Avatr, the Chinese car company that counts Changan and CATL among its major shareholders, has announced it will launch in Europe next year. The company has been planning its European launch for more than three years and says it will first enter Norway and Spain.

The brand’s impending launch was announced at the Paris Motor Show. It’s working to establish sales, service and partner networks across Norway and Spain, and has confirmed the 06T and 07L will be among the first models it launches. The 06T takes the form of a sleek estate while the 07L is a luxurious SUV, and they will ultimately be joined by six other models over the coming three years.

Read: Avatr’s Electric Wagon Packs Supercar Power And A Backup Gas Engine

One of these new models will be the Avatr T09. Previewed in Paris with the T09 Concept. It will be a flagship, full-sized SUV designed to rival vehicles like the Li Auto L9, Aito M9, Zeekr 9X, and even models like the Mercedes-Maybach GLS and Rolls-Royce Cullinan.

Big On Luxury

Recent filings made in China have already revealed many key details about the production model. It will be sold as a range-extender EV with options for either a turbocharged 1.5-liter inline-four with 141 horsepower (105 kW), a front motor with 241 hp (180 kW), and electric motors at the rear with 415 hp (310 kW). A turbo 2.0-liter four-cylinder with 201 hp (150 kW), a 241 hp (180 kW) front motor, and a pair of 302 hp (225 kW) rear motors will also be offered. Both versions will launch in China with a 71.24 kWh battery. It’s unclear if the European model will have the same specifications.

While Avatr is only now expanding into Europe, it already has a presence in more than 70 countries and regions and plans to expand to 110 countries by 2030. So far, the Chinese brand has sold more than 280,000 vehicles. Interestingly, Avatr’s global design center is based in Munich, Germany, and designers there work with those at its Shanghai design center to craft models that should appeal to global buyers.

Avatr Overseas Business head Justin Li spoke at an event in Paris, and he said: “Avatr has been a global brand from the very beginning. Over the next three years, six models will be launched in Europe spanning mid‑size SUVs, large SUVs and shooting‑brake body styles. In 2027, Norway and Spain will serve as AVATR’s European launch markets, where the AVATR 06T and 07L will make their European debut, officially embarking on a new journey for AVATR in Europe.”

Avatr will work with local dealers and service partners across Europe and provide full-lifecycle support to local buyers thanks to a European spare-parts logistics system and roadside assistance.

Avatr is likely a brand you’ve never heard of. And yet, it’s the kind of car company that is likely to shake you out of your slumber when you realize just how quickly China is developing its top-flight tech powerhouses. The Avatr 07 is another feather in the company’s cap. And while the 11 that we tested last year had its drawbacks, the 07 — which should be the 11’s smaller brother — outclasses it in many respects. It does so, seemingly by virtue of just, well, being newer.

But that’s the kind of progress a brand needs to display in what is a ruthless Chinese home market. Model cycles are short, and designers and engineers are constantly pushing to out-niche the competition with weird and wonderful features that can differentiate their products in what has to be the most crowded market for cars.

Review: The Avatr 11 Blends European Style And Chinese Tech But Still Comes With A Catch

That said, the Avatr 07 doesn’t attempt to win you over with gimmicks, although it does have a few. As a refresher, Avatr is a joint venture between state-owned automaker Changan, tech giant Huawei, and China’s largest battery manufacturer, CATL. Unlike the many copycats, who invariably deploy some kind of take on a Defender or Bronco in their lineup, Avatr has decided to take design seriously.

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A Closer Look At That Exterior

Avatr has invested in a design studio in Munich and has reportedly attracted top talent to their stable. Their chief designer is Nader Faghihzadeh. He’s the guy who penned the BMW i8. And the fact that the 07 genuinely isn’t a mish-mash of existing rival styling cues earns the 07 some brownie points in my book.

However, it’s not quite as imposing in person as the larger 11 was, even if it is just a smidgen smaller (4,825 mm / 190 inches vs 4,880 mm / 192.1 inches long). The styling is very much a continuation of the precedent set by the 11, but with a lower waistline, and an overall more rounded hatchback rear, vaguely reminiscent of the U.S. Honda HR-V in outline alone. Or, to put it another way, it’s the 11’s CliffsNotes, toned down for a broader audience. Kill Bill without so much of the Kill, if you will.

But that’s okay, because the 07 is meant to attract a larger audience to the brand, while staying somewhat stylish. The overall design, with its large arches and differently surfaced panels down the side, do make the car look a bit underwheeled in the spec we tested, with the predominantly black 20-inch wheels not standing out against the purple bodywork.

It All Comes Together Inside

Step into the Avatr 07 and its hard not to be impressed by the sheer quality of it all. We’re talking Nappa leather seats, real Dinamica microfiber suede on the roof, and an overall air of quality that will genuinely have the German big three scratching their heads. There are no shiny or creaky plastics (we can’t say the same about some Mercedes of late), and there’s an attention to detail that showcases that thought has been put into the design − even the lower B-pillar trim panel is wrapped in leather.

Ahead of the driver, at the base of the windscreen, is a cabin-wide thin strip of screen. This 35.4-inch display incorporates the use of widgets to add an extra layer of seriously useful customisation to the experience. Here you can select a number of things to display, including tire pressure, temperatures, power, and multimedia. In a world of pointlessly expanding screen real estate, it was more than refreshing to be able to glance at some of those excessive pixels and have it tell you something relevant to your drive.

The driver and passenger seats both feature heating, ventilation, and massage functionality, and a zero gravity mode (fancy word for saying the seat goes into a theatre-style recline mode) can come in handy when recharging the 07 at a public charger. The relaxation features are coupled with several scenario modes, which you can select through the display. Want to experience a pretty poor recreation of a roaring fireplace? Select the mode, and the screen will flicker a warm light, the heating will turn on, and you’ll hear the faint crackle of a wood fire piped through the audio. Of more use, though, is the Tesla-esque pet mode, which allows you to keep the cabin at a constant temperature, with a prominent message letting passersby know your furry friend is comfortable.

Spend a little more time inside though, and some issues start to creep to the surface. The AC vents, for instance, are designed to be invisible. It’s a nice concept that grabs the minimalism-to-the-max concept by the horns, but in practice it’s impractical. Want to change the direction of the airflow, and instead of quickly making a minor adjustment to a vent, you have to delve into a menu via the touchscreen and drag to where you want the airflow blowing.

There’s the steering wheel, too. Arguably inspired by Tesla, the yoke is just not a great experience. F1 cars have them because your steering inputs are limited to a small range of motion. But in real road cars, as soon as you need to park (more on that later) and you have to do several lock-to-lock maneuvers, it just becomes a chore. Shuffling the wheel is impossible, and instead you have to half-palm it.

Another frustration is that the steering wheel and mirror adjustments need to be accessed through the screen too. We understand that this isn’t the first car, and it won’t be the last, to hide everything behind a screen, but for those of us who like to make minor corrections to our seating position, having an extra step to navigate is just an annoyance. And if we’re nitpicking, replacing the interior door pulls with push buttons seems like an exercise in frivolity.

Of course, none of that will be of concern if you opt to spend your time in the back. Now, for the Chinese market, rear space is a serious consideration, so much so that there are many long-wheelbase versions of various cars over there. There’s even a 07L, confined to China. But even in the standard 07, the legroom is seriously impressive. If the front-seat occupants are six-footers, there’s more than enough space to stretch out in the rear. If you require further legroom, then flip down the armrest, and you’ll find a set of touch-sensitive controls which allow you to move the front passenger seat forward. You can also electrically recline each outboard rear seat back, control the seat heating (but no ventilation), and open or close the moonroof sunshade, which spans the entire length of the passenger compartment.

The rear row can be folded to expand the 735-liter trunk space to 1,645 liters. There’s also a 90-liter frunk up front, providing another useful way of storing things.

Behind The Yoke

Our tested car was supplied in Sri Lanka, which receives a much smaller motor variant. This is due to punitive taxes on cars, similar to Singapore. So, what you get is a rear-mounted 99kW motor, which works out to 130 hp in old money. Despite the smaller motor, the cost of the car is still an astronomical $107,000 (LKR 35,500,000) in Sri Lanka. For perspective, in its home market of China, the 305 kW RWD version of the 07 retails for a much more palatable $34,300 (¥229,900), which makes it Toyota RAV4 money.

There’s also a tri-motor all-wheel-drive version with an insane 712 kW and 996 Nm of torque that’ll do the 0-62 mph (0-100 km/h) sprint in just 3.7 seconds. The price for that? It works out to around $41,755 (¥279,900 in China). No wonder the industry is sounding the alarm over their cars.

But back to our test unit. That limited motor output and the rather pudgy curb weight of 2,360 kg means that our Avatr 07 is not fast. Correction: It’s downright slow. It gets to 62 mph (100 km/h) in 13 seconds. That’s slower than the Mitsubishi Mirage, which, up until it was retired, held the unenviable title of the slowest-accelerating car on sale in the US, at 12.8 seconds.

The weird thing is though, that behind the wheel of the 07. It doesn’t feel as slow as it is. Whereas that 1.2-liter Mirage had access to just 74 lb-ft (100 Nm) of torque, the Avatr 07 still boasts an impressive 270 lb-ft (365 Nm). In practice, it means this heavy EV doesn’t run out of grunt and even manages to feel unstressed. And of course, being an EV, having access to all of that torque at once helps with the sensation of progress too, even if it’s just that: a sensation.

One sensation you’ll find hard to shake, though, is the ride. With an interior as luxuriously appointed as this, you’d expect the Avatr’s ride to be as cushioned as possible. Not so. The Avatr 07 handles well, thanks to its double wishbone suspension, but the lack of body roll quickly translates into an unsettling approach to potholes and smaller road imperfections.

Again, in other markets, the 07 is offered with the option of air suspension and continuous damping control. Not so here, and perhaps the engineers spent significantly less time on the coil-sprung version of the car. And while I wouldn’t call the 07 uncomfortable per se, the firm experience is less in line with the high expectations that the rest of the car’s build and tech have set.

The Party Trick

The real party piece with the Avatr 07, though, is its suite of connected systems. Unlike Tesla, Avatr chooses not to rely solely on cameras for its semi-autonomous tech and employs millimeter-wave radar as well. Combined with Huawei’s advanced processors and related tech, the 07 manages to impress on multiple safety fronts.

What the 07 can’t do in this region is self-drive like FSD can. It can, however, self-park. Now auto-parking in itself isn’t a massive boon. But the car’s walk-away parking is. Here, you’re given the option of parking the car centered within a space, or to the left or right side — ideal if you’re parking next to a wall for example and you could do with the extra room to squeeze out the door. You also get walk-away parking, which allows you to exit the car and let it park itself completely unsupervised. Similarly, you can summon it from said parking space, via the connected app.

See Also: China Wants To Build Cars In America. Should We Let Them In?

More than the concepts themselves, there’s a marked improvement in these operations from the now 4-year-old 11. When tested around pedestrians and busy traffic, the 07 was able to handle itself without freaking out at all, not needing the same kind of wide berth that its larger sibling did.

The Verdict

While it’s not perfect, the Avatr 07 stands as proof of just how quickly the tides are changing. The 11 we drove last year, already a car that was midway through its lifecycle at the time, was an impressive statement. The 07, even if it isn’t as flashy, manages to present itself as an almopst generational shift. There are no departures in design, materials, or even the basics behind the technology.

However, the experience of everything else — the design of the interior, the hushed ride, and the focus on premium materials — they all come together to paint the picture of a product that is very mature. It’s no longer experimental, like the 11, with its waterfall-inspired center speaker, electric doors, and gimmicky passenger screen, was. The 07 is a genuinely compelling car because it’s an excellent package.

I suspect not everyone will be happy about that. But the truth is, China’s home market is the most cutthroat we’ve seen. Manufacturers have to move the needle if they’re to survive. The benefit is we get to see that real-time shift. And yet something tells me, the best is still yet to come.

Jeep might not be part of the massive Stellantis stand at the Paris Motor Show, but it still managed to steal our attention with an unexpected announcement. The European chief of the American brand hinted at a new project inspired by the spirit of the iconic Willys Jeep.

Xavier Peugeot, Head of Jeep Brand Enlarged Europe, revealed bits of information about the future project during a press briefing in Paris. As reported by Autocar, he said that the Willys is a key topic of interest for the brand, and one of several new ideas for future products.

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The high-ranking official clarified that Jeep is “not confirming any concrete launch”. Still, he implied that the Willys project could follow after the confirmed launches from Jeep’s current “Road to 2030” strategic roadmap.

During the presentation, Peugeot showed an image of the Willy’s Jeep next to a wooden crate, featuring a “Not Fragile” stamp. This explains the mysterious teaser of a shipping container shared by Jeep last week.

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Italian media Quattroruote reports that Jeep is currently evaluating ideas combining a compact footprint, off-road capability, electrification, and iconic styling. This suggests that the Willys revival could be positioned in the small segment, potentially below the Avenger and the future Renegade.

Peugeot admitted that Jeep’s values are important to fight the Chinese models in Europe, with the Willys described as “a key card to play.” Still, the project is at an early ideation stage, with the European chief adding: “Give us some time and we’ll come back to tell you more.” 

Jeep

Reading between the lines, a new Willys-inspired Jeep is not expected to hit European markets before 2030. While details are scarce, we picture a small boxy SUV with a no-frills character, an electrified powertrain, and an affordable price tag. However, before the project gets the green light for production, Jeep has several new models in store.

More SUVs For Europe

The company plans to expand its European lineup from two to six models by 2030. The recently facelifted Avenger and the new Compass will be joined by a new generation of the Renegade, the fully electric Recon, a yet-unnamed B-SUV (subcompact) and and a flagship D-SUV (midsize) developed in collaboration with Dongfeng.

More: Jeep’s Next Flagship SUV For Europe Comes From China, Not America

Xavier Peugeot confirmed the upcoming arrival of the Renegade, adding that Jeep “would be mad not to consider it” based on the sales of the original. He also said that the Recon will arrive in Europe in 2027 serving as a fully electric replacement for the five-door Wrangler.

Jeep

For years, Tesla has been criticized for branding its advanced driver-assistance system as “Full Self-Driving.” While FSD is one of the most complex systems of its kind on the market, it doesn’t offer full self-driving in all scenarios, nor does it offer driver-assistance operations that allows the driver to switch off while behind the wheel. Finally, it appears the electric carmaker has recognized the dangers of the name, though not because of a newfound sense of altruism.

Over the last week, Tesla has rebranded Full Self-Driving as “Tesla Assisted Driving” across its European websites, including in Spain, Germany, Sweden, the Netherlands, and other markets. Tesla has also updated its online owner’s manuals in each market to reflect the change.

Read: Belgian Test Finds Tesla FSD Speeding And Trying To Pass Cyclists Illegally

The name change comes roughly six months after Dutch regulator RDW gave Tesla the green light to introduce the Full Self-Driving system following months of secretive testing. In the months after FSD was approved in the Netherlands, seven other countries in the European Union gave the go-ahead for the driver-assistance functions to be introduced across local fleets. These include Croatia, Slovenia, Czechia, Estonia, Lithuania, Denmark, and Belgium. Slovakia is expected to approve the system soon.

Concerns About The FSD Name

However, as Reuters reports, safety regulators in several countries have said the Full Self-Driving name was misleading. They have a point. Like Autopilot, the naming of the system could give drivers false confidence that the vehicle can drive itself in all scenarios, and that they no longer need to focus on the road. This comes despite Tesla labeling the system as Full Self-Driving (Supervised) and repeatedly warned customers on its websites and social media accounts that the technology does not make vehicles fully autonomous or replace a human driver.

By changing the system’s name, Tesla has easily and quickly addressed one of the main concerns among regulators. Company boss Elon Musk has been feveriously pushing for EU-wide approval of the system, declaring it as a crucial part of the company’s future.

A vote on the technology was scheduled to take place this month but has since been delayed until December. For the system to be introduced across the entire bloc, a qualified majority of 15 of the EU’s 27 member states must vote in favor of it.

One would think that Europe has enough small SUVs to satisfy the growing demand, but every once in a while, a new addition to the segment proves there’s always room for one more. A fitting example is the Renault 4 E-Tech, an EV-only alternative to the Clio-based Captur with a retro-modern design and Renault 5 E-Tech underpinnings.

A few months after we drove the R5 hatchback, we got the keys to the R4 crossover which – unlike what the numbers may suggest – is a larger and more practical offering.

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Our press car is the mid-spec Techno trim, slotting right in between the entry-level Evolution and the flagship Iconic. Besides the standard Renault 4 E-Tech, the company is also offering a Plein Sud variant with a retractable fabric top creating an open-air feeling.

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*Manufacturer

But let’s start with the basics. The original R4 was introduced in 1961 as the first front-wheel-drive passenger car by Renault. The 4L was designed to serve families and workers, and ended up selling 8.13 million units over its 33-year production run, becoming one of the most successful French vehicles in history.

Modern Revival With A Twist

Fast forward to the present, Renault has infused the spirit of the classic estate/hatchback into a modern electric crossover. The production version debuted in 2025, following the rugged Renault 4ever Trophy concept from 2022.

Of course, 64 years of evolution brought big changes to the technology and the footprint, with the R4 E-Tech being almost half a meter longer compared to its predecessor. Still, the EV remains on the smaller side of Europe’s B-SUV segment measuring 4,144 mm (163.2 in) long. When compared to the R5, the R4 is 222 mm (8.7 in) longer, with 84 mm (3.3 in) of the extra length between the axles.

Photos and Videos: Thanos Pappas/Carscoops

Despite the bump in dimensions and the jump into crossover territory, Renault designers managed to seamlessly integrate multiple styling references to the original. The R4 might not be as attractive as the R5, but it still turns heads on the road thanks to its retro yet fresh appearance.

More: Renault’s R4 Concept Just Became A Beach Buggy That Moonlights As A Pickup

Highlights include the tastefully illuminated grille integrating the semi-circular LED headlights, the protective cladding on the bumpers, the squared-off wheel arches, the sculpted lines on the profile, and the signature greenhouse. The pill-shaped LED taillights and black roof are reminiscent of the previous-gen Mini Countryman, but some of these features were taken from the classic 4L.

Modern Interior Design

Moving inside, the dashboard and and digital cockpit are carried over from the Renault 5 E-Tech. While the upper and lower sections are dominated by hard plastics, the fabric inserts on the dashboard and the door cards help improve the perceived quality.

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The 10.1-inch infotainment display sits right in your face, but thankfully there’s a power button so you can switch it off when you’re driving at night. The Google-powered OpenR software is easy to use and responsive, although I did encounter a few Android Auto bugs during my time with it. The “Reno” AI assistant is also a bit annoying, popping up at random times.

Minor ergonomic issues include the volume buttons which are mounted on the top of the screen, even though there is a dedicated media stalk behind the steering wheel. Another thing that needs time to get used to is the position of the column-mounted gear selector, creating a stalk-heavy setup. On the bright side, the physical controls on the center console are a wonderful touch, giving you immediate access to the climate settings.

Space And Equipment

The real advantage of the R4 over the R5 lies in passenger accommodation thanks to the longer wheelbase and the taller roofline. Rear-seat headroom is generous and knee room is adequate, while the rear bench can accommodate three adults for short trips.

The 420 lt (14.8 cubic feet) boot is large enough for a vehicle of its size, although it would be nice to have a dedicated compartment for the charging cables since the electric motor occupies all of the space under the hood.

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I was also impressed with the standard equipment. Our mid-spec Techno trim comes with 18-inch alloy wheels, roof rails, the digital cockpit, a six speaker audio system, a wireless charging pad, four USB-C outlets, auto climate control, a hands-free tailgate, auto-folding mirrors, Multi-Sense drive modes, and a comprehensive ADAS suite with auto parking.

The only reason to upgrade to the flagship Iconic is if you really need the heated steering wheel and heated seats with a massaging function for the driver and synthetic leather upholstery. And the only important omission from entire lineup is rear climate vents, although this is common amongst B-SUVs.

Superb Road Manners

Believe it or not, the greatest strength of the R4 E-Tech is how it drives. The EV-dedicated AmpR Small architecture is a lot more sophisticated than its size suggests. The superb suspension setup with a standard multi-link rear axle is only slightly softer than the R5, enough to make it a bit more comfortable without loosing its sharpness.

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On B-roads, the R4 drives like more like a hatchback than a crossover, keeping its composure in the corners with almost no body roll. At full throttle and in slippery conditions the FWD setup might struggle to put the power on the road, causing torque steer. The steering might not be as communicative as in the Ford Puma, but it is quick and direct. In the Sport mode, it gets a slightly more weighted feel, making the driving experience more enjoyable than your average EV.

At the same time, the R4 offers a refined and quiet ride on the highway, while being zippy and agile in urban environments. Thankfully, Renault listened to our feedback and added a One Pedal drive function making life easier in everyday traffic.

Our press car featured the flagship powertrain with a front-mounted electric motor producing 148 hp (110 kW / 150 PS), accelerating from 0-100 km/h (0-62 mph) in 8.2 seconds.

In reality, the R4 feels a lot faster than the number suggests, especially within the 40-120 km/h (25-75 mph) threshold. The Sport mode unlocks full power, the Comfort is slightly smoother in its response, while the Eco significantly limits the output for the sake of efficiency making it perfect for the city.

In terms of range, the R4 E-Tech with the 52 kWh battery can easily exceed 400 km (250 miles) in suburban and city traffic, meaning that the average driver will be charging it less often than once per week. However, if you are constantly driving at highway speeds, real-world range drops closer to 250-280 km (155-186 miles). Thankfully, the battery can replenish 15-80% of its energy in roughly half an hour when connected to a 100 kW DC charger. In my case, I only had to stop for 10-15 minutes to complete a 260 km (160-mile) journey.

For buyers seeking a lower price point, Renault also offers a cheaper version with a 40 kWh battery offering a 310 km (193 mile) range, and a 118 hp (88 kW / 120 PS) electric motor. By the end of the year, the lineup will grow further with an entry-level Jogging variant featuring an even smaller 37 kWh battery, 305 km (190 miles) of range, and an 107 hp (80 kW / 110 PS) electric motor.

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Still, based on my experience with the 52 kWh battery, I wouldn’t recommend opting for the smaller units if you intend to use the R4 as a family hauler or outside the city walls. Fortunately, the 2027 model year updates have increased the range of the flagship variant to 415 km (256 miles). Overall, I believe that the R4 would still benefit from the addition of a longer-range battery option later in the product cycle.

As for a potential dual-motor AWD option like the one offered by the rival Kia EV3, it would certainly make the R4 more suitable for all-weather adventures, although there’s no indication there will ever be one. After all, even the larger Megane E-Tech and Scenic E-Tech EVs are exclusively available with FWD setups despite riding on the AWD-compatible AmpR Medium architecture.

Pricing And Rivals

We tested the Renault 4 E-Tech in Greece, where it is priced from €28,900 ($32,400) for the base 40 kWh Evolution 120 PS model – dropping to as little as €24,400 ($27,300) when you account for the local EV subsidies and scrappage benefit. This is only €2,000 ($2,200) more expensive than the smaller Renault 5 E-Tech hatchback with the same powertrain, making it a good deal.

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Stepping up to the larger 52 kWh battery with 150 PS brings the entry point to €33,500 ($37,500) before subsidies for the Evolution trim. Our mid-spec Techno retains at €35,500 ($39,800), while the flagship Iconic tops out at €37,500 ($42,000). Finally, the Plein Sud canvas roof adds a €1,200 ($1,300) premium.

Key rivals in the crowded subcompact electric SUV segment include the Peugeot E-2008, Ford Puma Gen-E, Kia EV2 and EV3, Jeep Avenger Electric, Mini Aceman, Fiat 600e, as well as the budget-conscious and family-friendly Citroën ë-C3 Aircross.

More: Renault Rafale Hypnotic Is The Brand’s Most Expensive SUV To Date

Besides EVs, the model is also facing competition from numerous well-established hybrid and ICE alternatives like the super-popular Toyota Yaris Cross and the Dacia Duster. Another option is Renault Captur sibling which starts from as little as €20,900 ($23,400) for the cheapest LPG/gasoline version and from €24,500 ($27,500) for the self-charging hybrid.

Verdict

The Renault 4 E-Tech does a great job in expanding the charm of the closely-related R5 hatchback by adding genuine day-to-day practicality without sacrificing much of its fun-to-drive character. While a longer-range battery option would have made it even more desirable, it already stands out as one of the most complete subcompact electric crossovers.

The combination of eye-catching looks with a generous equipment, and a superb chassis setup for the standards of the segment, makes the R4 E-Tech a compelling case for being the best mainstream retro EV on the market. Too bad it’s availability is currently limited to Europe and the UK.

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Fast electric SUVs are nothing new. But BYD’s new Atto 8 is fast in a straight line and at the charging station. You might even spend less time topping up the battery than you would pumping gas into a combustion SUV and paying for it.

The Atto 8 made its European debut at this week’s Paris Motor Show, and on the stand, it doesn’t look particularly groundbreaking. Sure, it’s BYD’s first three-row vehicle for Europe, where it will take on the new Skodq Peaq. But the design, a predictable mashup of existing BYD styling cues, is entirely forgettable.

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It’s a different story under the skin. The Atto 8 is powered by BYD’s second generation Blade battery, and the generous 115 kWh capacity is actually the least interesting thing about it. Because the real story is the Atto 8’s ability to charge that huge battery from 10-97 percent full in only nine minutes.

And you can cut that almost in half by settling on a 10% to 70% fill, pulling the plug before the charge rate slows for the final push. Even in chilly (-30 C) weather, a 20-97 percent charge is done in 12 minutes. That compares with a 10% to 80% fill time of 28 minutes for the new Skoda Peaq.

BYD’s Flash Charging technology makes those feats possible, but only if you can find a Flash charger. The automaker is still building the infrastructure, so they’re few and far between right now, although BYD says 3,000 Flash stations will be live across Europe by the end of 2027.

Choose 456 HP Or 764 HP

Both versions of the 198-inch (5 m) SUV get the same battery and charging capabilities, but not the same powertrain. The entry level Design comes with a 456 hp (462 PS / 340 kW) electric motor and rear-wheel drive. That might sound like a solid number of horses, but the weight of the huge battery means zero to 62 mph takes a leisurely 8 seconds.

Atto 8 Excellence adds a second motor, boosting overall output to 764 hp (775 PS / 570 kW), and chopping the sprint time to 4.6 seconds. But it also chops the available range. The RWD 8 can over a respectable 405 miles (652 km) on a fill, and the dual-motor SUV, a less impressive 374 miles (602 km).

26-Inch Head-Up Display

The Atto 8’s flagship status in BYD’s lineup means it comes loaded with standard equipment, including a panoramic glass roof, a 26-inch head-up display, and heating, ventilation and massage functions for both the front seats, and the outer pair in the middle row. Both models get dual 50W smartphone chargers, and Excellence models attempt to justify their name with a refrigerator.

Will it also be excellent value? We’ll find out later this year, closer to the spring 2027 on-sale date, by which time BYD might have plumbed in a few more Flash chargers.

BYD

Chinese brands are out in force at this week’s Paris Motor Show, and the Leapmotor B03 is one of the cars putting Western brands on high alert. The B03 is a subcompact electric hatch designed to steal customers away from the VW ID. Polo and Renault 5 by offering more performance, more equipment and more range for a whole lot less cash.

You might have seen the B03 wearing another badge. The same car is known in China as the B05, where it costs less than €7,500 ($8,400), and even comes with Lidar driver assistance technology. Europe’s version misses out on the Lidar, and predictably is vastly more expensive, with an estimated target price of around €25,000 ($28,000). But it’s still likely to prove a hit with drivers who buy with their head, rather than their heart.

Related: Chinese Brands Are Building 90,000 Cars In Europe. In Ten Years, Make That 1.5 Million

The subcompact B03 slots above the existing T03, and below the crossover B03X says Leapmotor, which is part-owned by Stellantis. It comes standard with a 53 kWh battery that delivers a WLTP range of 242 miles (389 km). Rivals like the VW ID. Polo and Renault 5 can match, or even beat, that range claim, but not in their affordable entry-level configurations.

Almost Hot-Hatch Quick

Same goes for the powertrain. The B03 is powered by a single 191 hp (194 PS / 143 kW) electric motor that’s powerful enough to haul it to 62 mph (100 kmh) in just 7.6 seconds. That makes it only two tenths slower than the Alpine A290 GT hot hatch.

The Leapmotor wins don’t end there. Its 133 kW max charge rate is faster than anything Renault or VW can deliver, and allows the B03 to charge from 10-80 percent in 21 minutes. The Chinese car’s trunk is also significantly bigger than the Renault 5’s, and although the Polo’s is bigger again, only the B03 lets you crank the passenger seat fully flat to carry long loads. You also get an underfloor storage box for wet or muddy boots and clothes.

Instantly Forgettable

What you don’t get is a memorable design. The B03 is blandly handsome on the outside, and the interior looks like the cabin of any number of other Chinese cars. It pairs a 14.6-inch touchscreen with an 8.8 inch digital gauge cluster, and promises easy voice-activated access to many functions. Which is a good thing, because real switches are in short supply.

But bland or not, the strong power and range specifications, and a generous equipment list that includes automatic LED lights, electrically folding mirrors, a heated six-way power driver’s seat, a heat pump and V2L capability, is going to have plenty of appeal for buyers who prioritize value when European sales kick off in 2027.

Leapmotor

Thirty years ago, Smart introduced its first model, later known as the Fortwo. The iconic two-seater city car was discontinued in 2024, but it finally got a direct successor with the all-new Smart #2.

The production version of the EV debuted at the Paris Motor Show, six months after the Smart Concept #2. Visually, it looks like an evolution of the Fortwo, with modern details that have been toned down compared to the concept car.

More: Smart Thinks Its E-Class-Sized Sedan Looks Like A Shark, And Stands By It

Changes include the redesigned graphics on the aggressive headlights and the round taillights, the smaller alloy wheels, the conventional door handles, and the simplified bumpers. The shut line of the hood has been moved higher on the nose, while the side intakes on the front bumper are doing without the fancy pixel screens. Other highlights include the body-colored mesh on the grille, the floating roof, the frameless windows, and the traditional split tailgate.

Smart #2 Couture Edition

The lineup includes the Pure, Pure+, and Premium trims. Smart has also unveiled the concept-inspired #2 Couture Edition which is limited to 999 units in Europe. This one is distinguished by the special grille cover that looks like a Luis Vuitton bag, and the aero extensions on the front and rear bumpers. The body is painted in Atelier White Matte with a Platinum Gold roof, and rides on 16-inch Lyra wheels with gold accents.

The Smart #2 is a pint-sized EV measuring 2,746 mm (108.1 in) long, with the Couture Edition adding an extra 18 mm (0.7 in) due to the bumper add-ons. Still, the new model is 51 mm (2 in) longer than the last Fortwo, and a full 246 mm (9.7 in) longer than the original Smart from the late ’90s. Despite the extra length, the company was able to retain the 6.95 m (22.8 foot) curb-to-curb turning radius of the original.

Well-Equipped Two-Seater Cabin

Smart #2 Premium

Inside, the dashboard has a simple layout with round climate vents, a standard 10.1-inch infotainment display, an 8.8-inch digital instrument cluster, a special mounting base for gadgets, and a three-spoke steering wheel with integrated buttons. Smart claims that the cabin is “spacious and practical”, with bench-style seats and a cargo capacity of 305 lt (10.8 cubic feet).

More: You Can Buy A Used Mansory Smart With Less Power Than A Base Corolla For Just $80,000

Equipment is generous, especially in the flagship Premium which comes standard with a glass roof, heated seats, faux leather upholstery, and a seven-speaker Sennheiser Sound System.

Advanced Underpinnings

The Smart #2 might have been designed by Mercedes, but it rides on the bespoke Electric Compact Architecture (ECA) engineered by Chinese automaker Geely.

The EV is powered by a rear-mounted electric motor producing 81 hp (60 kW / 82 PS) and 130 Nm (95.9 lb-ft) of torque. More importantly, the 35.8 kWh LFP battery pack offers a WLTP range of 290 km (180 miles), which is more than double the 135 km (84-mile) range of the EQ Fortwo. The battery is compatible with 65 kW DC fast charging, going from 10-80% in 20 minutes, and supports V2L.

Despite its urban focus, the company gave emphasis on driving dynamics, with wider tracks, a low-center of gravity, and a five-link rear suspension which is unique to the segment. Smart also went big on safety, with a new version of the signature Tridion Cell Evo structure, and loads of ADAS including Pilot Assist, Adaptive Cruise Control, Blind Spot Detection, Rear Collision Mitigation, and Rear Cross Traffic Alert.

Smart #2 Premium

Dr. Tilo Schweers, Vice President R&D Europe of smart Europe GmbH, said: “Getting the balance right in a car this compact meant tuning every detail, from chassis hard points and steering ratio to the right tyre compound for both city streets and open highways. We tested the smart #2 on proving grounds, in wind tunnels, and on public roads across different climates, because confidence behind the wheel must hold up in the real world, not just on paper.”

More: Can Pixels Beat Nostalgia? We Compared Nissan’s New Sub-€20k EV To Its Renault Twin Up Close

Smart has yet to reveal pricing, but Autocar reports the #2 will start at £17,900 ($23,700) in the UK. Since the Smart #2 is far more sophisticated compared to two-seater heavy quadricycles like the Citroen Ami and Fiat Topolino, rivals include four-seater urban EVs such as the Renault Twingo E-Tech, Nissan Pixo, Dacia Spring EV, and the upcoming VW ID. Up!.

Besides Europe and the UK, the Smart #2 will also go on sale in other markets including China.

The Citroën 2CV’s return is arguably the biggest news at this year’s Paris’ Motor Show. But the four-door family car with the rollback roof might not be the only 2CV making a comeback. Citroën’s designers have also reimagined the classic 2CV Fourgonette van.

The stubby commercial vehicle marries the front half of the new electric 2 CV hatch concept with a with a square box that swaps back seats for extra load carrying capacity. Cargo is loaded either through the split rear doors, or via a flip-up panel on the side.

Related: Citroen’s 2CV is Back, And It’s Still A Safe Space For Eggs

Production of the original 2CV-based Fourgonette panel van ran from 1951 to 1978, but the survivors were still powering businesses across France well into the new millennium. And while Citroën has yet to confirm the concept van for production – unlike the hatch, which morphs into a production car for 2028 – it’s not hard to see it getting the corporate thumbs up.

Citroën’s conventional ë-Berlingo is already a popular van option in Europe, but it doesn’t have anywhere near the sense of fun or emotional draw that a new Fourgonette would. And that’s before you consider the price advantage. The cheapest ë-Berlingo costs over €24,000, but Citroën says the 2CV hatch will cost around €15,000, which would suggests a van variant might be even more affordable.

Urban Missions

Hitting that price target would inevitably mean making do with a small capacity electric battery, although Citroën hasn’t revealed the size of the hatch’s power pack yet. But the Fourgonette’s brief would be to cover small urban journeys, the kind of use where a long electric driving range isn’t necessary.

Citroën hasn’t shown any pictures of the Fourgonette’s interior, though it should mirror the 2CV concept’s, maybe minus some of the more cutesy elements and colors. We’d expect to see a simple one-spoke steering wheel and basic seating, but the panel van misses out on the retractable roof.

“The 2CV Fourgonnette was more than just a workhorse. It was part of everyday life,” Xavier Chardon, CEO of Citroën and DS Automobiles said of the original van. “Simple, ingenious and accessible, it above all possessed something few commercial vehicles have: a soul. That is the spirit we are bringing back to life today, because being useful should never mean being ordinary.”

Citroën

The rise of SUVs has long threatened to kill off the estates and station wagons that we all love, but several European car manufacturers still see a future in them. This includes Opel, which has just unveiled its wild STX Concept in Paris, also known as the Sports Tourer eXperimental Concept. Long live the estate.

European estates have long been characterized by their evocative shapes and low rooflines. The STX Concept checks both boxes and, according to Opel, previews a more emotional, bold, pure, and more efficient design language that will influence future models.

Read: The Stellantis Hot Hatch You’ll Never Buy But Can Still Drive At Home

It’s been more than 70 years since Opel launched the Olympia Rekord Caravan, its first estate, and while the STX Concept looks nothing like it, it’s just as striking. The front end stands out thanks to the latest interpretation of the Opel Vizor with aggressive LEDs that gently fade towards the center. As the STX Concept has been designed around an electric powertrain, the Opel Vizor fills the space that would have historically housed the grille.

What Else Makes This Concept Special?

The hood is quite long given there’s no engine under it, allowing the concept to retain relatively traditional proportions. The wild, two-tone triangular wheel design is very untraditional by comparison, and when in motion, almost making it appear as though the concept is floating above the pavement.

For as sharp and bold as the front half of the car is, the rear is even more flamboyant. A key highlight is the bulging wheel arches and the thick C-pillars that flow seamlessly into the roof and the rear window. Unlike a typical estate, the roof and rear window of the STX Concept don’t gently taper off to a short tailgate. Instead, the window sits more upright, reminding us of the iconic Ferrari 250 GT SWB Breadvan.

Opel has not published any photos of the concept’s interior but says it will build on the ‘Painting with Light’ idea it introduced with the Opel Experimental concept from 2023 and the Opel Corse GSE Vision Gran Turismo launched two years later. Few details have been provided about the concept’s powertrain, other than the fact it has all-wheel drive and delivers enough grunt to send the car through to over 124 mph (200 km/h), a figure that won’t exactly get car enthusiasts excited.

What will get enthusiasts excited is that Opel remains committed to estates through the electric era. According to Opel chief executive Florian Huettl, “the STX Concept gives a taste of how exciting and emotional the estate of tomorrow can be – with maximum functionality and efficiency. The study shows characteristic features that will be found in future Opel models and underlines Opel’s role as an estate pioneer in Europe.”

Nobody likes catching a fever, but that’s exactly the feeling DS Automobiles hopes to achieve with its new concept, albeit a positive fever. Dubbed the DS F3VER and presented at the Paris Motor Show, it provides a look into the company’s future and its “uncompromising vision of mobility.”

The DS F3VER is a bold hatchback that looks very different to any of DS’s current production models. The front-end is based around what the brand describes as a totem; a central element with a darker blue finish than the rest of the front that houses an illuminated DS badge. Wild Y-shaped headlights and LED daytime running lights also scream for attention, as does the silver element at the base of the bumper.

Read: DS Redesigns Their Best-Seller And Gives It A New Name

A silver ring of paint wraps around the concept’s roof, and there are even dramatic blue side windows. The entire rear end wears a darker shade of blue than the front and sides, and while combining two blues might seem odd, it actually works. Helping to bring the design together are the geometric wheels. The car also rocks a ‘totem’ section at the rear, similar to the front.

At 164.8 inches (4.19 meters) long, the DS F3VER is roughly the same length as a new Renault Clio, but it’s much wider at 72.4 inches (1.84 meters). It has a very muscular stance, which isn’t common on modern hatchbacks.

While the F3VER is a concept, DS says it’s quite practical. It rocks a 106.2-inch (2.7-meter) wheelbase and has a 14.1 cubic-foot (400-liter) trunk, so it could work well on a road trip. Of course, practicalities are rather irrelevant on a concept, but it’s nice to know the carmaker is committed to making its future models look good without adversely impacting their usability.

A Look At The Next-Gen DS 3?

According to DS, the F3VER delivers “powerful desirability, extensive ultra-customization and freedom of use suited to every moment in life.” While DS has only described the F3VER as a preview of its future, it’s possible the next-generation DS 3 will take inspiration from it, offering high levels of personalization while blending the practicality and style expected of one of the brand’s models.

Sadly, DS hasn’t shown the concept’s cabin, so we don’t know if it’s also gearing up to modernize the cabins of its future models. Nonetheless, if it can produce a car that looks as striking as this from the outside, it could win over plenty of customers, regardless of what the cabin may look like.

Peugeot has a long history of building some seriously fun and somewhat bonkers hot hatches. That said, this latest creation makes some of the crazier things it’s built look downright sensible. This is the E-T16 Concept, an electric monster that pays tribute to Peugeot’s legendary 205 T16 rally car. It can hit 186 mph (300 kmh) in just 16 seconds, has three electric motors, and looks like something that escaped from a Group B fever dream. And Peugeot says that some of its tech and styling will actually reach production.

The new concept celebrates 40 years since Peugeot’s 205 T16 won consecutive World Rally Championships in 1985 and 1986. That T16 remains one of the most recognisable machines from the Group B era, and the new E-T16 isn’t shy in its reverence. Peugeot Sport says it’s the start of a new breed of “Hyperhatch.” That’s a category I think most of us can get behind.

More: 2027 Peugeot 208 Spied With Sharp Looks, Square Wheel, And New Platform

The E-T16 uses three electric motors, with one driving the front wheels and two powering the rear. Together, they produce 815 hp (608 kW), making this the most powerful Peugeot ever built. That power translates into a 0-62 mph (100 kmh) time of just 2.5 seconds, which even the original Group B rally weapons would struggle to match. There’s more to the engineering than straight-line speed, too.

The concept features torque vectoring across both axles, three driving modes, and a fourth customizable setting. It also gets 15-inch (380 mm) brake discs at all four corners, Michelin tires measuring 275 mm up front and 315 mm at the rear, and a vertically mounted hydraulic handbrake. Perfect for those tough hairpin turns on the Col de Turini.

A new battery cooling system that extracts heat via the sides of the cells, rather than at the base, ensures you can stay at rally pace for longer. Peugeot says the change allows the car to do three consecutive laps at the Nürburgring Nordschleife without dropping power output. Just three laps? If you ever needed a reminder of just how differently combustion cars can approach long stints on a race track, there it is.

Group B Swagger

Visually, the E-T16 takes plenty of inspiration from its famous ancestor. The widened fenders, enormous rear wing, and aggressively sculpted bodywork are clear nods. Winchester Matte Grey paint, silver wheels, and a red illuminated stripe that wraps around the body, are additional hat tips to the original 205 T16.

The rear end swings up just like it did on the original rally car, but this time there’s not a gas engine back there but an electric powertrain. The bodywork also incorporates a rear diffuser with adjustable aerodynamic blades, massive front cooling intakes, and a floating C-pillar designed to direct airflow toward the rear. Again, this isn’t a production car, but boy, oh boy, did Peugeot lay the groundwork for one that would have us all reaching for our check books.

The design previews what we can expect of the next-gen E-208, albeit in a less macho form, Peugeot says. The 2027 production hatch gets the same horizontal interpretation of Peug three-claw lighting signature and the cabin also hints at where future road cars are headed. A curved 21-inch panoramic display stretches across the dashboard, while Peugeot’s unusual Hypersquare steering wheel dominates the cabin.

Steer-By-Wire

That wheel isn’t only interesting because of its shape. It’s connected – or not, as it happens – to the front wheels via steer-by-wire tech. The production E-208 will get the same Hypersquare wheel and steer-by-wire technology. Hopefully a GTI variant might also get the configurable display. Whether or not it’ll also get the carbon fiber bucket seats is less certain.

Peugeot customers have a lot to look forward to even if just a little of this concept’s design and tech makes it to production. But it would be a crying shame if the brand didn’t put something like the E-T16 into production, having now given us a glimpse of what’s possible.

Peugeot

Fiat Multipla fans rejoice, the spirit of the polarizing minivan is back in a quirky concept. The Multiplay is a modular vehicle that transforms from a family-friendly SUV with minivan traits into a lifestyle pickup.

The “3-in-1” concept takes center stage at the Paris Motor Show. In Fiat’s own words, the goal was to combine “the space efficiency of an MPV, the character of an SUV and the versatility of a pick-up”, creating a single vehicle that meets the needs of “a family juggling work, school, sport and outdoor activities”.

More: Fiat Revives The Multiplina And Rolls Out New Topolino Editions

Visually, the Multiplay looks like an evolution of the Fiat Concept Pick-Up from 2024, albeit with a much shorter hood, a different greenhouse, and a revised lighting signature retaining the pixel-style LEDs from the Grande Panda. It also has a generous ground clearance and plastic cladding around the wheel arches looking like a crossover minivan.

Stellantis

However, the coolest feature is its ability to transform into a different bodystyle thanks to what Fiat calls the “Metamorfosi” architecture. The rear section of the roof slides forward together with the third row of seats, turning the Multiplay into a dual-cab four-seater pickup with an exposed cargo are at the back.

More: Fiat’s Cheapest Crossover Hatchback Gains A New Name And A New Mission

In truck form, the concept has a split tailgate, a retractable bed cover and a clever system on the modular floor for securing cargo in place. Furthermore, the roof spoiler can rotate, revealing an integrated bike rack for carrying a pair of bicycles.

Stellantis

The Multiplay measures 4.45 m (172.5 in) long which is shorter than a Jeep Compass. Still, when dressed as an SUV it has a three-row interior with a 6+1 seat configuration designed for family use.

More: Fiat’s New Grizzly SUV Is Hunting The Dacia Bigster, And It Didn’t Come Alone

The number six is used deliberately, as the 1955 Fiat 600 Multipla could seat six people in three rows despite measuring 3.5 m (137.8 in) long. In a similar context, the 1998 Fiat Multipla came with a two-row six-seater layout while measuring only 3,994 mm (157.2 in) long.

The +1 refers to a “Petsenger seat” in the second row, distinguished by the lack of a seatback and the green upholstery. The rest of the interior is bathed in orange, with green details on the futuristic dashboard, a yoke steering wheel and an ultra-wide display. Another cool touch is the front passenger seat which folds down into a comfortable recliner in combination with the cylindrical pillow on the dash.

Stellantis

The automaker didn’t get into specifics about the underpinnings or the powertrain type of the concept. Still, with no room for a combustion engine up front, it is most likely an EV.

Will They Make It?

Fiat insists that the Multiplay doesn’t preview a specific production model. Instead, it was conceived as “a laboratory of solutions for tomorrow’s mobility” meaning that some of its quirks could find their way into the future lineup.

While the “3-in-1” concept is too crazy for production, Fiat could always introduce a unibody pickup based on the underpinnings of the Grizzly and Grizzly Fastback. This could adopt a Panda-inspired styling language and eventually replace the Fiat Toro in South America. The production version of the Concept Pick-Up from 2024 could ride on the Smart Car architecture, which is compatible with gasoline, mild-hybrid, and fully electric powertrains.

The Mini Cooper, Fiat 500, VW Beetle, Renault 5, Chevy Camaro, and other classics have been resurrected to push our nostalgia buttons over the last 30 years. But the Citroën 2CV was always a glaring absentee from the list, until this week’s Paris Motor Show. This is the 2 CV Concept, and it’s more than a bit fun. A production version arrives in 2028, Citroën promises.

Previous Citroën CEOs vowed they’d never resurrect the iconic 2CV, despite it remaining the brand’s most famous car. More than 3.8 million were sold between 1948 and 1990. But now Citroën, like other legacy brands, is making use of its heritage to remind us why we should stick with it as Chinese automakers take an ever larger slice of the European car market.

Review: Stellantis Gave Citroen C3 And Fiat Grande Panda The Same Bones, But Not The Same Soul

The result is a four-door electric hatch concept that doesn’t just dip its toe in retro waters. It free dives right to the bottom. All the classic design cues are present. The plunging, ribbed hood, the bug-eye headlights on fenders that stand proud of the flat bodywork, and the roll-back canvas roof. But there’s a pumped-up muscular look this time around, and the wide track and 19-inch wheels fill the fenders like no original 2CV ever did.

It’s also around 8 inches (0.2 m) smaller than the OG tin snail, at 148 inches ( 3.76 m) long. Citroën says that size makes it easy to park in cities, but it will also help keep the cost of the production version down to just €15,000 ($16.8k / £12.7k).

Removable Seats, Egg Storage

The interior definitely doesn’t scream ‘budget car,’ even if it does channel the simplicity of the original. The bench seats can be removed for picnics, and a portable hamper on the floor serves as a console and storage cubby. The doors even have an integral egg box. Why? Because the original 1930s design brief for the 2CV called for a car that could carry a basket of eggs across a rutted field without any breakages.

Other retro details include a single-spoke steering wheel and transmission shifter that sprouts from under the dash. But that shifter is hooked up to an electric drivetrain here, not an air-cooled 2-cylinder and four-speed manual.

Citroën hasn’t revealed anything about the motor and battery. But it’s unlikely to be fast, or go far on a charge. The target price makes it impossible. Rival Renault’s base model Twingo produces 81 hp (82 PS / 60 kW) and lasts 163 miles (262 km), which might offer some kind of guide. We’ll find out more in the run up to the production 2CV making its global debut at the 2028 Paris Motor Show, exactly after the original premiered at the same event.

Citroën

If you walked up to someone on the street and asked them what a GAC Aion V was, most would give you a blank stare. Those brave enough to answer might think it’s a fancy new washing machine, while others may guess it’s the name of an advanced hot-water system. It’s actually an electric SUV, and it’s launched in several markets, eager to shake up the EV establishment.

On paper, the Aion V seems almost too good to be true. This SUV promises space and comfort to match a Tesla Model Y, all while costing significantly less, having more impressive features, and being backed by one of China’s oldest and largest car manufacturers.

However, as we’ve seen with many other new cars from China, the specification sheet only tells part of the story. Building a compelling electric SUV isn’t easy. Has GAC managed to create one with the Aion V? The answer is a resounding yes.

QUICK FACTS

Photos Brad Anderson/Carscoops

Two versions of the Aion V are sold in Australia. The entry-level Aion V Premium kicks off the range, priced from AU$42,590 (US$29,700) before fees, while sitting at the top of the family is the Aion V Luxury, which we recently drove, priced at AU$44,590 (US$31,000) before fees.

The Aion V is actually in its second generation, with this model first introduced in China in mid-2024. It’s underpinned by GAC’s AEP 3.0 platform, also used by the China-exclusive Toyota bZ3X. Several different battery packs are available depending on the region. These include a 62 kWh lithium-ion pack from CATL, a slightly larger 64.5-kWh LFP battery, a 75-kWH LFP, and a 90-kWh NMC battery. All versions sold in Australia come standard with the 75 kWh pack, directing power through a single front-mounted electric motor with 150 kW (201 hp) and 210 Nm (155 lb-ft)of torque.

Although Chinese car brands have shown they can build cars at almost unthinkable price points, not all of them have figured out how to build a vehicle that’s nice to look at. As we experienced earlier this year with the Emzoom, M8 PHEV, and Aion UT, the Aion V isn’t exactly the most stylish SUV. It’s boxy, but not necessarily in a good way, and has a rather unusual stance on the road. Look past the odd design and peek inside the cabin, and you’ll understand where the Aion V starts to make a whole lot of sense.

Luxury On A Budget

Photos Brad Anderson/Carscoops

The interior of the Aion V doesn’t compute with an SUV that costs less than AU$45,000 (US$31,400), or roughly the same as a Toyota Corolla ZR, which is now almost a decade old. It feels so well put together, and so premium, that you could easily be fooled into thinking you were sitting in a vehicle costing upwards of AU$70,000 (US$48,900).

Obviously, the 14.6-inch infotainment display is what immediately catches the eye. It’s crisp and snappy, housing all important vehicle controls, including the climate functions. We hate screens used to adjust temperature and fan speed as much as anyone, but at least the Aion V has a shortcut menu locked at the bottom of the screen with these controls, making them a little easier to access while on the move.

The Aion V also comes standard with an 8.8-inch digital instrument cluster and a two-spoke steering wheel. In Luxury guise, the EV also comes standard with genuine leather seats that feel exceptionally premium. Better yet, both front seats include superb massage functions that work absolutely brilliantly. Unlike so many massaging seats where you can only feel a tiny pulse in your back, the Aion V’s seats deliver a surprisingly realistic feel, as if tiny fists are being firmly pressed into your back. Usually, this is something you’ll only find in cars worth six figures.

Review: China’s 2026 GAC Aion UT Is A Budget EV That Doesn’t Feel Cheap

Perhaps the single biggest party piece of the Aion V’s cabin is the fridge. Housed between the front seats where you’d ordinarily find the center console, it’s 6.6 liters and proved hugely beneficial in hot weather, keeping my drink bottle cool. It’s not just a fridge either. The temperature can be adjusted to as low as 5 degrees Fahrenheit (-15 degrees Celsius), so it doubles as a freezer. What’s more, the temperature can be increased to up to 122 degrees Fahrenheit (50 degrees Celsius) should you want to keep drinks or food warm.

Photos Brad Anderson/Carscoops

All important interior surfaces feel very premium. These include the two-tone door panels with diamond stitching, the soft-touch dashboard, and the felt used for the wireless smartphone charger.

The positives continue in the rear. While the Aion V’s 2,775-mm (109.2-inch) wheelbase isn’t huge, it feels certifiably palatial in the second row. There’s plenty of headroom and legroom for adults to sit comfortably in the back. The Luxury model even includes a fold-out table on the back of the front passenger seat. Add in a panoramic glass roof with a sliding cover – unlike a Tesla – and you get a cabin that feels beautifully executed.

This Is No Sporty SUV, And That’s Okay

Unlike a Tesla Model Y, which even in its simplest form has a sporty edge to it, there’s nothing sporty about the Aion V. That’s not to say it isn’t a lovely place to spend time, as it is.

Figures of 150 kW (201 hp) and 210 Nm (155 lb-ft) are par for the course for front-wheel drive EVs like this, matching figures like the Hyundai Elexio and Kia EV5, but down slightly on the Geely EX5 with its 160 kW (215 hp) and 320 Nm (236 lb-ft).

Torque steer is kept to a minimum, although there is a hint of it if you pin the throttle in Sport mode. I spent most of the week with the Aion V driving around in Power Save mode as it’s the only mode that enabled one-pedal driving. This let me average just 14.8 kWh/100 km across more than 300 km (186 miles) of driving, meaning it is very possible to meet GAC’s WLTP-claimed driving range of 510 km (317 miles).

Photos Brad Anderson/Carscoops

The lack of one-pedal driving in Sport or Comfort modes is disappointing, as is the lack of paddle shifters to make on-the-fly adjustments to the regenerative braking. This isn’t a big deal, but it is something that prospective buyers should be aware of.

Steering feel is good. Unlike some EVs, the Aion V’s steering isn’t so light that a strong gust of wind through an open window could turn the wheel. Instead, it’s nicely weighted, although it doesn’t do a good job of transmitting feedback from the road, so it can be a little difficult to determine what the front tires are up to.

GAC has also done a good job of calibrating the suspension. The Aion UT I tested earlier this year rode more like a premium German sedan than a cheap, electric hatchback, and it’s much the same as the V. Owing to the SUV’s larger size, it is a little firmer than the UT, but it never crashes over potholes or speed bumps, and instead rides over them gracefully and quietly.

Charging speeds are solid. GAC says the Aion V supports charging speeds of up to 180 kW, meaning the battery can be charged from 10-80 percent in roughly 24 minutes. While a base Tesla Model Y can charge at up to 250 kW, it costs roughly AU$13,000 (US$9,000) more than the Aion V. More direct rivals like the Geely EX5 and Hyundai Elexio have DC charging speeds capped at just 100 kW and 150 kW, respectively.

It’s not all sunshine and rainbows, though. My biggest gripe with the Aion V is its safety systems, which are an all-too-common theme among Chinese EVs. First is the driver-monitoring system, which is as hyperactive as a kid that’s just eaten a whole bag of M&Ms. Glance away from the road for a split second and it’ll start complaining, triggering an annoying ring until you look back at the road.

Similarly, the speed monitoring immediately alerts you even if you’re just momentarily 1 km/h over the speed limit. While these features are becoming more common, not just on cars from China but elsewhere in Asia, Europe, and the US, some brands have made it simple to disengage these alerts with conveniently placed shortcuts on the touchscreen. That’s not the case with the Aion V, as you have to dive into several menus to disable them every time you go for a drive.

Photos Brad Anderson/Carscoops

Verdict

The GAC Aion V is very impressive, especially given the price and all of the equipment on offer. I have no doubt the exterior design will put off some in the market for an electric SUV, but if you can look past some of the odd styling, it’s a well-rounded proposition.

For a vehicle costing less than AU$50,000 (US$34,900), the interior is the obvious highlight. It’s stylish, well-made, plush, and loaded with features. Combine a calming driving experience with great efficiency, and you get a mid-size electric SUV that’ll leave some legacy brands scratching their heads.

Photos Brad Anderson/Carscoops

In a bizarre turn of events, rather than focusing on developing replacements for the aging Stelvio and Giulia, it appears the storied Italian automaker is instead trying its hand at the dating scene. The pitch? That the Junior Elettrica is the perfect segue to a romantic date.

According to its research, which comprises a 1,000-member sample size of people actively dating in the U.K., 60% of daters are tired of their dating apps. The solution? Go on a drive. Again, based on Alfa’s own research, 44% would prefer to go on a drive or a day trip versus the traditional dinner and drinks.

Read: Alfa Romeo’s Junior Has Some Appeal, But It’s Not The Smart Choice | Review

Fear not, singles. Because Alfa Romeo has partnered with Kate Mansfield, a dating and relationship coach, to craft the “Love Thy Romeo” guide to dating in real life, and not from behind a screen. Mansfield is apparently outstanding in her field, and specializes in helping women move from those pesky apps to a real-life connection.

It’s an odd development for a car company, sure. But then, we’ve seen weirder, and we suppose Alfa Romeos are often associated with passion, right?

A Ploy For The Junior

Now, obviously, we’re not really suggesting that Alfa has diverted its R&D budget away from replacements (even if the lineup is beginning to look a bit aged a la Chrysler) into creating a dating guide. What’s actually happened is it spent some of its marketing budget on something a bit different, if a bit odd.

But the way the Junior is being shoehorned in as the perfect road-trip companion is what makes it especially entertaining, with Jules Tilstone, Managing Director, Alfa Romeo UK, saying: “Junior Elettrica is the perfect date companion for a romantic escape, combining performance with passion and style, rooted in its Italian DNA.”

We’re not convinced, and it’s got us thinking: what might be the perfect car for that long, romantic road trip? A few suggestions we’ve come up with: perhaps a classic R107-generation Mercedes-Benz SL500, with that smooth, torquey V8 and the wind in your hair. Or, if you wanted to keep the Italian passion front and center, how about the Pininfarina-designed Fiat 124 spider. New or old, we’d probably take either of these over the electric Alfa.

Let us know what kind of vehicle you’d choose for a first-date getaway.

The Alpine A290 was introduced in 2024 as a hotter version of the Renault 5 E-Tech with a custom bodykit and more powerful electric powertrain options. Two years later, Alpine has introduced the A290 Collection trim, refining the exterior design while adding special touches inside the cabin.

The new spec was corrected by the Atelier Alpine personalization program and is available across the A290 lineup including the GT, GT Performance, and GTS trims.

More: Alpine Teases Next A110’s Design, But It’s What’s Underneath That Will Make Or Break It

The A290 Collection comes standard with a Blanc Nival (Snow White) shade although buyers can also choose the more sophisticated Bleu Orage Mat (Matte Storm Blue) color. In both cases the roof is finished in Deep Black, matching the aero add-ons on the bumpers and side skirts.

Alpine

Still, the highlight is the body-colored fender extensions. These look much nicer compared to the crossover-inspired black cladding found on the standard A290 and the closely-related Renault 5 E-Tech.

Review: The Fun 2026 Renault 5 EV America Will Never Get To Buy

Another special treat is the 19-inch diamond-cut alloy wheels with a snowflake design, featuring Silver Grey front brake calipers. Finally, the model gets chrome Alpine monograms on the charging port and an optional French flag on the C-pillar.

The interior combines Deep Blue and Evee Grey colors for the seat upholstery, and the stylish inserts on the door cards, dashboard, and center console. There is also a black heated steering wheel which is optionally available in blue.

Alpine

The Collection treatment is applied to both powertrain flavors, with a single electric motor generating 178 hp (130 kW / 180 PS) or 217 hp (160 kW / 220 PS). The standard 52 kWh battery pack is good for 236 miles (380 km) of WLTP range.

More: Alpine’s Latest Creation Has Pop-Down Headlights

The fully electric hot hatch is important for Alpine as it currently accounts for 70% of its sales. Furthermore, nearly 80% of A290 buyers are coming from a brand outside the Renault Group.

The Alpine A290 Collection will be exhibited at the Hall 6 of the 2026 Paris Motor Show, held in the French capital between October 12 and 18. It will be joined by highly personalized examples of the A390 fastback crossover, a sculpture of the next-generation A110 sports car and a mysterious concept that could evolve into a production GT.

Alpine

It’s no secret that Mitsubishi has lagged behind its competitors in the electric vehicle space. Rather than go it alone and develop and build a bespoke EV from the ground up, it has instead tapped Taiwanese manufacturer Foxconn and launched a rebranded version of its Foxtron Bria. This new Mitsubishi, badged the ASX VR-e and initially launching in Australia, is unlike any other vehicle from the Japanese brand.

The highlight is obviously the powertrain. All versions of the ASX VR-e will use the same 57.7-kWh lithium-ion battery, which is relatively small in the current EV space. The LS, Aspire, and Exceed will all pair this battery with a single rear-mounted electric motor delivering 229 horsepower (171 kW) and 258 pound-feet (350 Nm) of torque. Those figures are enough to send it to 62 mph (100 km/h) in a respectable 6.8 seconds.

Read: An All-New Mitsubishi Outlander May Launch In 2028

Power-hungry buyers will be pleased to hear Mitsubishi has them covered. The flagship GSR model combines the standard car’s rear-mounted motor with one at the front, lifting combined output to a frankly staggering 459 hp (342 kW) and 516 lb-ft (700 Nm) of torque. To put that into perspective, that’s more than the craziest Mitsubishi Lancer Evo ever built, the UK-only Evo X FQ-440 MR with its 440 hp and 412 lb-ft (559 Nm). While the new ASX VR-e may not appeal to all the same enthusiasts who love the legendary Evo, it has plenty of performance to thrill, hitting 62 mph (100 km/h) in 3.9 seconds.

Mitsubishi says all four versions will include Eco, Comfort, and Sport models, and in the GSR, the Sport model will automatically adjust the power delivery between 50/50 and 30/70 front-to-rear.

All-important range details remain a mystery, but given the small pack, prospective owners shouldn’t expect figures much beyond 248 miles (400 km). While it’s hard to argue with the performance on offer, charging is below par. Mitsubishi says DC fast charging is capped at just 134 kW while AC charging is limited to 6.6 kW.

As the ASX VR-e’s design is lifted directly from the Foxtron Bria, which was styled by Pininfarina, it obviously looks different from any other Mitsubishi to come before it. That’s hardly a criticism, as the Japanese brand hasn’t built a beautiful car for years. We wouldn’t go as far as to say the ASX VR-e is beautiful, but it’s certainly stylish and has a European flavor to it.

What About The Cabin?

The cabin features a 15.6-inch central infotainment display, a 9.2-inch digital driver display, and a sporty steering wheel. Other key features include configurable ambient lighting, a Surround View Monitor, leather or cloth seats depending on configuration, and autonomous parking.

Mitsubishi has also confirmed the Exceed and GSR models will ship as standard with a panoramic glass roof, electric tailgate, and 12-speaker audio system. The cabin won’t be particularly flamboyant as it’ll only be available in grey or black with blue stitching.

While some customers will no doubt be wary of buying a Mitsubishi that’s really an EV from a Taiwanese brand with no history of building cars, the ASX VR-e will be delivered with a 5-year / 100,000 km (62,000-mile) warranty. This warranty can be extended to 10 years / 200,000 km (124,000 miles) if all scheduled services are completed at a Mitsubishi dealership. Regardless of servicing, the battery pack is warrantied for eight years or 160,000 km (99,400 miles). Prices will be announced later this year as the EV starts to arrive at dealerships.

One of the best things about electric cars is how remarkably smooth and quiet they are. A sense of calm washes over you as you drive a good EV, as you no longer have to worry about jerky gear shifts or an unpleasant engine rattling away. These attributes make EVs great for regular consumers who use cars as nothing more than a means of transport. But for driving enthusiasts like us, electric cars don’t usually get us excited. Audi might have the answer.

A patent filed by the company with the German Patent and Trade Mark Office describes several different systems that could boost the engagement of driving an EV. Loads of other car manufacturers have already done this, most notably Hyundai N with its fake dual-clutch transmission and ICE-inspired audio systems. More recently, Porsche, Mercedes-AMG, and Ferrari have all launched EVs with a similar focus on driving thrills.

Read: AUDI’s E7X Is Bigger Than A Q7 And Cheaper Than A Q3

The first piece of tech that Audi has patented relates to sounds and vibrations. It could add a physical connection from the powertrain directly to the cabin, transmitting vibrations to the driver and passengers. Additionally, less sound deadening could be used to amplify those mechanical noises we all love, and Audi may even let EV owners rev their cars by decoupling the electric motor, Car and Driver reports. Pump in some artificial sounds and it might be possible to develop and build an EV that traditional gearheads would actually want to drive.

Audi’s ideas don’t stop here. By tweaking a car’s software, it could add in synthetic turbo lag, giving EVs a more traditional driving feel without the instant power we’ve all come to expect. Engineers from the German brand have even started dreaming up ways to create scents that’ll get drivers excited. If you want to cruise, a scent could be pumped into the cabin to calm you, or a more evocative smell could fill the car when you stamp down the throttle.

An advanced projection system has also been envisioned, allowing exciting displays to be projected onto the windshield. While we could see something like this appealing to the younger, gaming generation, we suspect it may be a little too distracting for some motorists. As always, there’s no guarantee that any of the technologies that Audi is looking to patent will become a reality, but we’re hopeful at least some will.

Like many of its competitors, Volkswagen has realized the best way to convince motorists to buy an EV is not to make it look weird or give it an odd name, but instead to create an EV that looks and sounds familiar. This is exactly what it’s done with the new ID Tiguan, built to replace the ID 4 and ID 5, and leaning into a more traditional SUV design that should better appeal to typical VW buyers.

Just like the Cupra Raval, VW ID Polo, and VW ID Cross, the new ID Tiguan uses the company’s latest MEB+ platform. This architecture supports three distinctive versions and two different battery packs. Sitting at the base of the range will be a rear-wheel-drive version using a 58-kWh battery. VW hasn’t provided chemistry details about this pack, nor has it said whether it’s the same usable 58-kWh pack that had been offered in North America’s ID 4. What we do know is this base model is rated at 187 horsepower.

Read: As VW Kills Off The ID 4, It Launches A $12,500 Discount In The U.S.

Positioned in the middle of the range will be a more powerful, 282 hp rear-wheel drive model with a larger 77 kWh battery. Shoppers who want all-wheel drive traction will be able to order the ID Tiguan in a single 4MOTION all-wheel drive configuration, producing a combined 295 hp and also using the 77-kWh pack.

VW says the new ID Tiguan can travel up to 373 miles (600 km) on a single charge under the WLTP cycle. This is presumably for the rear-wheel-drive, 77-kWh model, although that has yet to be confirmed. Prospective buyers of the ID Tiguan will be pleased to know the 58-kWh version can haul up to 3,968 lbs (1,800 kg), while the 77 kWh models are good for 4,409 lbs (2,000 kg).

A Fresh New Design

The ID Tiguan’s design immediately distinguishes it from the ID 4 and ID 5. VW says it uses the company’s Pure Positive design language, boosting its presence and making it look more modern. Like the ID Polo and ID Cross, which it shares its platform with, the ID Tiguan also has several design similarities to those models.

The most obvious of these is the intricate LED daytime running lights and light bar stretching the width of the front fascia. Instead of a traditional grille, VW has added a pair of black intakes near the base of the bumper. There’s nothing radical about the EV’s side profile, but the shoulder line running from the corner of the headlight, along the doors, and across the tailgate catches the eye. At the rear are an intriguing set of taillights with bold LED graphics and four narrow illuminated stripes connecting them. Glowing emblems have also been added to the front and rear of the ID Tiguan.

A Cabin With Real Buttons

Arguably more important than how the EV looks from the outside is what the interior is like. By comparison, the old ID 4 and ID 5 feel very outdated. It starts with the new steering wheel that uses physical buttons for the cruise control and audio settings, rather than the silly piano black plastic haptic switches of old.

Additionally, the ID Tiguan has a larger digital instrument cluster built into the dashboard, rather than just perched on top of it like this model’s predecessors. This cluster even includes a very cool ‘Retro’ theme which displays four traditional gauges. A larger infotainment system has also been added, although VW hasn’t mentioned how big it is. A passenger display will also be available.

Then there are the buttons. VW was almost burned at the stake for its silly touch-sensitive controls used across its outgoing generation of cars. There are none in sight with the ID Tiguan. Located under the central air vents are nine physical switches to control the HVAC, including the temperature and fan speed, all with a lovely, knurled metal finish. There’s also a small volume knob on the center console and two wireless phone chargers.

The materials throughout also appear slightly nicer, particularly the soft-touch surfaces on the tunnel and door panels, although we’ll reserve final judgment until we actually see it in person. A full range of options has yet to be announced, but VW says the ID Tiguan will be available with optional massaging, heated, and ventilated front seats, a Harman Kardon audio system, and a panoramic sunroof. It also supports a Digital Key, so owners can use their smartphone to lock, unlock, and start the EV.

VW has confirmed the ID Tiguan will launch in North America, but it’s not yet ready to say when it will arrive locally. In the meantime, pre-sales across Europe will start on October 13 with prices kicking off at €42,695 ($47,900). Deliveries will start early next year.