Latest news with #electricvehicle
Telegraph
5 hours ago
- Automotive
- Telegraph
Can I leave an electric car unattended for a long time?
Dear Alex, I live in the UK, but I am away for up to six months. I am considering buying a small electric vehicle as a runaround. How long will a fully charged electric car hold its charge? What happens if the battery is left to go flat? Is this bad for the battery, and will I lose all the computer information etc? How should I get it ready for use after such a long absence? Finally, is it safe to leave a car on charge for up to half a year? – PN Dear PN, There are no hard and fast figures on how quickly an EV battery will lose its charge, but most of the experts I've spoken to reckon a battery will lose one or two per cent of its charge each month. If you're going to take an EV off the road for a longer period, it's generally agreed that it's best to charge it to 80 per cent, which is better for long-term battery health than a full charge. By doing so, even at a rate of two per cent loss each year, it would still take just over three years to flatten the battery completely. Even then, the battery wouldn't be entirely dead, because even when an EV reads zero, there's still a little bit of charge left – manufacturers tend to leave a small margin because flattening a battery completely is not good for its long-term health. So if you leave the car with 80 per cent charge for a few months, you should still have a healthy amount remaining when you return. I wouldn't recommend leaving it on charge on a three-pin socket all that time, however, three-pin sockets aren't designed for continuous high power use, so while charging that way is fine on occasion, I wouldn't leave a car plugged in for that length of time. In terms of getting the car ready for use, disconnecting the 12V battery (which powers the ancillaries) before you leave is a good idea, as parasitic drain will almost certainly flatten it while you're away. You may lose some of the settings on the car's computers, but otherwise you shouldn't see any ill effects. If you don't fancy that, you could instead use a trickle charger to keep the battery topped up. Also, increase the tyre pressure – to 50psi, say – to avoid flat-spotting, but remember to return the pressures to normal before you drive.
News.com.au
10 hours ago
- Automotive
- News.com.au
G-Wagon goes electric and it's fiercer than ever
The Mercedes-Benz G-Class is one of the most iconic cars on the planet. So iconic that most Aussies simply call it the 'G-Wagon'. The 'G' stands for Gelandewagen, which translates from German to 'cross-country vehicle'. It was developed in the 1970s for its military use, but has driven from the battlefield to the boulevard, becoming a must-have for hip hop royalty, Hollywood elites, Toorak mums and Bondi entrepreneurs. It's big, boxy, and cherishes its legacy. A fashion statement, more than a four-wheel drive. Now, in true sustainable style, you can opt for electric power in – the Mercedes-Benz G 580 with EQ technology. There are plenty of misconceptions around electric vehicles. The generalisations include that they're dull and have no grunt. But the G 580 proves those assumptions wrong in the most stylish way. I've seen what this EV can do and let me tell you, this is not your average EV. I've watched it scale boulders, pirouette in the dirt, and plough through rivers. Fun fact: It actually has more off-roading capability than the V8-powered G 63 AMG model. Built on a traditional ladder-frame chassis with independent front suspension and a solid rear axle, the G 580 offers 432kW and 1164Nm or torque from four electric motors, one at each wheel. An 'off-road cockpit' displays all the relevant functions, including tyre pressure, inclination, compass and torque to wheel. The G 580 features new technology such as G-Steering, which helps reduce the turning circle by overdriving one side of the car, and G-Turn which lets you spin 360 degrees on the spot. One of the standout features is its 'transparent bonnet' – a clever camera system that uses views from the front and side mirror to give drivers a virtual image of what's beneath the front of the car. Displayed on the central screen, it's a unique piece of technology that helps in navigating steep trails, rocky terrain or hidden obstacles, which you wouldn't normally see from behind the wheel. It can wade through 850mm of water, 150mm more than the G 63. Underneath the battery is protected by a 26mm-thick casing made from 'top secret' materials, including carbon fibre. Strangely for an off-roader, the G 580 doesn't come with a spare tyre. That classic box on the back door? It's a fake, there to store charging cables, not a spare wheel. But you can swap it out for a spare wheel at no extra cost. Unfortunately, there's no space under the frunk but sufficient space in the boot (620L). But let's be honest, how many G Wagon owners are taking this off-road? At $249,900 for the base or $299,900 for the Edition One, it's more likely to be used for school drops, brunch runs or parked in high-end driveways. Still, if you ever did need to cross the Simpson Desert or scale a rock wall, you know you could. It's also not slow for a large SUV, with a 0-100km/h of just 4.7 seconds and a top speed of 180km/h. Driving this EV was such an experience and as someone who loves SUVs, the G 580 certainly shines just as bright as the combustion variant. Underneath the iconic silhouette is a 116kW battery good for 567km of range (NEDC) plus 200kW DC fast charging that gets you from 10-80 per cent in just 32 minutes. Inside, it's luxurious. Nappa leather, Burmester 3D sound, heated and cooled cup holders and the MBUX digital cockpit. The Edition One steps it up a notch with standard 20-inch black alloy wheels, tinted lights, black exterior mirrors, carbon trim and blue contrast stitching. A range of optional packages lets you customer the G 580 to suit your style. But here's the best part, the G 580 might actually appeal to those who have always dreamt of owning a G-Wagon but couldn't justify the cost. The G 580 is not only more affordable in terms of price but will also save owners in terms of fuel costs. I think this could genuinely be perfect for inner-city parents, modern moguls or the urban adventurers who want something strong but sustainable. It's still the iconic G-Wagon, just evolved.
Auto Blog
15 hours ago
- Automotive
- Auto Blog
Tesla Is Testing A New Model S Plaid, With Few Design Updates
Spy shots show a lightly revised version of Tesla's flagship sedan testing at the Nürburgring. But are the subtle updates enough? Tesla's aging flagship gets a light touch-up Tesla is testing a revised version of the Model S Plaid, its once-groundbreaking performance sedan. Caught lapping the Nürburgring in Germany, the updated car sports only the slightest visual changes — a new front splitter and a revised rear diffuser. Beyond those tweaks and what appear to be larger wheels, the design is largely unchanged from the version Tesla refreshed in 2021. That's left some fans disappointed. Despite promises earlier this year from Tesla's VP of Engineering that the Model S and Model X would get some 'love' in 2025, this prototype suggests a minor facelift rather than a ground-up overhaul. The competition isn't standing still The Model S Plaid was once the king of the electric performance hill, boasting a 1,020-horsepower, tri-motor setup. But lately, it's been dethroned by newcomers like Porsche's Taycan Turbo GT with the Weissach Package and Xiaomi's surprise EV, the SU7 Ultra. These cars not only go toe-to-toe with the Plaid on performance, but do so with newer, more refined platforms and fresher designs. Porsche Taycan Turbo GT — Source: Porsche While the Model S's blistering acceleration still impresses, its aging chassis and layout are beginning to show their limitations. Critics have noted that the car's suspension struggles to keep up with its prodigious power, particularly in hard cornering and under braking. A long overdue redesign Originally launched in 2012, the Model S is now 13 years old — an eternity in automotive terms. While Tesla has updated many of the car's components over the years, the underlying structure and dynamic hardware haven't seen the sort of deep rework that modern performance EVs demand. Tesla Model S Plaid — Source: Tesla Key features that are becoming industry standards, like 800-volt charging systems, four-wheel steering, or even a suspension setup tuned for aggressive driving, are still missing from the Model S. For a flagship EV, that's a problem. Tesla has often marketed itself as a fast-moving tech company, but when it comes to vehicle updates, its pace has been surprisingly slow. The Cybertruck took nearly five years to reach production, and both the Model S and Model X have seen minimal visual changes in more than a decade. Xiaomi SU7 Ultra — Source: Xiaomi Now, with more EV competitors entering the market every month — especially from China — Tesla's slow approach to vehicle redesigns is starting to hurt its position. Legacy automakers are now iterating faster, making Tesla's aging lineup harder to justify, especially at premium prices. Final thoughts There's still hope that Tesla has deeper changes planned under the skin, but if the Nürburgring prototype is any indication, the 2025 Model S Plaid refresh may be more cosmetic than transformative. For a brand that once defined what a modern EV could be, that's a risky strategy in an increasingly crowded and fast-moving market.
Auto Blog
16 hours ago
- Automotive
- Auto Blog
Kia EV2 Spied Testing Ahead of Launch as Affordable Electric SUV
Futuristic Kia EV2 Prototype Revealed in New Spy Shots Kia shocks the crowd in February by revealing a trio of futuristic EV concepts. One of them was the Concept EV2, which will arrive next year but not on US roads. Now, it appears that the concept has entered the next stage of development, thanks to our spies who caught one testing on public roads. The Kia EV2 prototype hints at what we can expect of the production model. Most notable is the front end, which we can now see has projector LEDs high up on the front fascia. While the concept came with two strips of LED DRLs, the heavy disguise makes it difficult to tell whether they are still present. Concept Features Like Suicide Doors Dropped for Production Another alteration – and this one would break the hearts of some – would be the presence of B-pillar on the spied prototype. This means the production version won't have suicide doors at the back, which would have been cool and functional at the same time. We're guessing the decision to have conventional ones is in line with safety and structural integrity. Another heartbreak would be the wheel design, though we hope Kia will slap the unique blocky rims on the production EV2. At the back, the low-mounted taillights transcend into the production EV2. Most of the rear end's design are concealed, but we'd wager that Kia will keep the clean look of the concept to stand out. EV2 Styling Mixes EV6 Practicality With EV9 Inspiration There's not much to say about the interior as the spy shots don't exactly show much of it, except for the two-tone tiller visible through the front window. We're not seeing the nifty message display on the windows, though, so that's a downer. Still, this is not a confirmation that they aren't happening. Overall, the Kia EV2 looks different compared to the rest of the compact SUV segment. The boxy little brother of the EV6 does inherit some of the features and styling of the EV9, the biggest in the lineup, but it still has its own unique quirks to call its own. Source: SHProshots/Autoblog Hopefully, we'll see the EV2 in full later this year. Production is earmarked for 2026, and given the prototype already has its production lights on, we expect a debut in Q4. Pricing is said to be around the $30,000 mark when it hits the market, which will make it the most affordable Kia EV. With the cheapest EV right now selling just a hair under $30,000, America could benefit from another cheap model like the EV2. Unfortunately, the Kia EV2 probably won't reach the US because of its size and its European-focused design.
Auto Car
20 hours ago
- Automotive
- Auto Car
300bhp, 300-mile range 4WD Peugeot tested
While rivals have maximised the packaging advantages yielded by their underpinnings through long wheelbases and flat cabin floors, creating an impression of space that's becoming particular to EVs, the e-3008 is a little different. It's aiming for more of a high-waisted, materially lavish, cocooning ambience than an open, spacious and airy one. It has quite a high-rising front bulkhead, which is necessary to make space for the car's control and display concept (to which we will come) and which naturally flows into quite a high-set lower window line. Between the front-row occupants is a high-rising, two-tier centre console that envelops the driver, carrying physical drive mode and heater controls on its upper surface and making plenty of storage space available at the lower one. It flows seamlessly into a fixed armrest console between the front seats. In the three-seat back row, there's a small bubble in the floorpan ahead of the centre seat and space to accommodate smaller adults and teenagers fairly comfortably but certainly not enough to stand out for passenger practicality in a class where spacious five-seat cars are easy to find. Boot space, according to our tape measure, is broadly similar below the window line to what you will find in the Scenic E-Tech, although a way behind the Model Y or Ioniq 5 and eaten into above the window line by the raked rear hatch. Up front, the revision that this car represents to Peugeot's well-established i-Cockpit control layout is significant. The e-3008's steering wheel remains small and naturally sits quite low in your lap, but the instruments have been moved up behind it, integrated on a wide, 21in curved display panel that spans the top of the centre console as well as the instrumentation zone. This is free-standing and backlit quite attractively, so that it appears to float in front of the fascia. Perhaps most importantly, it sits sufficiently high on the dash so as to prevent the wheel from obscuring the digital instrumentation (which itself is a little too graphic and over-stylised for some testers' preference in some modes but clearer and simpler in others). So configured, there's certainly less to take objection to about Peugeot's particular ergonomic philosophy on primary control and instrumentation layout than there has been for the past few years. The standard of the e-3008's front seats for comfort is impressive. They have cushion inclination angle adjustment and plenty of wider support and configurability. Moreover, the cabin's wider material ambience and general perceived quality are likewise impressive. Our lower-trim Allure test car had attractive textile dash trim and a sense of apparent tactile quality running through the secondary controls and wider trim materials. This does feel like a step up in Peugeot's commitment to force itself in among the premium German and Swedish brands for premium appeal – and it's convincing. Multimedia system Peugeot's 21in curved panoramic display effectively takes the place of what might well have been separate infotainment, instrumentation and head-up display screens. It's an impressively slick-looking piece of technology that's attractively integrated. It's also capable of putting most of the information you want just where you want it thanks to the 'tiled' arrangement of the central part of the display, although it's occasionally guilty of over-stylising the graphical execution. There's no physical controller for the main infotainment part of the screen, which we miss somewhat. However, the secondary i-Toggle quick-access screen below provides a big boost to usability. The car gets 15W wireless smartphone charging as standard, although at that power level, you're better off plugging in your device if it's also maintaining a mirroring connection. Our test car didn't have Peugeot's premium audio system, by Focal, but its standard system was respectable enough.
