Meet the all-new, all-electric Skoda Elroq

Home / Auto News / Meet the all-new, all-electric Skoda Elroq

Gareth Herincx

33 mins ago
Auto News

Skoda Elroq

Skoda has released the first official pictures of its Elroq compact SUV.

The camouflaged prototype looks like a cross between the bigger Enyaq and similarly-sized, conventionally-powered Karoq. It will have a range as high as 348 miles and charging times as quick as 28 minutes.

The first Skoda model to adopt the new ‘Modern Solid’ design language, it will combine comfort with practicality and value-for-money.

Skoda Elroq

The introduction of the Elroq marks the beginning of Skoda’s new EV offensive, which will see the launch of six battery-electric cars over the coming years.

There’s no official word on UK pricing yet, but we’d expect the range to start below £40,000. Rivals will include the Volvo EX30, Ford Explorer and upcoming Kia EV3.


Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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Xpeng G6 review

Xpeng G6

We test drive a new car from a new brand – the all-electric Xpeng G6 mid-sized electric SUV…

The latest EV brand from China to reach Europe has its work cut out. Just for starters, its family SUV is pitched against the Tesla Model Y – the world’s most popular new car of 2023, with sales totalling 1.22 million.

The fact that the G6 is an SUV will help matters because this is the fastest rising sector, but starting from scratch is a big challenge.

Xpeng G6

Founded in 2014 by a group of entrepreneurs with a shared vision to transform future mobility with technology, Xpeng launched its first car (the G3 compact SUV) in 2018, followed by others including the P7 saloon in 2019 and the big G9 SUV in 2023.

In fact, Xpeng is held in such high regard that Volkswagen announced a partnership with the company earlier in 2024 to jointly develop two smarts EVs.

So, is the G6 any good and will it be able to compete with the mighty Tesla Model Y and other rivals including the Kia EV6, Volvo EX30, Hyundai Ioniq 5, Skoda Enyaq. Smart #3 and Ford Mustang Mach-E?

Xpeng G6

Well, if you just consider the car, then it’s a worthy rival. Whilst I respect the game-changing success of Tesla and the Model Y’s massive sales, I’m not a huge fan of the vehicle itself.

From the dumpy front styling to the firm ride, so-so quality of materials and dull driving dynamics, the Model Y is something of an enigma to me.

The Xpeng G6 is marketed as an “ultra-smart coupe SUV” and is almost identical in size and weight to its American rival. It’s also likely to be competitively priced when it goes on sale in the UK later in 2024. Xpeng hasn’t announced pricing yet, partly because of tariff issues, but the Model Y is priced from £44,990.

Xpeng G6

For me, the “robot face” of the Xpeng G6 gives it the edge aesthetically, while its streamlined body shape (which boasts a drag coefficient of just 0.248Cd) is similar to the Tesla and comes complete with pop-out door handles and frameless doors.

Inside, there’s the same minimalist, tech-led feel of the Model Y, but with the welcome addition of a 10.2-inch display ahead of the driver, showing essentials such as speed, battery range and navigation instructions. Beats me why the Model Y and Volvo EX30 have decided to do away with this necessity and opt for only a central touchscreen.

The Xpeng G6 gets one of those too (15 inches, no less) and it works well enough (the graphics aren’t class-leading), but – as ever – there is a high learning curve. The system is due to have an over-the-air upgrade later this year, which should make it more intuitive, while new mapping from TomTom will also be welcome.

Xpeng G6

Ultimately, just like many other EVs, there are too many necessities controlled via the centre touchscreen, taking your eyes off the road ahead. Controls for everything from drive modes (Standard, Eco, Sport, and All-Terrain), brake regen and steering weight options, wing mirror adjustment and air conditioning are accessed via the screen.

Unfortunately, the Xpeng G6 also follows another annoying trend. The right hand steering wheel stalk is now the gear shifter, while the left doubles up indicators and wipers. No prizes for guessing what comes next until you get used to the system.

On the plus side, the cabin oozes space front and back, it’s bathed in light thanks to the panoramic sunroof, it’s all well put together and it had a classy feel with the use of quality materials, though delve down in the cabin and there’s still some scratchy black plastic.

Xpeng G6

Oh, and a special mention for the leatherette seats, which are comfortable, even if the driving position is a little on the high side for my liking.

Luggage capacity is a decent, if not class-leading 571 litres, expanding to 1,374 litres with the rear seats down, but there’s no ‘frunk’ under the bonnet for storing cables and no passenger glovebox.

Three versions of the Xpeng G6 are available. The entry-level RWD Standard range combines a 66kWh battery with a 262bhp rear-wheel-drive motor. The RWD Long Range version gets a larger 87.5kWh battery and slightly more powerful 290bhp motor, while the range-topping dual-motor AWD Performance version uses the same 87.5kWh battery but with 483bhp driving all four wheels.

Xpeng G6 driven by Gareth Herincx

The RWD Standard range delivers a claimed potential of 272 miles and a 0-62mph time of 6.9 seconds. The RWD Long Range offers an impressive 356 miles of range and a slightly faster sprint time of 6.7 seconds. Finally, the AWD Performance is properly fast (4.1 seconds), though overall range takes a hit (344 miles).

Just as importantly, the Xpeng G6 uses state-of-the-art ultra-rapid 800V charging architecture, meaning a 10% to 80% boost can take just 20 minutes with a fast enough charger.

We tested the AWD Performance, which is just as well because it was tanking down on our test route in the Netherlands, so the extra traction was more than welcome.

Xpeng G6

On the road, the Xpeng G6 is smooth and refined with Standard drive mode offering the best balance of efficiency and performance. Sport is fun for overtaking and acceleration demos, but the effort of going into the touchscreen to switch drive modes is likely to mean it will be rarely used.

The ride is firm, which is par for the course with electric SUVs, and body lean is kept in check, though we didn’t really get the chance to stretch the G6’s legs on the flat, mostly residential road route. On balance, I’d say it’s a tad more dynamic than the Model Y, so job done.

Xpeng G6

The steering is best left in standard (Sport is too heavy) and visibility is good except for the slim rear window. Thankfully there are plenty of cameras and sensors to help with tighter manoeuvres. What’s more, it has a memory-based automatic parking functionality and it can be parked remotely via a smartphone app.

We achieved a decent 3.8 miles per kWh during our limited test run, and we’d expect a real-world range for the AWD Performance closer to 300 miles.

Xpeng has kept things simple with the G6. You just choose the powertrain, one of five exterior colours, and white or black artificial leather. In fact, the only option is an electrically deployable tow bar (maximum towing capacity: 1,500kg).

Xpeng G6

Ultimately, the success of the Xpeng G6 in the UK could rely on a combination of keen pricing, clever marketing and a proper dealer network for sales, servicing and parts.

Verdict: The Xpeng G6 is a welcome addition to the seriously competitive mid-size electric SUV sector. Boldly styled, spacious, well built, comfortable and packed with tech, it’s more than a match for the Tesla Model Y.


Peugeot E-3008 review

Peugeot E-3008

We road test the pure electric version of the next-generation Peugeot 3008…

The Peugeot 3008 is a great example of how the automotive industry has evolved since 2007.

Back then it was a dumpy looking MPV, but all that changed in 2016. In one fell swoop, Peugeot’s designers re-invented the 3008 so that it became one of the most stylish and distinctive mid-sized SUVs on the market.

Crowned 2017 European Car of the Year, at launch it was available with a choice of petrol and diesel engines, though mild hybrids and a plug-in hybrid followed.

So, that’s SUVs in, diesels out.

Peugeot E-3008

The 2024 third generation Peugeot 3008 is greener still, and is first model to use parent group Stellantis’ new STLA Medium electric powertrain. Ultimately, there will be mild hybrid, plug-in hybrid and fully electric versions.

It’s on-trend too because it’s marketed as an “electric fastback SUV”, which means it has a sporty, sloping roof.

The first model in the 3008 line-up is the 100% electric E-3008. It will come with two sizes of battery (73kWh or 98kWh batteries), but initially only the former with a claimed 326-mile range will be available.

We’ll have to wait until 2025 for the 98kWh Long Range with an impressive 422 miles on a single charge, and the Dual Motor all-wheel drive (73kWh, 326 miles).

Peugeot E-3008

We road tested the entry-level Peugeot E-3008 73kWh Single Motor, which starts at £45,850.

And the good news is that the new 3008 is even more striking than the outgoing car. There’s a bold front end featuring slim LED headlamps integrated into the frameless grille, but the most obvious change is that it now sports an aerodynamic SUV-coupe profile (think Audi Q4 Sportback e-tron).

Naturally, Peugeot’s trademark light signatures feature too – ‘lion’s claw’ LED daytime running lights up front and ‘three-claw’ at the rear.

Inside, there’s the wow factor of Peugeot’s new “Panoramic i-Cockpit”, complete with a floating, curved 21-inch HD screen that combines the head-up display with the central touchscreen.

Gareth Herincx driving the Peugeot E-3008

I’ve had my issues with Peugeot’s i-Cockpit design before, because the dinky, low-set steering wheel and higher dashboard results in a slightly awkward driving position for taller drivers (ie the steering wheel is almost in your lap, otherwise it blocks the dashboard).

Thankfully, this situation is much-improved in the E-3008, though it’s still a quirk.

The main takeaway is that the infotainment screen and instrument cluster are a huge-step up from the previous model. The graphics are still not-class-leading, but it’s a big improvement and works well.

There are no physical buttons, but the touch keys are great and the ability to create shortcuts really boosts usability. There’s also a handy “OK Peugeot” voice assistant.

Peugeot E-3008

The cabin is well designed and the quality is impressive as long as you don’t look too far down where more basic scratchy black plastics lurk.

It’s spacious too – not just up front, but at the back (the rakish profile doesn’t appear to have impacted headroom too much) and in the boot, where there’s a 588-litre luggage capacity, expanding to 1,663 litres with the seat folded down.

On the road the front mounted electric motor develops 213bhp and drive is via the front wheels. It’s swift, but not blisteringly fast off the line.

With 253lb ft of torque, it can complete the 0-62mph sprint in a respectable 8.8 seconds and tops out at 105mph.

Peugeot E-3008

For the record, the E-3008 is capable of charging speeds up to 160kW, enabling it to be boosted from 20-80% in just 20 minutes (or 30 minutes via a 100kW connection).

It’s easy to drive in urban areas thanks to light steering, a tight turning circle and good visibility for the most part, except for the rear pillars and slim tailgate window.

And despite firm suspension settings and the big 20-inch wheels on our car, it dealt with the lumps and bumps of everyday driving well, only becoming a little unsettled over larger potholes and really poor surfaces.

Grip is good, but the brakes are disappointing (a common issue with EVs) because they lack a progressive feel and have a tendency to snatch.

Peugeot E-3008

You’re also aware of its bulk (2,108kg) on more twisty roads, so there is some body lean. In short, it’s at its best and most refined cruising at higher speeds.

The drive modes (Eco, Normal and Sport) tweak the dynamics slightly, but you can’t alter the fact that this is a family five-seater and not one of the more engaging electric SUVs on the market to drive.

On the plus side, there are three levels of regenerative braking that are adjusted via the steering wheel paddles.

We achieved an efficiency of around 3.5 miles per kWh, which would translate to a real-world range of about 270 miles, so the upcoming 98kWh Long Range should be quite the thing when it arrives on the scene.

Peugeot E-3008

The Peugeot E-3008 is available with a choice of just two trim levels (Allure and GT) and its many rivals include the Renault Scenic E-Tech, Volkswagen ID.5, Nissan Ariya, Hyundai Ioniq 5, Tesla Model Y, Kia Niro EV, Volvo EC40 and Skoda Enyaq.

Verdict: If you’re looking for a classy and refined family-sized SUV loaded with kit and ample kerb appeal, then the all-new, all-electric Peugeot E-3008 could be the car for you.

Peugeot UK

Porsche Taycan sets new benchmark at Shelsley Walsh

Gareth Herincx

2 days ago
Auto News

Porsche Taycan, Shelsley Walsh

The all-electric Porsche Taycan has claimed two records at the world’s oldest motorsport venue.

In the hands of journalist Dan Prosser, the Taycan Turbo S Sport Turismo set the fastest times in both the Series Production Electric Vehicle and Estate Car classes at Shelsey Walsh Hill Climb in Worcestershire.

The 762 PS Taycan recorded a time of 31.43 seconds over the challenging 0.57-mile course, breaking the previous estate car record of 32.41 seconds, achieved with an Audi RS 6 Performance in 2016.

The Taycan then set an all-new record at the venue for production electric vehicles. In fact, it came within a second of the overall electric car record of 30.46 seconds, set by an electric single-seat Formula E race car in 2018.

In order to qualify for the road-car record, the Taycan remained as it left the factory in Zuffenhausen, Germany, right down to its road-biased Pirelli P Zero tyres.

Only a ‘beam breaker’, to accurately record the time of the run, and number stickers marked it out.

Underlining the road-going specification of the car, Dan drove the Taycan to Shelsley Walsh from his home on the day of the event.

Hill climbs are one of the earliest forms of motorsport, and Shelsley Walsh is the oldest motorsport venue in the world to still run events on its original course, having first been used in 1905.

The 914-metre course snakes its way up a rural hillside, and over that distance climbs by 100m.

It gives the course an average gradient of more than one in 10 – and at points it’s steeper still, up to 1:6.24.

At just 3.7-metres wide – narrower than a typical two-way road – and with little run-off area, the course demands precision driving. These factors combine to make hill climb racing particularly thrilling and addictive for competitors and spectators alike.

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Lotus Emeya completes intensive test programme

Home / Auto News / Lotus Emeya completes intensive test programme

Gareth Herincx

1 day ago
Auto News

Lotus Emeya

The all-new Lotus Emeya has completed an extensive three-year test and development programme across 15 countries and two continents.

Cold-weather validation programme in the Arctic Circle confirms the “hyper-GT” can perform in the harshest conditions, including temperatures as low as -40 degrees Celsius.

It’s claimed the rigorous tuning and testing process ensures the Emeya drives like a true Lotus, so it’s “engaging and desirable, with safe handling so customers can maximise dynamic performance”.

Most recently, the all-electric grand tourer has been in Ivalo, Finland, around 250km inside the Arctic Circle. The three-year test and development programme took place on a variety of terrain and conditions -from the UK’s challenging B-roads to the smooth and fast-flowing German autobahn, through the highest Alpine passes and the remoteness of Inner Mongolia.

Testing also took place at race tracks such as the Nürburgring Nordschleife and at proving grounds like the high-speed loop near the southern Italian town of Nardò.


Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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