208 GTi some way ahead of rivals such as the Alpine A290 and Mini John Cooper Works.

Like its Italian stablemates, the E-208 will feature a proper mechanical Torsen limited-slip differential and rear anti-roll bar as well as a bespoke suspension, steering and braking setup, including 355mm discs and four-piston callipers.

The E-208 sits 30mm lower than the regular, sweet-handling E-208, while the track has been widened by 56mm at the front and 27mm at the rear to improve handling over the regular car.

Battery and range

Under the skin, Peugeot’s electric GTi will feature the same 54kWh battery as the standard car.

Officially, the French carmaker says that it will offer 217 miles of range in this most powerful version of the E-208. We’d expect closer to 160-170 miles in the real world.

Electric Peugeot E-208 design

On Friday’s official unveil, Peugeot says it will roll out the E-208 GTi in three colours: red, white, and blue, as a nod to the French tricolour and Peugeot’s heritage.

Peugeot’s designers say they’ve gone for a subtly sporty look that builds on the already sharp-looking standard E-208. Unlike the related Abarth, there are no comically large spoilers or lurid logos.

The GTi gets a more aggressive body kit with a deeper grille area flanked by “claw mark” LEDs, and flared wheel arches to cover the widened track. At the rear, a larger high-level spoiler is balanced by a relatively low-key black diffuser. New 18-inch alloy wheels with huge GTi lettering hark back to the Speedline design used on the 205 GTi, and are wrapped in Michelin Pilot Sport Cup 2 tyres.

Externally, there are Neon Red highlights echoing the red lettering of the original GTi badges, on the wheel arches, grille, and beneath the spoiler. That red theme carries over to the interior, where there are bright red floor mats like the 205, as well as red trim on the dashboard and seatbelts.

The sports seats are finished in a mixture of leather and Alcantara, with the rear panel divided vertically with an Alcantara panel and a mesh panel reminiscent of the 205’s fabric upholstery.

Pricing

Peugeot will announce pricing for the E-208 GTi on Friday. Based on the regular car’s starting price of around £30k, we expect France’s latest hot hatch to come in at under the £40k mark.

Read more:
Electric Peugeot E-208 GTi production car pictures revealed ahead of Le Mans 2026 debut