electric – Pulpaddict

Renault 5 review

We get behind the wheel of the winner of the 2025 European Car of the Year award, and one of the best new EVs on the market – the Renault 5 E-Tech

The reborn Renault 5 is easily one of the most eagerly-awaited electric cars of recent years.

For those too young to remember, the award-winning Renault 5 was one of the first true superminis.

Between 1972 and 1995, more than five million were built, and the little hatchback is still fondly remembered.

Fast forward to 2025 and the 5 is back. Renault has wisely followed Fiat (500e) and BMW (MINI Cooper) down the electric retro route rather than revive a much-loved nameplate and slap it on a modern SUV (Ford Capri).

Now marketed as the Renault 5 E-Tech Electric, the new 5 is a bit bigger than the original, but thankfully its styling is utterly faithful to its famous forebear.

For the record, the original measured 3,660mm (length), 1,750mm (width) and 1,320mm (height), while the 2025 EV’s vital statistics are 3,922mm, 1,774mm and 1,498mm.

In other words, the most obvious difference is in height, due to the battery pack which stretches across the chassis below the seats, just like most new electric cars.

The good news is that unlike almost all EVs, you’re not perched because Renault’s comfortable seats adjust down. The result is that you feel much more involved as a driver.

The downside is that the already cramped rear passenger space is further compromised because it’s impossible to slip your feet under a lowered front seat. C’est la vie.

In fact, I would have given the driving position a 10/10 if it wasn’t for the fact that there’s no footrest for your left leg either.

The new Renault 5 is offered with a choice of two power units and two battery sizes, both employing a single electric motor driving the front wheels.

So that’s 40kWh (“urban range”) and 52kWh (“comfort range”) batteries, with power outputs of 118bhp and 148bhp respectively.

Perhaps more importantly that translates into ranges of 192 miles (40kWh) and 252 miles (52kWh) and 0-62mph sprint times of 9.0 seconds and 7.9 seconds.

The plus side of smaller batteries is that a rapid charge from a 100kW connection (80kW on the smaller battery) takes around 30 minutes, so even though long journeys require a stop or two, the downtime is reasonable.

Competitively priced from £21,495, the new Renault 5 is available with three regular trim levels – Evolution, Techno and Iconic Five.

Entry-level Evolution features 18-inch alloy wheels, climate control air-con, wireless smartphone connectivity, rear parking sensors, a 7.0-inch digital instrument panel and 10.1-inch central touchscreen.

Step up to the mid-range Techno and you get a larger 10-inch digital instrument panel, wireless phone charger, adaptive cruise control, ambient lighting, a rear-view camera and two-tone paint options.

Topping the range is the Iconic Five, with diamond-cut 18-inch alloy wheels, heated front seats, and extra safety features including blind-spot monitoring.

The Renault 5 is available in a set of vibrant colours (though I prefer Midnight Blue) and it’s packed with neat details, such as the reinvented vent grille on the bonnet (Techno trim and above) with an illuminated “5” that indicates the car’s charge status.

It’s less retro, and more funky and modern inside. Thankfully it’s not too minimalist, so there are some physical controls for essentials such as climate control.

However, the steering wheel is overloaded with stalks (gears, lights and washers), plus a stubby, dated one for audio, while the gear selector is fiddly.

Thankfully, the infotainment system has integrated Google services.

Overall, it’s well put together, and apart from a few hard, plastic surfaces, the upholstery fabric made from recycled plastic bottles works well, and the seats are very comfortable.

As previously mentioned, the rear seats are for small people only, while the boot delivers a useful 326 litres of space, expanding to 1,106 litres with the rear seats folded.

On the road, the Renault 5 doesn’t disappoint. I drove my test car (Iconic trim with the larger battery) on a range of UK roads. And it’s not often that I say this, but at the end of the week, I really didn’t want to give it back.

Though it’s not outstanding in any department, it’s right up there in most, and it has a certain je ne sais quoi.

A clever balance of comfort, refinement and fun, it’s nippy in town and fast enough out on the open road.

It’s agile too, with quick steering and almost no body roll in more challenging corners, while the brakes are nicely progressive and there’s plenty of grip, giving you the confidence to push on.

If you want more performance, then opt for the Alpine A290 – the hot hatch version based on the same platform from Renault’s performance arm.

Ultimately, the Renault 5 will sell largely because of its looks and keen pricing. And when you consider that the average car in the UK travels around 20 miles a day (about 140 miles per week) – then even its modest range shouldn’t put buyers off.

Talking of which, in real-world driving I’d estimate the 40kWh is good for 150 miles between charges, and the 52kWh around 200 miles.

Of course, the Renault 5’s natural habitat is in urban areas, in which case the range will go up, because EV batteries are much more efficient at slower speeds.

Verdict: The Renault 5 E-Tech is a breath of fresh air, brimming with joie de vivre. Affordable, fun to drive, comfortable and retro cool, it’s going to become a familiar sight on our roads.

Renault UK

Leapmotor C10 review

A second car from a new brand to the UK. We get behind the wheel of the Leapmotor C10 family SUV…

Yes, the Leapmotor C10 is yet another SUV from yet another Chinese manufacturer.

The difference is that unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

I’ve already reviewed the dinky Leapmotor T03 city car. Now it’s the turn of the C10 mid-sized SUV.

One thing is for sure – it has its work cut out. It’s a hugely competitive sector and its many rivals include the big-selling Tesla Model Y, the Xpeng G6, BYD Atto 3, Omoda E5, Skoda Enyaq, Nissan Ariya, MG ZS EV, Vauxhall Grandland and Hyundai Kona Electric.

About the same size as the Tesla, the Leapmotor C10 follows the high-riding SUV template that’s made this type of vehicle so popular the world over.

I don’t mean that in a derogatory way. It’s a good-looking car with a no-nonsense design that’s well-proportioned with the focus on practicality.

And the Tesla-style flush-mounted door handles that pop-out automatically as your approach, or retract when the car is locked or moving, are a classy feature.

Oh, and there’s a rear wiper hidden under the spoiler at the top of the tailgate – an essential that’s not a given on all EVs.

It not unlike Elon Musk’s car’s inside too, with a plush, minimalist look and feel, and plenty of tech – especially for the price point. Build quality gets the thumbs up too.

Starting at a very competitive £36,500, the C10 is launching in the UK with just one version featuring a high level of specification as standard.

Available in five colours – Canopy Grey, Pearly White, Tundra Grey, Metallic Black and Glazed Green (my favourite) – it comes standard with 20-inch alloy wheels, electrically adjustable heated and ventilated front seats, panoramic sunroof, privacy glass, automatic LED headlights and taillights, plus electrically operated heated and folding exterior mirrors.

There’s also a large central 14.6-inch touchscreen, 10.25-inch driver’s display, plus a full suite of safety and driver assistance features including adaptive cruise control (ACC) and autonomous emergency braking (AEB). In fact, the C10 was awarded a maximum five stars by independent safety testing body Euro NCAP.

At the heart of the car is a 69.9kWh battery and a single electric motor on the back axle producing 215bhp and 236lb ft for 0-62mph in 7.5 seconds.

So, it’s rear-wheel drive and its claimed range is a decent 263 miles. Its DC rapid charging rate is capped at 84kW, which is less than the average 150kW you’d expect in this class, but its 30 to 80% capacity charge time of 30 minutes is reasonable, all the same.

Interior passenger space is excellent, front and back, but the 435-litre boot (1,410 litres with the rear seats folded down) is useful, but not class-leading.

That said, visibility is excellent, and if you need extra reassurance when manoeuvring, rear parking sensors and a 360-degree panoramic camera, make parking easier and safer in tight spaces.

Oh, and a cool feature of the C10 is that you can fold the front seats back to create an almost-flat space for lounging, or sleeping, should the need arise!

To get moving, there’s no start button. Just flick the column-mounted gear selector up or down to drive either forwards or backwards.

On the road, the Leapmotor C10 is brisk without being savagely fast, like some EVs. The accent is more on comfort and refinement, and judged on those terms, it fulfils the brief.

The suspension set-up is on the firm side and it has a tendency to thud over poorer surfaces at low speed. Pick up the pace on better A-roads and motorways, and it smoothes out imperfections better.

In town, its light steering and tight turning circle are just the job. The C10 drives well enough on more challenging roads, but there’s a bit of body lean in faster corners and the brakes are grabby.

Grip is good, helped on my test car by the Dunlop e-Sportmaxx tyres fitted, no doubt.

There are three driving modes – Eco, Comfort and Sport – which change throttle response, steering feel and regenerative braking sensitivity. As ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Comfort for the best blend of performance and efficiency.

The Leapmotor C10 offers selectable levels of brake regen, including a ‘one-pedal’ mode and a ‘freewheeling’ function with no regenerative braking. Sadly, there are no steering wheel paddles to adjust the level of regenerative braking.

Just like the Tesla Model Y and some other rivals, too many of the car’s essentials are controlled via the infotainment screen and there are no physical buttons for short cuts and climate, for instance.

On the plus side, there is a decent driver’s display for important information such as speed, remaining charge and traffic sign recognition.

There are a few glitches too. The sat nav dropped out at one stage and the infotainment screen’s ‘night mode’ was triggered too easily when I drove through a shady woodland area.

And unfortunately, like most new cars, the endless bongs and chimes from the driver assist systems are very intrusive.

However, the deal-breaker for some will be the lack of Apple CarPlay and Android Auto connectivity at launch.

I’d need to drive the Leapmotor C10 for a week or so to give a proper estimate of real-world range. Based on my test drive on mixed roads in Kent, where I achieved a creditable average efficiency of 3.8 miles per kWh, I’d say it’s capable of around 210 miles on a full charge, though colder weather and an aggressive driving style will knock it down.

Finally, the C10 is covered by Leapmotor’s four-year/60,000-mile warranty, plus an eight-year/100,000-mile warranty for the battery. Leapmotor also reckons the C10’s battery has an expected lifespan of more than 372,000 miles. Quite the claim.

Along with the pint-sized T03, the C10 is another competent debut car offering serious bang for your buck from a new brand to the UK. Now Leapmotor needs to work on creating a wow factor for its models.

Verdict: The Leapmotor C10 is a welcome addition to the fiercely competitive electric family SUV scene. Great value for money, safe, and pleasant to drive, there’s loads of space for passengers, and it has the back-up of the established Stellantis dealership network.

Leapmotor UK

Vauxhall Grandland review

We get to grips with the all-electric and mild hybrid versions of Vauxhall’s stylish next-generation Grandland family SUV…

If ever there was a case of a model that’s evolved for the best over the years, it’s the Vauxhall Grandland.

Originally launched in 2017 as the Grandland X, it was facelifted in 2021 (and the ‘X’ was dropped from the name), but it’s fair to say that it was never the most scintillating SUV on the market that.

The all-new second-generation Grandland is still more sensible than scintillating, but it is a more impressive proposition and deserves to be on every family SUV shortlist.

At launch, it’s available as a 100% electric (for the first time) and mild hybrid, with a plug-in hybrid to follow.

Built on the same platform as its Stellantis cousin, the Peugeot 3008, the Grandland is a good-looking, if fairly generic SUV, featuring the latest 3D iteration of Vauxhall’s signature ‘Vizor’ front end, which now houses an illuminated griffin badge and headlight bar.

There’s a central spine running down the bonnet (a nod to Vauxhalls of old) and there’s plenty of lower body cladding right across the car, while the rear gets a full-width light bar separated by lit-up Vauxhall lettering, plus a meaty upper spoiler.

Three trim levels are offered (Design, GS and Ultimate), and if you choose one of the higher specs (GS is expected to be the most popular), you’ll be able to opt for a contrasting roof, which looks much cooler.

It’s also worth mentioning that those cutting-edge headlights are what’s known as Intelli-Lux Pixel Matrix HDs, no less, and they have more than 50,000 elements. They really do bathe the road ahead in light, and the auto high beam function worked efficiently, so I didn’t get flashed once.

Inside, it’s attractive, spacious and well put together, but like most Vauxhalls, it lacks the wow factor of some competitors. The good news is that Vauxhall claims that 85% of the materials use are recyclable.

The size of the infotainment system depends on the trim chosen, so entry-level Design only gets you a 10.0-inch touchscreen, while the GS and Ultimate upgrade to a more impressive 16 inches. Thankfully, Vauxhall has kept some physical short-cut buttons below the screen and the head-up display adjustment toggle is on the door panel in front of the window switches.

The touchscreen is nothing flash in terms of colour and details, but the screen is clear, easy to use and responsive, and naturally there’s DAB radio, sat nav and Bluetooth, plus Android Auto and Apple CarPlay smartphone mirroring.

There are a lot of blacks and greys in the cabin, so it’s a tad dull, and the surfaces are a mix of soft-touch higher up, and scratchy-hard down below.

The seats are comfortable with plenty of adjustment, and there’s more than enough head and leg room in the back for taller adults.

Unlike many of its rivals, the Grandland has the same boot capacity on the mild-hybrid and 100% electric models, with 550 litres on offer (expanding to 1,645 litres with the 40:20:40 split rear bench folded down).

Visibility is mostly good, but the shallow rear window doesn’t offer the best view, which is where the reversing camera and sensors come in.

I tested the Grandland Electric and Grandland Hybrid versions on a mix of roads in Norfolk and Suffolk.

The Grandland Electric is the most impressive of the two. It gets a 73kWh battery mated to a 210bhp electric motor on the front wheels for an impressive WLTP range of up to 325 miles. Rapid charging at speeds of up to 160kW deliver a 10-80% charge in 26 minutes.

It’s also worth noting that it comes with a heat pump, for greater efficiency, as standard, yet it’s an optional extra on some rivals.

A 98kWh battery option will arrive soon, offering a superb official range of 435 miles. The 73kWh Grandland Electric’s performance is fairly sedate by EV standards, but more than enough for everyday driving with a 0-62mph time of nine seconds.

On the road, it feels more substantial than the outgoing model, and there’s a reason for that, because it’s 173mm longer, 64mm wider and 19mm taller – and its lugging around a heavy battery.

It’s fair to say that it’s not the most sophisticated ride, which is on the firm side. That said, while it doesn’t glide over bumps in the road and it’s fidgety at times, there’s decent body control in more challenging corners.

I suspect the big 20-inch wheels on my test car might not have helped with the ride quality, but overall it’s handles decently – it’s just not an engaging driving experience that will put a smile on your face.

On the plus side, its light steering is perfectly suited to urban driving and it’s refined with a whisper quiet e-motor and very little wind noise.

Three drive modes are on offer (Normal, Sport and Eco), but as ever, Sport is fine for fun, short bursts, and Eco further dulls the engagement factor, so best to stay in Normal for the best blend of performance and efficiency.

Thankfully, there are steering wheel paddles, which offer three levels of brake regeneration, so there’s no need to access the touchscreen, but like so many EVs, the brake pedal lacks feel and is spongy.

Officially, energy consumption is 3.6 miles per kWh, and I got pretty close to that, so a real-world range of around 250 miles should be possible – more in city driving and warmer temperatures.

The Grandland Hybrid pairs a 1.2-litre petrol turbo with a 48V hybrid system, giving a total of 134bhp and a 0-62mph sprint of 10.2 seconds.

CO2 emissions are a low 124g/km and Vauxhall claims it can do 51mpg, though we managed around 45mpg.

As mild hybrids go, it works well. It will even run on electric-only power for short periods at slow speeds, which isn’t always the case. Apparently, the electric motor can work up to 84mph and cover 50% of town and city driving.

It seems brisker than the official acceleration figure suggests, and the six-speed dual-clutch transmission and hybrid integration work smoothly. It’s only when pushed that the little three-cylinder makes itself known.

So, the Grandland Hybrid is well suited to urban areas and cruises well enough on faster roads.

But just like its 100% electric sibling, the ride is firm, there’s a fair amount of brake pedal travel and the steering is light, again resulting in a drive that lacks involvement.

Ultimately, it’s unfair to judge the new Grandland too harshly on its driving dynamics because it’s great value compared to some of its rivals and it’s a car that’s more about practicality than performance.

The Grandland Electric is up against the likes of the Tesla Model Y, Skoda Enyaq, Renault Scenic E-Tech, Ford Explorer and Volkswagen ID.4, while the Grandland Hybrid’s competitors include the Peugeot 3008, Hyundai Tucson, Kia Sportage and Nissan Qashqai.

And starting at £34,700 (for the Hybrid) and £40,995 (Electric), the Grandland range is competitively priced.

Finally, even though it’s yet to be tested by Euro NCAP for safety, it does come with a comprehensive suite of driver assistance and safety technology as standard.

Verdict: Whether you go for the mild hybrid or 100% electric version, the stylish next-generation Vauxhall Grandland is an honest, sensible, well-equipped family SUV that delivers value for money, space, safety and practicality.

Vauxhall Motors

New vs used: The biggest EV cost savings revealed

Home / Auto News / New vs used: The biggest EV cost savings revealed

Gareth Herincx

3 days ago
Auto News

Motorists could save up to 67% when buying a second-hand electric vehicle, a new study has found.

The Nissan Leaf is the EV that offers the most purchase price saving when buying used versus new, costing less second-hand (£21,799), according to the car insurance team at Comparethemarket.com.

The Renault Zoe and Kia Soul also offer high purchase savings when comparing new and used models, with average savings of 66% and 47%, respectively

However, 20% of EV models analysed are more expensive to buy used than new, with the Citroen E-C4 offering the least savings of all

Highest savings: New vs used EVs

	Car	Price (£)		Price difference between new and used models
	Make & model	Average price of new car	Average resale price	%	£
1	Nissan Leaf	£32,720	£10,921	-67%	-£21,799
2	Renault Zoe	£30,995	£10,452	-66%	-£20,544
3	Kia Soul	£35,945	£18,905	-47%	-£17,041
4	Jaguar I-Pace	£72,000	£42,336	-41%	-£29,664
5	BMW i3	£33,805	£20,327	-40%	-£13,478
6	DS3 CROSSBACK	£37,370	£25,311	-32%	-£12,059
7	Vauxhall Corsa-E	£32,433	£22,685	-30%	-£9,748
8	Tesla Model 3	£54,990	£38,546	-30%	-£16,444
9	Kia Niro EV	£39,995	£29,417	-26%	-£10,578
10	MG5	£32,245	£24,876	-23%	-£7,369

When purchasing a second-hand vehicle, drivers should bear in mind that if the vehicle is over three years old, the car will need an annual MOT.

It is also worth considering that although the upfront costs are cheaper, there will be additional costs associated with older vehicles, including the increased servicing needs and potential repairs needed, in comparison to a brand new model.

Tags 100% electric BMW i3 DS4 Crossback Electric electric vehicle EV Jaguar I-Pace Kia e-Niro Kia Niro EV Kia Soul EV new vs used Nissan Leaf Renault Zoe second-hand car second-hand ev Tesla Model 3 used electric vehicle used ev Vauxhall Corsa-e

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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All-Electric Audi eQ5 Coming by End of Decade, Along With Changes for ICE Q5

As Audi moves toward a total electric transformation, we have new details on the Audi eQ5, as well as when the existing ICE models may disappear.

Change is inevitable, as they say, and that applies to not only our personal lives, but the automotive world as well. Even as new models are introduced, their replacements are being planned in what is a perpetual product cycle of sorts. On the Audi side of the equation, there’s a lot of change coming over the next few years in terms of its lineup as the luxury brand prepares to go all-electric by the early 2030s, and will stop developing new ICE models by the end of 2026 as it launches EVs such as the new Audi eQ5.

There are still a lot of unknowns in terms of when specific Audi models will be discontinued and when new ones will be introduced, but AutoForecast Solutions recently released a future product roadmap that gives us a glimpse at a couple of them, at least. That list starts with the Q5, which has been around since 2009 and entered its second generation back in 2018. Production of the current model is slated to end on 4/30/2024 at the San Jose Chiapa, Mexico plant, while next-gen production will reportedly follow and run through 9/28/2029.

Audi Q5 Sportback TFSI e in Navarra Blue Q5 Sportback, it’s a fairly new product after having debuted in 2021, capitalizing on the surging “coupe” SUV/crossover trend with its sloping rear roofline. Production of the current-gen Q5 Sportback is slated to run through 6/28/2024, while the next-gen model enters production on 7/1/2024 and is scheduled to run through 6/28/2030, giving ICE fans a few more years to purchase this particular combination.

Finally, we have the Audi eQ5, which seems as if it’s a version of the new Q5 e-tron being sold in China – an all-electric variant of the popular crossover. Given the fact that it’s slated to enter production on 10/1/2029 and continue through 9/28/2035, this makes a lot of sense, as it fits perfectly within Audi’s all-electric transition timeline. It’s unclear if the brand will be ditching its e-tron nameplate for the simpler “e” nomenclature, but that’s what it’s being called for now.

As for the rest of the Audi lineup, well, that remains a bit of a mystery. The brand’s parent company, Volkswagen, is one of the more aggressive at the moment when it comes to transitioning to electrification, but it also seems as if it’s leaving itself bit of an out over the next few years in the event that technology doesn’t progress the way most expect it to.

Photos: Audi

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