Electric vehicles are becoming cheaper to repair after accidents.
The drop comes as more shops gain experience with EVs.
However, they cost 15-20% more to fix than ICE-powered vehicles.
New vehicles come with a bit of a learning curve and that’s especially true of EVs. This applies not only to owners, but also to people and companies that service them.
Unfortunately with anything ‘new,’ costs tend to be high – at least initially. That’s particularly true when it comes to electric vehicle repairs, but prices are starting to fall.
According to the German Insurance Association (GDV), comprehensive insurance claims for electric vehicles were 20-25% higher than those for comparable combustion models last year. However, the average claim has now dropped to 15-20% higher than ICE-powered models.
The Deputy General Director for the GDV said, “The more electric cars there are on the road, the less their claims differ from comparable cars with combustion engines.” Anja Käfer-Rohrbach went on to explain, “A broader model range reaches a larger customer base, and workshops, towing companies, fire departments, and appraisers now have more experience with damaged electric cars.”
She said these developments are helping to drive down repair costs as EVs are becoming the “new normal.” It’s also worth noting the latest study period was from 2021-2023, so EVs are far more common today.
On that note, the GDV said there were approximately 1.65 million electric vehicles registered in Germany at the beginning of the year. That’s a fivefold increase from 2021 and EVs currently account for 3.3% of all vehicles registered in the country.
Tesla sold only 987 vehicles in the UK last month, down from 2,462 units in 2024.
In Germany, Tesla sold just 1,100 vehicles, and its YTD sales are down 57.8 percent.
The sales collapse comes despite Tesla launching the updated Model Y in Europe.
Despite early dominance in the electric vehicle market, Tesla is now struggling to keep pace in Europe. Recent industry sales data continues to show a troubling pattern, with the automaker losing ground in several key countries.
Sales have taken a hit in Belgium, the Netherlands, Sweden, Denmark, France, and Italy, and more importantly, the numbers are rapidly declining in two of the continent’s most crucial markets: the United Kingdom and Germany.
According to the UK’s Society of Motor Manufacturers and Traders (SMMT), Tesla sold a total of 987 new vehicles in the country in July. That’s a steep fall from the 2,462 units sold during the same month last year, marking a nearly 60 percent drop. What’s particularly worrying about this is that the thoroughly updated Model Y is now available in the UK, but it has failed to reverse the carmaker’s fortunes.
BYD Outsells Tesla in the UK – By a Lot
Poor sales are one thing, but adding insult to injury for Tesla in the UK is the strong performance of one of its main rivals. Chinese electric vehicle maker BYD sold 3,184 new cars in the country in July, more than four times what it managed in the same month last year. That total puts it clearly ahead of Tesla for the month, underscoring how quickly the landscape is changing these days.
German Market Slips Further
Over in Germany, things are also looking bleak for Tesla. Sales there slipped 55.1 percent in July to just 1,110 units. Year-to-date, Tesla’s sales in Germany have also collapsed 57.8 percent to approximately 10,000 units. Then there’s the threat from BYD.
Data reveals that BYD sold 1,126 new vehicles in Germany last month, narrowly edging out Tesla. Its year-to-date sales have also soared nearly 390 percent to 7,449 units.
What makes the German decline even more concerning is that it happened despite the overall electric vehicle market growing by 58 percent in July, with 48,416 EVs registered. In other words, while more buyers are turning to EVs in Germany, fewer of them are choosing Tesla.
Tesla faces an uphill battle if it wants to stop the bleeding in Europe and retain its dominant market share. Unlike in the US, where the brand doesn’t have to deal with the threat posed by Chinese automakers, a growing number of EVs from China are flooding European shores, more often than not offering better features for lower prices.
The VW Transporter T7 features a dual-cab flatbed bodystyle with an extended wheelbase.
The LCV is based on the Ford Transit Custom with diesel and fully electric powertrains.
It is longer than the Amarok with a more spacious bed, but lacks a rugged trim option.
VW’s midsize van lineup covers a wide range of buyer needs, with options from versatile family movers to practical workhorses. Among them are the Multivan, the all-electric ID. Buzz, and the latest iteration of the Transporter.
What makes the Transporter particularly interesting is that it’s not just a van; it’s also available as a dual-cab pickup. But unlike the Amarok, it can be had with either a diesel engine or a fully electric drivetrain.
The seventh-generation VW Transporter debuted in 2024, developed in partnership with Ford and sharing its platform with the latest Transit Custom. It comes in a variety of configurations, including panel vans with options like extended wheelbases and high-roof bodies. But for those needing a more open cargo space, there’s also a double-cab dropside version, officially known as the Flatbed DoKa, with a bed designed to handle bulkier loads.
Longer Than the Amarok, With Way More Room Out Back
This flatbed model rides on a stretched wheelbase of 3,500 mm (137.8 inches) and has an overall length of 5,613 mm (221 inches). That makes it 263 mm (10.4 inches) longer than the Amarok, and thanks to its shorter hood, much of that extra length goes straight into the cargo bed. The rear tray measures 2,169 mm (85 inches) in length and 1,945 mm (76.6 inches) in width, providing noticeably more usable space than your typical midsize pickup.
Payload capacity is where it slightly falls short compared to some rivals. The diesel version is rated for up to 736 kg (1,623 pounds), while the electric model bumps that to 785 kg (1,731 pounds). That’s adequate for most tasks, though a bit less than what you’d expect from a conventional midsize truck.
Volkswagen
Visually, the only way to distinguish the electric and diesel versions is the Transporter / e-Transporter lettering on the tailgate, as the rest of the bodywork is shared. Unfortunately, VW doesn’t offer a PanAmericana trim for the flatbed truck, which means that buyers are stuck with the 16-inch steelies or optional alloy wheels of the same size. Still, those who want something more rugged can always head over to aftermarket specialists like Delta 4×4.
Diesel Or Electric
The ICE-powered Flatbed DoKa comes equipped with a 2.0-liter four-cylinder turbodiesel engine. Two output levels are available: 108 hp (81 kW / 110 PS) and 148 hp (110 kW / 150 PS). Depending on the version, power is sent to the front wheels or all four, paired with either a six-speed manual or an eight-speed automatic transmission. Both the powertrain and ladder-frame chassis come courtesy of Ford.
On the electric side, the e-Transporter uses a single rear-mounted motor with three output levels. The entry version produces 134 hp (100 kW / 136 PS), the mid-tier model jumps to 215 hp (160 kW), and the top-spec version peaks at 282 hp (210 kW / 286 PS). Regardless of trim, torque is rated at a solid 415 Nm (306.1 lb-ft), which gives the EV versions more pull than the diesel alternatives.
How Much Does it Cost?
According to Vconfigurator in Germany, the Transporter Flatbed DoKa is priced between €46,586-56,648 ($53,200-64,700) for the diesel, and €62,128-66,316 ($70,900-75,700) for the EV. For comparison, the ICE-only VW Amarok starts at €58,525 ($66,800) and tops out at €73,585 ($84,000) in the same market. All prices include the local VAT.
A VW electric vehicle has defied the ageing process in a driving range study.
Testers found the EV had lost only 9 percent of its capacity and 8 range miles.
Software updates during the four-year test period helped offset degradation.
For many drivers curious about switching to electric vehicles, battery longevity remains one of the most common sticking points. Despite new EVs all coming with long battery warranties, concerns about range degradation still put some potential buyers off. A recent long-term study involving a Volkswagen EV, however, suggests those fears may be less grounded than expected.
In test carried out by the ADAC, Germany’s equivalent to America’s AAA and the UK’s AA, a VW ID.3’s electric range had hardly changed after four years and 107,000 miles (172,000 km). The Golf-sized hatchback lost just eight miles (13 km) of range over the course of the experiment.
Real-World Battery Health After 100K+ Miles
At the outset of the test the ID.3 Pro S Tour’s 77 kWh battery delivered 272 miles (438 km) of real-world range against a claimed 326 WLTP miles (525 km). Four years laterm it was still capable of travelling 264 true miles (425 km) before needing to stop at a charging station.
And it’s not like the ADAC team treated it with kid gloves. Against automaker advice, which suggests never charging to 100 percent unless necessary so as to help prolong the battery’s lifespan, the drivers almost always charged it to full, and often left the car parked with the battery fully charged, another supposed no-no.
Independent battery checks carried out through the course of the test showed that the battery was at 96 percent after 13,500 miles (21,800 km) when the first measurement was taken, had dropped to 94 percent at 52,400 miles (84,300 km), and was still holding on to 91 percent of its capacity at 105,500 miles (169,700 km). VW’s warranty only kicks in if the battery health falls below 70 percent.
And best of all, the EV’s efficiency actually improved over that time. At the outset it was returning 3.11 mi/kWh (20 kWh per 100 km), but by the end of the test it could achieve 3.4 mi/kWh (18.3 kWh per 100 km). The secret behind those gains was a software update the ID.3 received, which helped makes the reduction in range far less severe than it would have been otherwise for the same amount of battery degradation.
“The result shows the impressive quality of our ID. models even after covering many kilometres,” said Martin Sander, Member of the Volkswagen Board of Management for Sales, Marketing, and After Sales. “A high battery capacity of over 90 per cent after 172,000 kilometres confirms that our ID. models are also very attractive as used cars and continue to meet the requirements of our customers.”
Another big win related to charging speed. Before the update ADAC’s ID.3 charged at 125 kW, but after it was inhaling 160 kW, cutting two minutes from the 10-80 percent charge time. The message is clear: don’t put off EV software updates the way you do phone ones, and don’t stress over buying a used VW EV.
VW says reports that it paused ID. Buzz exports to the US over tariffs are untrue.
It claims any delay was recall-related and ‘hundreds’ are en-route to America.
The company was forced to narrow the rear bench to prevent three-abreast seating.
Trump’s tariffs might be a major headache for European automakers shipping cars to the US, but they’re not the cause of a temporary pause in exports of the electric ID. Buzz, Volkswagen of America claims.
The automaker was responding to a story that appeared in European media claiming Trump’s decision to increase the tariffs on German exports from 2.5 percent to 27.5 percent forced VW to halt US deliveries.
“Not true,” a Volkswagen spokesperson told Carscoops when asked about the report in the German publication Handelsblatt. “Volkswagen of America temporarily held ID. Buzz vehicles at the port of Emden while resolving issues related to the stop sale. These vehicles are moving again, with several hundred currently on a ship. To clarify, the pause at Emden only affected East Coast-bound vehicles—we continued shipping ID. Buzzes to the West Coast throughout.”
The “stop sale” notice was issued in May when VW announced a recall for 5,644 ID. Buzz EVs because the rear seats were too wide. Yes, while you’d think Americans would be more likely to complain about seats being too narrow, the folks at the NHTSA decided that the rearmost seats on the Buzz were too generous.
There are only two seatbelts in the back but legislators reckoned the bench was wide enough to encourage a third, unbelted person to try squeezing themselves in there. VW’s remedy was to place unpadded bits of trim on the bench to reduce the size of the seating area and all of the EVs exported to the US in future will have a narrower rear seat.
Having to stop all sales of a vehicle is never good, but if ever there was a convenient time to do it, this period of tariff hell was it. While the UK has negotiated a trade deal with the US that allows the likes of Land Rover to escape with 10 percent tariffs, the EU has yet to finalize something similar, meaning its automakers’ exports are still subject to a 27.5 percent duty. VW builds US-market ID. 4s in Chattanooga, but the Buzz is manufactured in Hanover, Germany.
The Buzz is also shaping up to be far less of a sales hit than VW hoped. Having talked up the prospects of 40,000 US sales annually at one point, it’s going to struggle to hit 10k this year – in fact, it delivered just 564 in Q2. The ID. Buzz looks great, but its $61,545 starting price seems expensive and its 234-mile (377 km) range poor compared with what other EVs like the Kia EV9 offer for the same money or less. Other gripes include the stylish retro two-tone paint being restricted to upper trim level (or a $995 option on the entry-level model) and VW’s failure to launch Europe’s panel van version in the US.
Some industry watchers believe VW simply took too long launching the Buzz, having first showed a retro bus back in 2001. Perhaps if the model had come sooner, and with a combustion (possibly hybridized) engine, it might have been a better fit for mainstream America.
Volkswagen unveiled a production version of the ID.3 GTX Fire+Ice concept from 2024.
It draws inspiration from the 1990 Golf Fire and Ice and shares a similar color theme.
Production is limited to 1,990 units with pricing starting at €56,020 ($65,500) in Germany.
Electric flair is taking on a retro twist. While Volkswagen has signaled that the GTI nameplate will carry on in its future performance EVs, there’s still time for one last spotlight on the short-lived GTX badge. Before the GTI transition arrives, VW introduced a special edition that puts a striking spin on its current electric lineup called the ID.3 GTX Fire+Ice.
Evolving from last year’s vibrant concept, this limited-run model draws direct inspiration from a memorable early ’90s Golf.
Retro Styling Details
The production model dials back the concept’s shimmering finish in favor of a more conventional Ultra Violet Metallic paint. Even so, it retains several distinctive touches, including a custom logo on the spoiler, transparent matte decals on the C-pillars, a Flaming Red roof strip, and coordinating GTX | FIRE & ICE lettering along the side. Rounding out the look are 20-inch Locarno alloy wheels with anodized accents that match the body color.
Inside, the two-tone color scheme from the concept carries over, with Fire Red on the driver’s side and Keep Cool Blue on the passenger’s side. The jacket-style zippers on the front seats remain as a design nod, though they’re now decorative rather than functional. Additional details include contrast stitching and custom puddle lights.
As for equipment, the Fire+Ice edition is well stocked, featuring premium sport seats with massage function, an augmented reality head-up display, a Harman Kardon sound system, and an advanced suite of driver-assistance systems.
Performance Carries Over
The ID.3 GTX FIRE+ICE doesn’t get any performance upgrades over the standard GTX and GTX Performance trims. This means it is available with a single rear-mounted electric motor producing either 282 hp (210 kW / 286 PS) or 322 hp (240 kW / 326 PS). The more powerful variant can sprint from 0 to 100 km/h (62 mph) in 5.7 seconds and comes equipped with the DCC adaptive chassis. That said, it’s still slower than the more affordable Golf R, which does the deed in just 4.6 seconds.
The 79 kWh battery pack is good for a WLTP range of up to 591 km (367 miles) and is compatible with DC charging of up to 185 kW.
Volkswagen
A Nod to the ’90s
This new Fire+Ice edition pays tribute to the 1990 VW Golf Fire and Ice, developed with fashion designer Willy Bogner. The original stood out with its color scheme and was available in several trims, including the GTI. VW reports it sold 16,700 units, well above its original target of 10,000.
That retro influence carries into the present through a modern partnership with performance apparel brand BOGNER FIRE+ICE. Production will be strictly limited to 1,990 units, making it even rarer than the model that inspired it.
In Germany, pricing for the ID.3 GTX Fire+Ice starts at €56,020 (around $65,500), a €8,795 ($10,300) premium over the standard GTX trim. It’s also more expensive than both the gasoline-powered Golf GTI Clubsport (€49,280 / $57,600) and the Golf R (€55,000 / $64,300), solidifying its status as the most exclusive and most expensive ID.3 on offer.
Stellantis revealed the Opel Grandland Electric AWD with a combined output of 321 hp and 375 lb-ft.
The range-topping trim of the SUV features subtle styling tweaks and a unique chassis configuration.
The most powerful Opel doesn’t wear the GSE emblem, and is more expensive than premium rivals.
Update: Opel has just revealed the pricing for the new Grandland Electric AWD, and it comes with a bit of a shock, as the starting price is €59,990 ($69,300). That makes it the priciest offering from the otherwise mainstream German brand.
For comparison, this electric Opel is now pricier than the BMW iX2 xDrive30, which offers 308 hp (230 kW / 313 PS) for €57,400, and the €56,423.85 Mercedes EQA 350 4Matic, which delivers 288 hp (215 kW / 292 PS). It even outprices the more powerful Audi Q4 55 e-tron Sportback, which produces 335 hp (250 kW / 340 PS), leaving the Grandland Electric in a peculiar pricing position.
This places the Grandland Electric in the awkward spot of being neither a great deal nor a true premium contender, making it a tough sell.
Original story continues below.
With multiple Stellantis brands sharing similar hardware across a sea of small crossovers, if one model gets a feature, it’s usually just a matter of time before it shows up elsewhere. The latest Grandland update follows that script, adopting the familiar dual-motor all-wheel-drive setup we’ve seen elsewhere. The result? It’s now the most powerful and expensive Opel you can buy today.
The Opel Grandland Electric AWD makes 321 hp (239 kW / 325 PS) and 509 Nm (375 lb-ft) of torque, putting it on equal footing with the top versions of the Peugeot E-3008 and E-5008. A 210 hp (157 kW / 213 PS) motor handles the front axle, while the rear gets a second unit producing 111 hp (82 kW / 112 PS). Together, they deliver a 0-100 km/h (0-62 mph) time of 6.1 seconds, which is quick by family SUV standards.
The driver has access to Eco, Normal, AWD, and Sport modes, affecting the powertrain, steering, and accelerator pedal. Furthermore, the Grandland Electric AWD comes standard with frequency selective damping technology and specific tuning for the springs, anti-roll bar, steering, and ESC. Energy is stored in the standard 73 kWh battery pack, allowing a WLTP range of 311 miles (500 km).
Design changes are subtle but functional. The all-wheel-drive Grandland gets sportier front and rear bumper inserts, said to be aerodynamically optimized, complete with carbon-style accents. It also rides on new 20-inch two-tone alloy wheels. These updates help the SUV achieve a drag coefficient of 0.278 Cd, the lowest in the Grandland range.
At the back, the chrome Grandland badge has been replaced by embossed lettering on the tailgate. Inside, Opel highlights a slightly different color palette for the ergonomic Intelli-seats, though the rest of the interior appears mostly unchanged. The model will be sold across Europe and the UK, wearing either Opel or Vauxhall branding depending on the market.
Strangely, Opel has decided not to give this variant the GSe badge, even though it outpaces the outgoing Grandland GSe plug-in hybrid, which made 296 hp (220 kW / 300 PS). Despite the upgraded drivetrain and handling tweaks, the new electric AWD model goes without the sport-focused label.
Premium Pricing
The Opel Grandland Electric AWD is now available to order in Europe, and the Vauxhall version is set to hit the UK this autumn. In Germany, Opel’s new flagship model starts at a hefty €59,990 ($69,300), a price that feels more fitting for a luxury SUV than a mainstream offering.
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