• UK Prime Minister Andy Burnham has brought new subscription cancellation laws forward
• Originally scheduled for Spring 2027, they'll be in place by January 2027
• The government is also tackling 'phoney bargains' that promise bigger discounts than you're really getting

The UK’s Prime Minister Andy Burnham has announced consumer protection plans which aim to make it as easy to cancel a subscription as it is to sign up, and crack down on pretend deals, will be brought forward.

Originally set to land next spring, Burnham says they’ll be introduced by January 2027, “In time for when people often start new subscriptions, or cancel the ones they have, for the year ahead,” he explained in a Guardian article.

Once introduced the rules will require businesses to provide reminders before a free or discounted trial ends, and before a 12-month or longer contract automatically renews. Additionally UK subscribers will have a 14-day cooling off period once a free or discounted trial ends, or a 12-month or longer contract renews, to back out of the arrangement with a “full or proportionate refund.”

On top of this the government is mandating “straightforward cancellations,” such as requiring online exits for online sign ups.

According to government statistics, there are 155m active subscriptions in the UK — and nearly 10 million are believed to be unwanted, costing members of the public an estimated £1.6 billion a year. Burnham adds, “The changes we are introducing will save an average of £14 a month for every unwanted subscription.”

Shadow chancellor Mel Stride described the announcement as “reheated,” as the new subscription rules were already announced under former Prime Minister Keir Starmer in April.

Fake bargains be gone

In addition to the fast-tracked subscription changes, the new rules will now also tackle “phoney bargains” as Burnham describes them — which can trick shoppers into believing they’ve snagged a better deal than they really have.

Essentially, if a deal is described as being half-off it has to actually be half-off. This would prevent a shop from drastically raising prices right before a sale to make discounts look stepper, or from pointing out how much a product is discounted based on a misleading recommended retail price (RRP) that the item hasn’t been sold at price for some time.

Similar rules were included in 2024’s Digital Markets, Competition and Consumer Act , however this change strengthens those protections and adds advertising false ‘was’ prices for on sale products to the Competition and Markets Authority list of banned practices.

This will make dishonest sales pricing illegal by default without the need to prove direct harm to consumers in each instance.

To hash out the exact rulings the government has said it will be launching a consultation this autumn.

Admittedly none of the changes are groundbreaking, nor will they entirely solve the cost of living squeeze we’ve been feeling, but I’m hoping they’ll make shopping online feel like less of a minefield — especially the new rules around sale prices.

I’ve covered half a dozen Black Fridays with TechRadar, rooting out the best tech deals I can find, and experienced first-hand how companies will try to obscure bad deals with bold discount promises — comparing sale prices to a long-forgotten RRP is one I’ve seen plenty of.

When it comes to subscriptions I think we can all conjure up memories of a free trial causing hurt when we forget to cancel, or setting up a recurring yearly subscription that gets lost to time, but continues to chip away at our finances.

Nothing will change right away, unfortunately. None of the new rules are set to land until January, though take this article as a reminder to look over your subscriptions today and maybe cancel the ones you don’t need any more.

• Deep Orange 17 is claimed to generate more electricity than it uses

• The BMW-backed project uses 1,700 photovoltaic cells

• The prototype is based on an average 12-mile daily commute

A team from Clemson University in South Carolina has produced a small, lightweight electric vehicle that it says can generate more energy than it uses over a typical day of urban driving.

Dubbed the Deep Orange 17, the boxy prototype, which looks a little like a butchered Tesla Cybertruck if you squint hard enough, was fitted with more than 1,700 photovoltaic cells that can produce enough charge to power a typical 12-mile daily commute.

The fully functional vehicle weighs just 1,212lbs / 550kg, and is predominantly made from aluminum, carbon fiber and 3D-printed metal joints, which are all wrapped around a steel structure.

Its boxy shape has been designed so the photovoltaic panels can be positioned to maximize their exposure to the sun when the vehicle on the move, when parked, and even when stuck in traffic.

Developed in collaboration with the Fraunhofer Institute for Solar Energy Systems ISE in Freiburg, Germany, the solar panels use an innovative construction that continues generating power even when portions of the panels are shaded. The orange coating is part of a durable film that helps protect them.

According to BMW, which is backing the project, the cells generate enough energy on a sunny day to power the tiny EV for up to 31 miles. That means it can generate more than twice the energy it needs to complete the low-mileage average daily commute touted by its makers.

While most of the energy comes from the photovoltaic panels, the team of 16 engineers also integrated regenerative braking and drew inspiration for the exterior from the aerodynamic characteristics of the boxfish, whose streamlined body naturally reduces drag while maintaining interior volume, apparently.

Surprisingly, the project doesn’t feature a spartan prototype interior. It's been fitted with Apple CarPlay and Android Auto, as well as digital dials that offer real-time vehicle telemetry and readouts on solar power generation.

Analysis: inspiring the next generation

Project manager Anshul Karn explained that it's rare for a master’s student to have the opportunity to experience the complete process of developing a prototype vehicle — and this is exactly what Deep Orange is designed for.

Of course, we aren’t going to suddenly see BMW put this into production, but EV manufacturers are already toying with the idea of solar panels as a way of extending the range of electric vehicles.

Nissan, for example, fitted an Ariya model with 3.8 square meters of custom solar panels earlier this year that could add 23km (around 14 miles) of additional range on a bright, sunny day.

Back in 2019, Hyundai became the first manufacturer to launch a car with a solar roof charging system when it added the tech to its Sonata Hybrid, while the Ioniq 5 was available in some markets with a solar charging roof.

Right now, the technology is expensive given the limited amount of range it can provide, but projects like Deep Orange could go on to influence smaller, lightweight urban transport that could easily harness the power of the sun for 'free' energy.

This year has already proved bountiful for brilliant EV releases, with the likes of BMW unleashing the debut models from its groundbreaking Neue Klasse series, Mercedes-Benz unveiling the impressively efficient CLA and Hyundai pushing electric high performance to the max with its Ioniq 6 N.

Granted, I haven’t been able to drive absolutely everything that has gone on sale globally this year, but I have done my best to get behind the wheel of what, to me, feels like a crop of groundbreaking electric vehicles that push the powertrain forward.

From enormous, opulent vans to arguably the first 'kei car' to be sold in the UK, the spectrum of brilliant, battery-powered vehicles is as wide and as interesting as any internal combustion engine counterpart. Here’s my pick of the bunch.

6. Hyundai Ioniq 6 N

I didn’t think Hyundai could improve much on the brilliant Ioniq 5 N, but the Ioniq 6 N seemingly takes everything that was great about the Korean marque's super hatch and seemingly turns performance up to eleven, while somehow making it more practical.

It takes the same recipe of simulated gears, synthesized engine noise and absurd straight-line performance and packages it in a more mature, long-distance-friendly sedan.

With 650 hp, 770 Nm of torque and a 0-62mph time of 3.2 seconds, it is seriously quick, but the revised suspension geometry and lower roll center make it considerably more composed at speed than its hot-hatch sibling.

The N e-Shift system now adds another simulated gear, while the upgraded sound system makes the artificial pops, bangs and revs remarkably convincing.

Yet it can switch back into a quiet, comfortable cruiser when the fun is over. Add 291 miles of WLTP range and 350 kW charging, and this might be the most complete performance EV I've driven, erm, ever.

• Read more: I didn’t think the Hyundai Ioniq 5 N could get much better — until I drove its bigger brother

5. Kia EV2

The Kia EV2 might be small, but it has the sort of big-car technology and practicality that makes it surprisingly easy to live with. At just over four meters long, it packs a slick triple-screen infotainment setup, a huge array of driver-assistance systems and an interior that feels considerably roomier than its dimensions suggest. Imagine an EV5 or EV9 that’s been hit with a shrink ray and you’re not far off.

The 144 bhp version I drove didn’t feel particularly sporty, taking almost nine seconds to reach 62mph, but that isn't really the point. Its ride is excellent, it remains impressively composed at highway speeds and the Long Range version should comfortably break out of the usual urban EV routine.

Charging is also respectable, with a 10-80% session taking just under 30 minutes. Best of all, it makes a compelling case for ignoring that massive, heavy SUV for daily driving duties and settling for something that will happily slot into a supermarket parking space.

• Read more: I’ve driven the smallest Kia EV yet and there’s a lot to love about the baby of the bunch

4. Cupra Raval

The Cupra Raval VZ is proof that small EVs don't have to be sensible or boring. With its squat proportions, aggressive styling and 19-inch wheels, it looks like a proper hot hatch, and the driving experience backs that up.

The 222 bhp front-wheel-drive powertrain can deliver 0-62 mph in 6.8 seconds, while Cupra mode brings huge amounts of grip, adjustable dynamic chassis control and a synthesized soundtrack to the party.

Yet it can settle down into a surprisingly comfortable and refined cruiser when required. I averaged around 4.5 miles per kWh during a day of enthusiastic driving, suggesting more than 200 miles of real-world range from the 52 kWh battery.

There's also a surprisingly spacious cabin and useful trunk, making the Raval an unusually convincing blend of fun and practicality — like all great hot hatches should be.

• Read more: I’ve driven the new Cupra Raval and it’s proof that the hot hatch can live on in the EV era

3. Porsche Cayenne Turbo Electric

The Porsche Cayenne Turbo Electric is a handsome demonstration of just how far EV performance has come. With up to 1,156 hp available using Launch Control, it can hit 62 mph in just 2.5 seconds and reach 162 mph, making it the most powerful production Porsche yet.

Those figures are astonishing, but what impressed me most was how effectively Porsche hides the car's considerable bulk. Despite weighing around 2.5 tons, it feels remarkably composed through corners, with superb feedback through the steering wheel, active suspension and optional rear-axle steering helping shrink its footprint on the road. It is also a seriously capable long-distance EV, with up to 415 miles of range in Coupe form and 390 kW charging capable of delivering a 10-80% top-up in as little as 16 minutes.

Oh, and the world’s first 11 kW wireless charging functionality is far from a gimmick, showcasing just how effortless life with an EV can be if you can afford it.

• Read more: ‘The performance is otherworldly’: I’ve driven the Porsche Cayenne Turbo Electric — and it’s a serious amount of car for the money

2. Honda Super-N

The Honda Super-N might be one of the least practical cars I've driven this year on paper, but that's completely missing the point. This tiny electric runaround is an absolute riot, with 94 bhp sent through the front wheels, a perfectly composed chassis and a big Boost button that encourages you to attack corners with old-school hot-hatch enthusiasm.

At just 1,097 kg, it feels wonderfully light and responsive, while clever regenerative braking and virtual gear changes add to the fun. The 29.6 kWh battery only offers around 128 miles of range and charging tops out at 50 kW, so it's hardly a road-trip machine. But for urban driving, it makes a brilliant case for small EVs, proving that you don't need huge power or battery capacity to have a genuinely entertaining car.

• Read more: I've driven the Honda Super-N — and I'm in love with this go-kart for the daily drive

1. Mercedes-Benz VLE

It’s the posh electric van that makes you wonder if that massive family SUV is really the right vehicle for your daily needs. Mercedes’ all-new VLE combines huge amounts of space with the sort of refinement more commonly associated with an S-Class, while the excellent air suspension delivers an exceptionally smooth, quiet ride.

The clever Roll & Go rear seats are by far my favorite feature, sliding along built-in rails and rolling out of the vehicle on their own wheels when removed — transforming the plush people-mover from a seven-seat bus into the ultimate transportation for active outdoor lifestyles.

Range is impressive, too, with the single-motor VLE 300 capable of a claimed 435 miles thanks to its 115 kWh battery, while 300 kW charging makes long-distance driving much more realistic. Add superb infotainment technology, rear-wheel steering and limousine levels of comfort, and this is a hugely compelling EV for large families… so long as said families have a healthy vehicle budget.

• Read more: I've driven the new Mercedes VLE — and this limousine-like electric van made me rethink what a family car should be

This week, we reviewed Samsung’s latest foldables (including the best-in-class Galaxy Z Fold 8 Ultra), and we found out when Google Assistant will shut down for good.

To catch up on all this and more, scroll down for our roundup of the week’s seven biggest tech news stories.

And when you’re all caught up, be sure to test your knowledge in our weekly quiz.

7. Kojima Productions collabed on a CD player

As Sony plans to wind down the production of PlayStation game discs, auteur game developer Hideo Kojima is celebrating physical media with a new collaboration. His studio, Kojima Productions, has teamed up with the boutique Japanese audio brand km5 to produce a limited edition version of the Cp1 CD player inspired by the world of Death Stranding 2: On the Beach.

This special model comes in a luminous translucent orange inspired by the BB Pod from the game — that's the glowing jar that contains the adorable baby used to detect invisible enemies in its post-apocalyptic world.

It has all the same features that make the regular Cp1 a capable pocket-size CD player. This includes Bluetooth 5.3 support and a 3.5mm headphone jack for all your connectivity needs, a rechargeable battery with roughly eight hours of juice to take it on the go, and even a little LED display to display the track number.

• Read the full story: Hideo Kojima is celebrating his love of physical discs with a new limited edition version of my favorite mini CD player

6. The Google Assistant got an official shutdown date

It’s now over a decade old, which makes it a veteran by Google standards — but this week we finally learned when the Google Assistant will be retired on Android and Wear OS.

According to emails sent out to many Assistant users, the shutdown will begin on September 4. This means you won’t be able to use Google’s original Assistant on Android phones, tablets, paired wearables, and Android Auto after that date.

Instead, Google Gemini will inevitably take its place. You can download Gemini now from the Play Store, and if you want to see your old Assistant interactions, they’ll be available on the Web & App Activity page in your Google account. Goodbye, Assistant — it was nice knowing you.

• Read the full story: Google Assistant will shut down for good on Android and Wear OS in September — here’s what you need to do next

5. We experienced a two-screen e-reader

Samsung’s new foldable phones, the Galaxy Z Fold 8 and Galaxy Z Fold 8 Ultra, are the talk of the town right now, but this week also saw the announcement of a unique foldable ereader for avid notetakers.

The InkLeaf is a notebook-like, dual-screen ereader that’s “built for the way you actually work,” according to its manufacturer — and the USP here actually makes sense. Kindles are great for reading, but not note-taking. iPads are great for note-taking, but not reading. And while a reMarkable tablet lets you do both, you can’t read and write simultaneously. By opening up to reveal two distinct 10.3-inch E Ink Carta displays, the Inkleaf aims to let you do just that.

These screens are separated by an aluminum frame — so this isn’t a foldable device in the modern sense — but they can also display the same type of content, so you can annotate documents or even treat the Inkleaf like a hardback novel. Who says reading is dead?!

• Read the full story: The InkLeaf is a dual-screen e-paper tablet that lets you read on one display and take notes on the other

4. We learned ogres are like Bose headphones

Initially, we were perhaps a bit harsh on that limited edition ‘Eucalyptus’ finish at TechRadar HQ. The DreamWorks Animation hero they put us in mind of is a household name, but ogres aren’t known for their winsome looks.

The thing is, team members are now saying words such as ‘wasabi’ and ‘matcha’ to describe them, and you know what? The more we look at those Shrek-green cans, the more we kinda like ’em.

What you’re looking at is the Bose QuietComfort Headphones (Gen 2). It's been three long years since the Bose QuietComfort Headphones landed (which weren’t an inaugural set exactly; they simply updated the iconic Bose QuietComfort 35 II from way back in 2017, without all the odd letters and numbers).

What you need to know is that the brand has finally updated this model, which now slots into Bose’s headphone lineup as a more affordable option to the flagship QuietComfort Ultra Headphones (2nd Gen).

The Bose QC Headphones (gen 2) also bring a range of upgrades over the original pair alongside a price that’s the same as, or even a little lower than, the 2017 set, depending on where you live.

• Read the full story: Bose's mid-range headphones just got their first upgrade in years

3. Grand Theft Auto’s next teaser will debut on Netflix

Grand Theft Auto 6 marketing is finally getting into gear. With the game set to arrive on November 19, excitement is high, and Rockstar Games is kicking things off with a… Netflix documentary?

This week the developer announced that Netflix subscribers will be able to watch a special ‘Grand Theft Auto 6: An Extended Look’ video at 3PM ET / 12PM PT / 8PM BST on August 27. It’s not exactly clear what this means, but it sounds like it could be some kind of behind-the-scenes video talking about the highly anticipated game’s development.

It’s expected to contain at least some new gameplay footage, though, making it a must-watch for eager fans. If you’re not a Netflix subscriber, then you don’t have to worry about missing out. The developer said that the video will come to YouTube a few hours after it premieres.

• Read the full story: We could finally be getting the next GTA 6 trailer as Rockstar announces a special 'extended look'

2. Our Garmin Cirqa review dropped, and it's a Whoop-beater

We've been wearing the Garmin Cirqa for 10 days now, and it's finally time to give it a score. It beats Whoop in terms of value, and Fitbit Air in terms of features, to land the coveted title of 'best screenless fitness tracker to buy in 2026'. It's generally very accurate when measured against an electrical heart rate monitor, and provides a certainty in tracking that other screenless wearables don't have thanks to the addition of a tactile start-stop button to sit alongside its automatic activity detection. It's also comfy enough for constant wear. We've got a video review embedded in the article too, so you can see it in action for yourselves.

• Read our full Garmin Cirqa review

1. We reviewed the Samsung Galaxy Z Fold 8 Ultra

At a glance, the Samsung Galaxy Z Fold 8 Ultra is unchanged since its predecessor, the Samsung Galaxy Z Fold 7, but far more than just the name changed. In my review, I found the flagship foldable has a more powerful CPU, lots of AI, better cameras, and overall improved photography.

And this only scratches the surface. Perhaps the most surprising and delightful bit about the new Galaxy Z Fold 8 Ultra is that it unfolds flat and the crease is almost gone (mostly thanks to a pair of titanium panels). Overall, it's a great folding phone and is — despite the existence of the new Galaxy Z Fold 8 (it’s wide!) — my current favorite folding phone.

• Read our full Samsung Galaxy Z Fold 8 review

Now that you’re all caught up on the news, are you ready to take on our news quiz?

• Denza Z9S is a more efficient version of the Z9 GT

• Chinese company claims 1,100 km (683 miles) between charges
• The flagship version starts at 349,800 yuan ($51,800) in China

Denza’s Z9 GT has long been tipped as a genuine Porsche Taycan rival, touting serious performance from an optional tri-motor setup, enormous range and the promise of sub-10-minute charging times thanks to the BYD Group’s Flash Charging technology.

Having proven a hit in China, the Z9 GT is finally making its way to UK and European shores and, despite prices cresting the £100,000 mark, it looks set to challenge the more established premium players with masses of performance and the option of a range-extending hybrid that can cover 500 miles with a mix of electricity and gasoline.

Back in China, Denza is already tweaking the formula, recently opening the order books for a more aerodynamically efficient Z9S model that comes fitted with BYD’s 102.3-kWh Blade Battery 2.0.

Breakthroughs in battery and motor efficiency, as well as a more slippery fastback body style, mean the Z9S is capable of traveling 1,100 km — or 683 miles — on a single charge. Because of this, Denza claims this is the “world’s longest-range EV.”

As a caveat, this is all according to China’s CLTC testing cycle, which is notoriously generous with its estimations.

If these figures are to be believed, Z9S owners could drive from New York to Motor City, Detroit, without stopping.

Similarly, drivers could load up the car in Berlin and arrive in Paris without having to trouble the public charging network.

If you apply a standard conversion factor of 0.80 to convert China’s CLTC to the more stringent European WLTP testing cycle, it still results in a range of between 546 and 560 miles.

In the US, a conversion to EPA would result in approximately 480 miles — still hugely impressive.

According to Electrek, the base Premium model starts at 319,800 yuan in China (around $47,300/AU$67,350/£35,000), the flagship version starts at 349,800 yuan ($51,800/AU$73,600/£38,500), and the tri-motor Performance variants cost 389,900 yuan ($57,700/AU$82,000/£43,000).

But as we have seen with the recent unveiling of UK pricing for the Z9 GT, these costs dramatically escalate once you factor in import duties and local taxes.

Analysis: outright range is becoming less important

We are starting to enter an EV era where it is not uncommon for vehicles at the premium end of the market to cover more than 450 miles on a single charge.

Volvo’s EX60, the latest Mercedes-Benz CLA, BMW’s iX3 and Tesla’s most recent Model 3 Long Range will all happily deliver 450 miles or more, which is not far off the converted WLTP and EPA cycle range of Denza’s “world-beating” Z9S.

As a result, claims of “the world’s longest-range EV” coming from China have to be taken with a pinch of salt, due to the discrepancies in the way the country conducts its EV efficiency tests.

What’s more, these cars, with their enormous battery packs and cutting-edge electric motor technology, rarely arrive in markets outside of China sporting the sort of tempting price tags that they do in their domestic market.

Rather than focusing on all-out range, potential customers should get more excited about a wider rollout of BYD’s Flash Charging technology outside of its home market, which has the potential to drastically reduce the overall time of electric road trips with ultra-rapid top-ups.

• A police officer pulled a Tesla over for traveling 64mph in a 45 mph zone
• The owner attempted to plead innocence as Full Self-Driving was running
• Police issued a very blunt response

Video footage has surfaced online that shows a police department in Parker, Colorado, reportedly pulling over a Tesla for traveling 64mph in a 45mph zone.

While this isn’t unusual in itself, the plea from the Tesla’s driver is, as the excuse was that they weren't in control at the time. “I wasn’t driving. I had Autopilot on,” came the plea.

The three-minute video was released by the police, alongside a blunt reply (or perhaps a warning to other drivers?) that read: “Driver assistance technology does not replace the driver.”

“Whether your vehicle has adaptive cruise control, lane centering or full self-driving, you are still legally responsible for operating your vehicle safely,” the response added.

Despite the driver being clocked at 64mph in a 45mph zone, the Tesla owner belligerently claims they weren’t in control, it wasn’t their fault and that the self-driving system was activated.

The police officer then says: “I don’t know how these systems work, but you’re not the first person I have stopped with Autopilot activated.”

In fact, one of Electrek’s own writers documented the moment he got a speeding ticket while using Tesla’s Full Self-Driving.

Despite setting the system to Standard mode — as opposed to the faster Hurry or Mad Max settings — the vehicle still crept up to 78km/h in a 50km/h zone.

Analysis: Bad by design

Tesla’s Autopilot and Full Self-Driving systems are designed to assist the person behind the wheel, rather than completely replace them, no matter what Elon Musk espouses in his various public statements.

Currently, the law states that the buck stops with the driver, and any reckless driving, speeding or accident ultimately remains the driver’s fault, as they need to be ready to take control if and when these systems fail.

However, Tesla makes things difficult, as it has designed FSD to drift over the limit, even in Standard mode, and also took away the adjustable speed offset that once allowed owners to cap how far over the limit the vehicle would creep in autonomous modes.

Electrek reports that the adjustable speed offset was recently removed in FSD v14 and replaced with fixed driving profiles.

It is easy to see why Tesla has trained its systems this way, as many drivers get frustrated when technology vehemently adheres to speed limits and subsequently fails to keep up with traffic.

But with many other semi-autonomous cruise-control technologies, the driver has complete control over the speeds at which they are happy to creep over the limit.

If Tesla’s driving assistance systems keep landing drivers in hot water, many will stop using them entirely, which is exactly the opposite of what the company wants.

After all, Elon Musk has long promised that drivers will soon be able to text and immerse themselves in all manner of side tasks in the very near future.

But right now, it feels like Tesla owners need to be more alert than ever.

They didn't try to stop me, so I'm back with another entry in TechRadar's Crossword. In fact, they actively encouraged me to make a second one, so it looks like a weekly puzzle is definitely on the cards going forward. And that's fine by me, as I'll keep making them. See how you get on with this week's challenge below.

There wasn't a whole lot of activity on the leaderboard last week, so what would be really nice is to get a few more entries this time. That also increases your chances of snagging that first place spot, if the bragging rights are important to you.

If you want another benchmark, I also found out that TechRadar EIC and Wordle fanatic Marc McLaren had to use three hints on the first puzzle, so there's a target if you wanted to try and beat him.

I've kept to another fairly straightforward puzzle while we're all still warming up to the idea. I am very tempted to start throwing in some harder or more cryptic clues in the future — or maybe one giant puzzle as a big finale to the end of each month — but we'll see how things go for a while.

Let me know if you enjoy it and I hope to see you back for the next one. Best of luck!

• Xiaomi officially launches SkyNomad N70 and N90 SUVs
• Both pair a 1.5-liter gasoline engine with huge 76 kWh NMC battery packs
• Hybrid technology allows for more than 1,000 miles of driving

Fresh off the success of the SU7 and YU7 all-electric models, which offer the sort of performance and range to compete with Porsche’s Taycan, Chinese tech company Xiaomi is now moving into the world of hybrid SUVs.

Teased a few weeks ago, the company has now taken the wraps off the roughly $35,000 (in China, that is) SkyNomad N70 and N90, two hulking SUVs that are capable of seating either five or seven people in a variety of luxurious configurations.

Shirking the pure EV powertrain of Xiaomi's previous efforts, the SkyNomad sub-brand uses a Changan-derived 1.5-liter gasoline engine and a huge 76 kWh NMC battery pack to offer substantial range.

According to China’s generous CLTC testing cycle, the Xiaomi SkyNomad N90 Max offers a combined range of up to 1,705 km — or 1,060 miles.

Customers in China also have the option of a more affordable 52 kWh battery pack, but when the larger of the two is specified in the five-seat N70, pure electric range is almost 314 miles, according to the CLTC testing cycle.

If you crunch the numbers and remove some of the CLTC's generosity, it equates to around 250-miles on the UK and Europe's WLTP cycle. That's still enough to shame many pure EVs.

Alas, Xiaomi hasn’t announced plans to sell its SkyNomad models outside its domestic market yet, but it has previously stated that it hopes to introduce the SU7 and YU7 models to the UK and Europe by 2028.

Analysis: only a bargain in China

As we have seen with BYD’s luxury brand, Denza, the price of high-performance or luxury Chinese EVs isn’t so appealing once you factor in local taxes and import duties.

It was revealed recently that the supercar-baiting Denza Z, for example, will start at a staggering £142,900 in the UK (around $200,600) and rises to £172,900 (around $233,000) for the top-spec Racing variant. It costs around $100,000 in China.

We can expect to see a similar pattern with models like the SkyNomad N70 and N90 should they arrive in Europe, especially since they come fitted with the sort of battery pack that many rival pure-electric vehicles use today.

Those hoping for something that drastically undercuts the likes of Audi’s Q7, the Volvo XC90 or even Kia’s slightly more affordable EV9 and Hyundai’s Ioniq 9 could be a tad disappointed when official European pricing is eventually announced.

• Camera-only systems can only “approximately match” a human driver

• Multi-sensing setup offers more than just a failsafe
• Waymo co-CEO backs the use of Lidar and radar over camera-only systems

Waymo co-CEO Dmitri Dolgov has spoken out about the technology required to run a fully autonomous robotaxi service, addressing the subject of camera-only systems.

While he didn’t mention Tesla directly in his in-depth talk at Y Combinator’s Startup School, the presentation directly addressed vision-only camera setups, like those Elon Musk and Tesla have been pursuing.

“Humans, of course, can drive with just eyes, so there’s that proof of existence,” he said, according to Electrek.

“If the goal were to just approximately match human performance or to build an assist product, that’s a very reasonable way to go.”

But “weak sensing” inevitably leads to a safety curve that flattens out “way too early,” he added, highlighting the many cases where a camera system can come unstuck.

Low light or poor visibility, dust storms and objects physically blocking the lens can bring a camera-based system to a grinding halt in seconds.

Dolgov then gave an example of how Waymo’s combination of Lidar, radar and high-definition cameras allowed one stricken vehicle to safely navigate itself back to a depot when a tree branch became caught in its wipers and obscured the camera lens.

While Dolgov doesn’t completely dismiss camera-based systems, stating that they can easily support a driver with highly autonomous assistance systems, he admits they will struggle to replace a human entirely.

The issue is that fully autonomous robotaxis need to be as close to perfect as it’s possible to be.

A mounting record of accidents will likely put off customers for life and kill the technology before it has time to gain a foothold.

Many take the multi-modal path

Having ridden in numerous autonomous vehicles over the years and listened to those that have built them, I am fully in Dmitri Dolgov's camp.

While a camera-based system might help keep costs down, fitting autonomous vehicles with Lidar, radar, and other sensors feels like a natural and reasonable step to make them as safe as possible.

A visit to Motional’s HQ in Las Vegas earlier this year illustrated the need for multiple sensing technologies when you completely remove the driver from the picture.

Its robotaxis, which are now bespoke versions of the Hyundai Ioniq 5 (complete with radar and Lidar), have driven over two million autonomous miles with zero at-fault incidents.

Like Waymo, it too believes a multimodal approach that fuses various technologies is the safest way forward.

Laura Major, the company’s CEO, said at the time that rival startups were able to get to a “90% performance” very quickly, often relying solely on high-definition cameras.

“These offer really smooth rides in most situations,” Major remarked. “The problem is when you’re going to remove a driver and have true driverless operation, that’s not enough. You can’t perform well in 90% of the cases,” she added.

Admittedly, I haven't ridden in one of Tesla's driverless Robotaxis, but the numbers don't lie.

According to Electrek, Tesla's own data confirms a crash rate three times worse than humans even with a monitor at the wheel, while Waymo's numbers suggest it is 17 times safer after covering some 220 million rider-only miles.

Tesla has accumulated just 380,000 driverless miles over the past year since launching its robotaxi service.

• Customers hit out at connected cars as Spider-Man ‘ads’ appear in vehicles
• BMW says the Festive App is not a form of advertising

• Backlash against connected cars intensifies online

Last week, reports emerged in the US of BMW owners receiving “pop-up ads” that promoted the German brand’s involvement with the new Spider-Man: Brand New Day movie.

BMW vehicles appear throughout the super hero caper in typical summer blockbuster product-placement fashion, but BMW pushed things further by running what it calls “themed animations and messages” on the infotainment systems of a select number of connected vehicles.

Owners quickly took to internet forums to complain about these “pop-up ads,” which appeared in the form of a message that asked them whether or not they would like to launch the animation.

However, BMW has now defended itself against the outcry. “The Festive App in the BMW operating system is designed to provide customers with optional themed animations and messages linked to a range of global and local occasions. It is not a form of advertising,” a BMW spokesperson said when we reached out for comment.

spidermanbrandnewday from r/SpidermanBrandNewDay/comments/1v803or/got_this_commercial_in_my_car_today_as_part_of

According to the German marque, customers can not only choose whether or not they want to see the Spider-Man content, but it is also only available when the vehicle is stationary.

The spokesperson we contacted also stated that the Spider-Man tie-in was only available in certain markets, stressing that it was not available in the UK or Ireland.

While it can be argued that offering Spider-Man themed videos to showcase the abilities of today's infotainment systems is just a bit of fun, the online backlash so far has been overwhelmingly negative.

This also comes from a brand that previously flirted with the idea of charging owners a Netflix-style subscription to unlock hardware already installed on the car, such as heated seats and steering wheels.

Analysis: Blurring the line between content and advertising

The online repercussions from BMW’s decision to run “themed animations and messages” haven't been great so far, with many bemoaning the gradual marketing creep that appears to be happening with any product that’s connected to the internet.

One commenter on Reddit said, “I don’t want my car, fridge or toaster to have an internet connection,” which perfectly sums up the current anti-connected argument.

It's totally understandable. The car used to be one of the few sanctuaries where humans could switch off and escape the furious pace of modern life.

Perhaps tuning in to a radio station or enjoying a favorite album used to be the extent of the multimedia on offer, but with the rapid advance of connected infotainment systems, cars are becoming an extension of our ever-expanding digital lives.

It seems that when this helps boost productivity or keeps us entertained (via apps and games), most owners are happy to play along, but as soon as the subject of pop-up ads and the misuse of personal data surfaces, the sentiment is suddenly very different.

It's back-to-school sales season, and Amazon UK is getting in on the action with discounts across laptops, headphones, appliances, and all the useful tech you might need for the year ahead in school, college, or uni. I've had a look through the retailer's latest round of offers and picked out 15 of the best deals that I think are worth buying if you're shopping today.

• See all of today's best deals at Amazon UK

A new year often means a new laptop, and there's one offer in particular that stands out to me as a fantastic all-around choice: it's this Samsung Galaxy Book4 Edge for £549 (was £829). With a Snapdragon X processor, 16GB of RAM and a 1TB SSD, you'll get fast and efficient performance, as well as incredible battery life, and more than enough storage for all of your needs.

If you're just after a few handy extras, then you can get this pair of Anker USB-C Charger Cables for £5.99 (was £7.99), a Warmco Portable Handheld Fan for £19.88 (was £24.99), and an Inui 45W 10,000mAH Portable Charger for £18.66 (was £21.99).

Have a browse through all of my top picks from Amazon's latest sale below, and be sure to stick with TechRadar over the next few weeks for even more back-to-school deals and buying advice from our expert team.

15 best back-to-school deals at Amazon UK

Anyone with a keen interest in the European car market will know that Cupra parted ways with its sister company Seat way back in 2018 to become the high-performance, funky standalone brand to attract the attention of a more youthful buyer.

The gamble paid off, as Cupra now outsells Seat in most regions, thanks to its heady line-up of handsomely styled SUVs and sporty hatchbacks, all with a fine selection of electrified powertrains.

This latest edition to the family, the relatively diminutive Raval, is the first of its kind to sit on parent company VW’s MEB+ platform, which will also underpin the upcoming and equally spicy ID Polo (including the GTI), the ID Cross and Skoda’s more crossover focused Epiq.

But Cupra being Cupra has seen fit to endow the Raval with almost comically sporty proportions, a fabulously appointed interior and the sort of electric powertrain that is designed to have true driving fans won over.

Having driven the top spec VZ models out on the beautifully flowing roads of northeastern Spain, it’s clear that there is still room for the compact, agile hot hatch in the often soulless world of modern EVs.

Seriously styled

You only have to take a look at one of the many recent Cupra events to realize that the company approaches new product launches a little differently.

These shindigs are typically held in warehouses and other industrial settings, often involve world-class DJs and incorporate faces from fashion, sports and culture.

The Raval is all of this stuff distilled into a diminutive hatchback, with copper accents and contrast flourishes on the outside, myriad on-trend materials throughout the cockpit and the latest technology taking care of infotainment duties.

On the outside, the Raval rides low to the ground (well, as low as any modern EV can) and wears its squat proportions with pride.

The over-emphasized creases on the bonnet, super aggressive front lamps and chunky rear diffuser on this VZ model signal its racy intentions.

It also rides on 19-inch ‘Rebel’ rims and crams vegan leather bucket seats into the cockpit, as well as a 12.9-inch Android Automotive central display and a separate 10.25-inch digital cockpit that takes care of speed and whatnot.

Considering the Raval VZ starts at £34,9995 in the UK (that’s around $47,000 / AU$65,000), it feels like a generous dose of premium car for the money.

But for those happy with the smaller wheels and smaller battery pack (more on that later), the range actually starts from £23,785 (around $32,000 / AU$45,000) for the 115hp, 37kWh models.

Nice and spicy

Clearly, the VZ version driven here is a little ‘spicier’ when it comes its performance credentials, as it features the larger 52kWh battery pack and a powertrain that delivers 222bhp and 214lb ft to the front wheels in proper hot hatch fashion.

Prod the accelerator and the little Raval wants to move, whisking drivers and passengers from rest to 62mph in a respectable 6.8 seconds.

It even has a quasi launch control mode that sends little shudders and vibrations through the seat to make the process of accelerating feel more exciting.

Granted, it feels a little gimmicky but Cupra has done an excellent job of making the Raval feel as sprightly as its exterior lines would suggest.

Flick it into Cupra mode via a dedicated button on the steering wheel and, alongside a growling synthesized soundtrack, you’re treated to massive levels of grip.

This results in the ability to round corners with all the thrills of a go-kart, while the dynamic chassis control fitted to this VZ model keeps things flat and firm when the mood takes. Thankfully, it is adjustable through 15 stages, so you can easily get a set up that suits.

But when settling back down into Eco of Comfort modes, the Cupra does its best impression of a sensible, grown-up VW Group product, proving almost perfectly quiet and comfortable when cruising along the highway. The ride quality really is excellent.

Fuel for thought

Having driven almost too many EVs to remember, I have got into the habit of always checking battery efficiency after an event like this.

It’s a great indication of real-world driving, often taking in faster, flowing sections of road (where the regen will help top-up batteries), slower city driving and battery-sapping highway miles.

The Cupra Raval revealed that we averaged around 4.5 miles per kWh after a day of driving, which means we could have happily racked up over 200-miles from a single charge of the relatively small 52kWh NMC battery packs.

Cupra’s official WLTP rating has this pegged at 239-miles, which feels honest and achievable if driving sensibly… which I wasn’t during this particular test.

Raval’s recharging game is strong too, with a 10-80% session taking just 24-minutes from a 105kW DC public charger. It’s slightly longer than close rivals, such as the recent Renault 5 and Kia EV2, but neither of those cars can really be described as feisty.

But perhaps the most striking thing to note from the small, sporty hatchback is that there’s a decent amount of room inside. Two adults can very comfortably sit up front and there’s just enough room in the back for a few friends.

Admittedly, leg room in the rear isn’t exactly generous, but it’s very good in this segment, while the rear trunk is positively cavernous. Mounting the motor at the front results in an impressive amount of space to store bulkier items.

There’s even a clever folding floor that can be set at various levels, making it easier to throw in shopping when space isn’t required or free up a deeper hole for those weekend trips away.

The Cupra Raval offers a beguiling mix of sensible, grown up elements — such as the responsive Android Automotive-based infotainment system, practical interior space and premium-feeling fabrics — and laces it with a hefty dose of fun.

Granted, this isn’t the all-out hot hatch that we might be used to from the ICE era, but it gets very close.

Plus, with VW set to unleash an ID Polo GTI later this year with eerily similar performance figures, it makes you wonder if it’s worth holding out for that revered badge when the Raval VZ is this good.

I bought my first Tesla Model 3 in June 2019. It was my dream car. The promise of getting in, selecting a destination, and the car taking care of the rest was one I bought into.

I originally bought the Model 3 without Full Self Driving (FSD), which at the time cost $6,000. Then about a month later, Elon Musk announced the cost would start going up by $1,000 every few months. So, I bought FSD outright before that happened. I even ordered custom license plates to make it very clear to other drivers my car was driving itself.

A couple of years later, the first beta arrived, and during the next few years, after many updates, it got good. Really good.

I know headlines love to point out when an accident happens during FSD use — and rightfully so — but my overall experience with it as of a year ago was that I felt safe when using it. I could get in, tell it where to take me, and the majority of the time, I only had to babysit.

I used FSD probably 95% of the time; I was behind the wheel. I no longer hated driving.

Goodbye FSD, hello Comma 4

Then, life changed. My wife and I decided to open a pizza food truck, and we quickly learned the truck we planned on using wasn't up for the job of towing our trailer. So, I traded in my Model 3 for a 2025 Ford F-150 Lightning Flash. Bye-bye FSD.

My Lightning came with three free months of BlueCruise, Ford's hands-free driver-assist system that only works on highways. When you're on standard roads, Ford has a basic lane-keeping feature that keeps you within the lines, and that's about it.

After my BlueCruise trial ended, I opted not to pay the $50 a month/$500 a year subscription fee, mainly because it's limited to highways and I wasn't doing a lot of highway driving at the time. In town, I was still able to use lane keep and deal with the super annoying "Keep Your Hands on The Wheel" nag that goes off all the time.

I didn't miss the more advanced self-driving-like features of BlueCruise at all. I got by.

Then, in January, I had shoulder surgery. The extended recovery process meant driving an hour away for physical therapy at least once a week, and I'm still making that same drive. So, I decided to turn my Ford Rewards points into a couple of free months of BlueCruise to help me get back and forth.

Only this time, I loved it. I could cruise up and down the highway at 80 miles per hour, tap the blinker to start an automatic lane change and just relax — all hands free.

With a few weeks left in my extended trial, I decided to sign up for the $500-per-year subscription. While I waited for the charge to hit my credit card, a friend reminded me about Comma.ai, the small dash cam-like device that helps control your vehicle.

In Comma's own words: "It's upgraded active driver assistance for your Toyota, Hyundai, Ford, and more." Comma states it supports over 300 different vehicles.

Knowing I was about to commit to $500 per year for BlueCruise, curiosity got the best of me, and I spent over a week reading everything I possibly could about Comma and how it works.

The overly simplified explanation is that you need to install the device and a wire harness specific to your vehicle. The two components then intercept and send driver assistance commands to your vehicle, enabling hands-free driving on any marked road — not just highways.

I also spent more than a few days reading through and asking far too many questions in the Ford-specific Discord channel. The group there was amazing and patiently answered every single one.

I'll admit I felt very uneasy about random people on the internet writing software that can control my car. I still do, to an extent, but eventually I felt comfortable and curious enough to order the $1,000 gadget.

Install, setup and daily use

A few weeks later, a small box arrived with the camera, the Ford-specific wiring harness, and zero instructions.

Thankfully, there are quite a few YouTube videos detailing the installation process. That process requires installing the wiring harness under the dash, where my truck's Image Processing Module A (IPMA) is located. I had to remove some paneling to get to it, then route the included OBD-C cable from under the dash to my rear-view mirror where the Comma 4 is mounted.

The install process took about an hour, with the most difficult part being connecting the wiring harness to the IPMA — it's such a tiny space and hard to get to, but eventually I got it.

With the harness connected, the Comma 4 mounted, and the cable run, the next thing I needed to do was install an operating system.

The Comma 4 comes with a bare-bones operating system installed, able to do just enough to help facilitate whatever version of driving software — commonly referred to as forks — you want to use.

OpenPilot is Comma's own driving software, but it's not optimized for every vehicle. For my Ford Lightning, I have to use BluePilot, a Ford-specific fork that's customized and optimized to handle quirks in driver-assistance commands, for the best experience.

I went through the software setup process in about 10 minutes, and then it was ready for me to take a short calibration drive. Once that was done, I had my very own self-driving assistant, ready to begin driving me around.

Activating Comma is done using the same buttons I would use to turn on BlueCruise or Ford's lane-keeping features. I can see when Comma is active by looking at the Comma 4's screen for green border indicators where the edges of the lane are, and a solid green line in the middle showing that path the truck is going to take.

It took me a few days of tweaking features and settings to fine-tune how the Comma controls my truck. For instance, out of the box it doesn't handle lane changes for you. You have to enable lane changes, and even then it'll only perform a change when you activate your blinker — it won't do it on its own.

You can even customize how aggressive it is during the lane change, how long it will wait after activating the blinker before changing, so you need to confirm the change by nudging the wheel in that direction before it fully commits. It's really cool stuff.

What's taken me the longest to get just right is adjusting my truck's alignment in a lane. With default settings, my truck was consistently riding the left side of every lane I was in. It wouldn't go over it, but it was too close for my comfort. I spent some more time figuring out the proper setting to adjust and started tweaking. A few minutes later, my truck is almost perfectly centered.

I'm still tweaking different settings, but for the most part it drives just like I want. I continue to experience some very slow ping-ponging — when the car goes from one side of the lane to the other and then back — but it's easily remedied if I just place my hand on the wheel. From what I understand, I may never get fully rid of it.

I've learned a lot along the way, too. In my Ford, the Comma 4 only controls lateral movements to keep you centered in the lane, not longitudinal controls such as speeding up and braking. Ford's ACC system still handles the latter feature – something I found reassuring.

A couple of disclaimers you need to know

There are a few things I want to make clear, should you decide to get a Comma 4 (or one of the older models).

First, you, as the driver, are responsible for your vehicle at all times. The Comma 4 is an assistance device, not a fully-take-over-all-controls device. It hasn't tried to steer me unexpectedly into another lane, but I've seen reports and feedback about a recent update doing just that.

Second, Comma 4 will never offer a Full Self Driving-like point-to-point experience. There are just too many variables to how a third-party device can interact with and control various vehicles. In a Ford, for example, Comma 4 has limits in how aggressively it can steer, which makes tight corners difficult if not downright impossible. A recent update to BluePilot has made progress in this regard, but a 90-degree turn is all but out of the question.

1,000 miles and no regrets

My original intent was to take full advantage of the 30-day no-questions-asked return policy and send the Comma 4 back if I had any reservations after testing it. And, well, that window closed a few weeks ago.

All told, I'm nearing 1,000 miles over 97 driving sessions and 26 total hours since installing the Comma 4 in my truck. Not all of that is with it activated, but I'd wager that 75% or more of those miles were driven by Comma.

It's earning my trust with every drive and scenario I throw at it. The system has built enough confidence that I'm now going fully hands-free on longer drives.

Even with its quirks and limitations, the trade-off is a no-brainer for me. The Comma 4 handles backroads and standard city streets where BlueCruise simply gives up.

Best of all, I don't have to pay Ford $500 a year for a highway-only feature on top of what I already pay for premium connectivity. For a one-time $1,000 hardware investment, I got a sliver of my FSD experience back, saved money in the long run, and gained a system that continuously gets better thanks to an active community.

TechRadar's reviews crew has been working as hard as ever this month, putting dozens of gadgets and gizmos through their paces to find the ones that are worth recommending. In this Reviews Recap, I've pulled together just our very favorites; the products that impressed us enough to score 4.5 or 5 stars in our tests.

This month, we called the formidably tough new GoPro Mission 1 Pro a "fantastic all-round vacation camera", fell in love with the Marshall Stanmore IV speaker's "rumbling bass and amp-inspired aesthetic", and declared the Samsung S95H "one of the best OLED TVs [we'd] ever tested"... despite its rather controversial design.

We were also won over by smartwatches from both ends of the price spectrum. The flashy Samsung Galaxy Watch Ultra 2 impressed our reviewer with its slimmed-down design, slick apps, and intuitive UI — we called it "a great option for hardcore exercisers". The Amazfit Active 3 Premium comes in at a fraction of the price, yet still manages to look great and offer a strong range of features. According to our tester, it's good enough to "hang with entries from the major names in the industry".

Scroll down to explore all of our top-rated gadgets from the past four weeks, across all of our physical product categories. Note: only the products that are available in your region will display as cards.

5-star products

4.5-star products

America has spent decades building some of the biggest, most powerful and least apologetic vehicles on the planet.

Full-size pickups have dominated the US charts for generations, while SUVs have gradually swallowed up everything from family sedan to station wagon sales.

But something strange is happening at the other end of the automotive spectrum. Golf carts are spreading beyond perfectly manicured golf courses.

Electric bike sales are also booming, with an estimated 2.2 million e-bikes imported to the US in 2025 alone, while various low-speed vehicles (LSVs) are becoming more common on public roads — and manufacturers are suddenly talking seriously about tiny electric cars designed for short hops rather than cross-country road trips.

We reported recently that Fiat has just brought its tiny, sub-$14,000 Topolino EV to the US for the first time, while Swiss company Microlino has gone as far as designing an "anti-pickup truck" specifically for American customers. It's called the Spider, and it's awesome.

Even established automotive and mobility companies are increasingly interested in vehicles that occupy the space between an e-bike and a conventional car.

None of this means Americans are falling out of love with large vehicles. In fact, quite the opposite is true. The EPA's 2025 Automotive Trends Report found SUVs accounted for 60% of all vehicles produced in the US in model year 2024.

But perhaps that is missing the point. The more interesting question isn't whether a tiny EV can replace a Ford F-150. It's whether Americans are finally realizing that they don't need an F-150, a three-row SUV or even a conventional crossover for every single journey.

Americans love a short journey

For anyone from the UK (or anywhere in Europe, for that matter), America's obsession with hopping in the car for every journey can be baffling.

Granted, this isn't the case for those living in densely packed cities, such as New York or Washington D.C, but in suburban areas it is the norm.

The Washington Post recently reported that roughly 80% of daily US trips are under 10 miles. It's perhaps no surprise, then, that federal rules already recognize low-speed vehicles (LSV) as a distinct category.

Under NHTSA rules, an LSV is a four-wheeled vehicle capable of traveling faster than 20mph but no faster than 25mph, with states and local authorities able to set additional rules around where and how they can be used.

This goes some way toward explaining the recent golf cart boom that has occurred in certain neighborhoods.

According to The Wall Street Journal, the US golf cart market has grown from around $1 billion before the pandemic to roughly $5 billion, with street-legal carts increasingly appearing in suburban communities and being used for everyday trips rather than just on golf courses.

But these aren't the indistinct boxes that ferry players and clubs around the course, as Americans are increasingly turning to "tricked-out" rides that better mirror their personalities.

Modern street-focused carts can come with seat belts, headlights, turn signals and sophisticated equipment, such as navigation technology and booming sound systems.

"Governments, businesses, and facility operators are adopting electric mobility solutions to reduce emissions while improving operational efficiency across campuses, airports, resorts, and residential communities," a recent report by Persistence Market Research reads.

With more sophisticated carts on the way from the likes of Yamaha, Persistence Market Research says the next few years could prove lucrative for established names.

The automotive industry wants in

The arrival of the Fiat Topolino in the US feels almost like a joke at first glance. It has a $13,995 starting price, a 5.4 kWh battery and a top speed of just 19mph in its initial specification. Even after the planned low-speed vehicle conversion, it will only reach 25mph.

But in much of Europe, these are already commonplace and are categorized as light quadricycles.

The segment allows teenagers as young as 14 to hop behind the wheel in some countries, while also offering the benefits of a small footprint for easier parking, lower taxes and often lower insurance costs.

In the US, a Topolino still might seem absurd, but Fiat has a very specific use case in mind. The tiny runaround is designed around low-speed, short-distance mobility, putting it much closer to a neighborhood EV or golf cart alternative than a conventional highway car.

It has already targeted luxury hotel chains, which will be able to personalize the Topolino with bespoke branding and design touches, while upmarket private residential estates could also benefit from the small electric vehicles as a mode of local transport.

The Verge also reported on Micro's introduction of the Spider to the US market last year. The company's founder claims it isn't built for the 5% of trips where you need to haul a lot, but for the 95% of trips where you are alone. He described it as the "antithesis of massive electric pickup trucks."

The small-car comeback is well underway

Kelley Blue Book reported in 2025 that Americans had started choosing smaller vehicles again, noting that compact SUVs became the country's best-selling vehicle type in 2020 and have continued to grow while midsize SUV sales have retreated.

The publication also noted that three compact SUVs — the Toyota RAV4, Tesla Model Y and Honda CR-V — outsold Ram's full-size pickup in 2025.

However, America's love affair with large vehicles clearly isn't over. According to Cox's June 2026 US sales forecast, full-size pickups and midsize SUVs accounted for more than 30% of the market.

But the growth of compact SUVs alongside low-speed vehicles and other micromobility options suggests there is a growing appetite for something smaller than the traditional American default.

The financial argument is becoming harder to ignore, too. Fortune reported that compact SUVs were gaining in popularity because that's "all Americans can afford", reinforcing the idea that smaller vehicles can offer a more accessible entry point for buyers who don't need the extra size.

As a result, a number of automotive newcomers are looking to exploit this newfound interest, with Rivian spin-off Also revealing its innovative, modular e-bike in the TM-B last year, as well as its fully electric TM-Q cargo platform.

Also's President Chris Yu spoke to me about the "pent-up demand" for something more convenient than a car on America's busy streets, with his team investigating how to reduce the pain points of making the switch to an electric bike or quadricycle.

It's not just the US, either, as Honda recently introduced its tiny Super-N EV to the UK, marking the first time it has offered something from Japan's ever-popular kei car segment outside of its domestic market.

With fuel prices spiraling, the cost of vehicles increasing and cities becoming increasingly congested, consumers are looking for innovative ways to get around, and micromobility could be the next big trend that helps keep the world moving.

For years I've had both iPhones and Android phones to hand — not because I'm particularly flush with cash, but because it's the lot of a tech journalist to have to test and report on both these platforms regularly. It puts me in what I suspect is a small minority of people who use both Apple and Google phones just about every day.

Android and iOS also mean Android Auto and Apple CarPlay, of course. It's my Google Pixel that's my main phone, and so almost all of my driving is done with Android Auto on screen. However, with a 250-mile round trip from Manchester in the north of the UK to the town of Leamington Spa in the Midlands looming, it seemed a perfect opportunity to give the Apple alternative a go — and see if there was anything I was missing.

My car dashboard supports both Android Auto and Apple CarPlay, so I loaded up the Google interface for the trip down south, and the Apple equivalent for the trip back up north — and here's how it went.

Down south with Android Auto

This is the interface I'm most familiar with in my car: it's simple, it's straightforward, and it gets the job done. Aside from a rather annoying bug where it always autoplays audio no matter how many times I turn off the autoplay setting, it's served me well down the years.

That's largely down to Google Maps: Apple Maps has certainly improved a lot in recent times, but I find that it just doesn't have the breadth and depth of Google's offering.

Apple still pulls place reviews off TripAdvisor, for example, while Google provides a host of reviews, ratings, photos, and videos from visitors. (Google Maps is on CarPlay too, but let's set that aside for the time being.)

As always, Google Maps got me safely and quickly to my destination, flashing up time-saving shortcuts when the traffic started building up ahead. It works really well with the recent Gemini upgrade too: asking questions such as "how far until the next rest stop?" brings up the right answer, with the option to add it as an extra stop.

One good example of Gemini's natural language intelligence is when I asked if the next turn would take me east or west along the motorway (freeway). The AI understood what I meant and answered correctly, which meant I was much better prepared for the junction, because I knew the direction I needed to be heading in.

Gemini handled messages with aplomb as well, digging deep into group chats to read out all the messages I've missed, and giving me the option to reply to them without taking my eyes off the road. I tried this with both WhatsApp and Google Chat, and it worked well on almost every occasion (just once there was a failure to send a message properly).

Gemini was also adept at controlling media playback, pausing and skipping and playing audio as required. I did come across one misstep, where Gemini jumped to the next podcast in the queue rather than simply resuming from where it left off. However, for the majority of the time it worked fine and exactly how you would want.

It was no surprise really that Android Auto performed well, as I've been relying on it for so many years. It's not quite perfect, and I'd like to see a few more options in terms of styling and layout, but on the whole it's reliable and intuitive — with the arrival of the smarter Gemini assistant a welcome bonus.

Up north with Apple CarPlay

Apple CarPlay is the interface I'm less familiar with, but I do like its Liquid Glass-inspired aesthetic. I'd say it's easier on the eye than Android Auto, though maybe that's not what's most important from a car dashboard interface.

I think I slightly prefer the CarPlay layout options, where you can have one, two, or three apps on the screen at once. Android Auto offers the same choice, but switches between the two-app and three-app look automatically, depending on context (if you've just got a message, for example). I prefer having the choice to set this specifically.

As mentioned above, Apple Maps is now a perfectly polished mapping app, and got me to my destination with no problems at all. It looks great, but still isn't quite at the level of Google's alternative: I miss the color-coded 'time remaining' indicator, for example, that tells you if traffic's ahead.

I was using the iOS 27 public beta for this test, complete with the new Siri AI upgrade. It's definitely a significant improvement on what we had before (thanks in part to some Google help), but it's still not quite as sharp as Gemini: it didn't understand the 'east or west' direction question, and when I asked when I would hit the next rest stop, it tried to pull up my calendar.

What Siri AI did do well is give me voice control over the rest of the interface: tasks such as playing and pausing music, and skipping between tracks, were no problem at all (I tested this in Spotify, but it should work just as well in all your audio apps).

Sending and receiving messages are two other jobs that the next-gen Siri handles nicely. I was able to keep up a conversation in Messages without taking my eyes off the road, which means other people are able to get updates about where you are without you putting yourself and other road users in danger.

So: no real complaints about Apple CarPlay, and I mostly liked what I saw. If I was to stick with this interface for my driving, I think I'd make use of Google Maps rather than Apple Maps, though obviously neither Android Auto nor Apple CarPlay let you change the digital AI assistant you're using.

Android Auto vs Apple CarPlay: the verdict

I doubt there's anyone who would switch from Android to iOS or vice versa solely because of the vehicle dashboard interface, but it might well play some part in deciding on your next phone upgrade. Even if you're not thinking of switching, you might be wondering how Apple and Google compare here.

To be honest, it's an easy decision for me to stick with Android Auto. Google Maps is better than Apple Maps, and Gemini is smarter than Siri, and maps and AI access are the two most important considerations when it comes to using my phone on the go. Maybe if you have a different priority, like messaging, you might edge towards CarPlay instead.

That's not to say I don't like CarPlay. It looks good and it works well, and it was a little better than Android Auto on the messaging front. In fact, Siri seems to interface with the native phone apps more seamlessly than Gemini — it's just not as good at parsing what you're after or understanding what you mean, in my experience.

In terms of features and app support, the two platforms are pretty similar, and I didn't have any major problems with either of them. It's really the reliability of the core maps functionality and the capability of the voice AI where Google just edges it at the moment, so Android Auto stays as my preferred interface.

As a puzzle nut and fan of all things quizzes, I was unreasonably excited to learn that we now have the power to create crosswords here on TechRadar. So, I've taken it upon myself to bring you the first of what I intend to be a weekly TechRadar Crossword.

I've always enjoyed finding a quiet moment to sit with a crossword as a way to start or end my day — or pass the time while travelling. I actually remember first making some when I was a lot younger and forcing my dad to try and solve them while on holiday. I'm sure he only begrudgingly complied.

It wasn't until the Covid-19 lockdown, though, when I spent many hours watching Cracking the Cryptic on YouTube, that I started doing my best to learn the ins and outs of cryptic crosswords. They've been a lot of fun to tackle.

I've not tried anything as fiendishly difficult for the first outing, though. It's simply a mix of clues related to recent news and everything we know and love here at TechRadar — be that tech, games, streaming, AI, and more — as well as some of my favorite nerdy interests.

There's a leaderboard, so if you're quick, we'll put your name in lights to show off to the world. Let me know if you enjoy it and I hope you'll be back for the next one. I'll likely keep experimenting with clues and the construction over time to make this a fun little weekly challenge. Good luck!

At TechRadar, we test dozens of gadgets each month. We've reviewed them all; TVs and tablets, smartwatches and speakers, home hubs and hair stylers, monitors and mice, cameras and coffee machines. Why? So we know exactly what's worth buying and what you should skip. We want to be able to recommend exactly the right tech to exactly the right person, no matter their budget.

When we're testing so many products, it can be tricky to find ways to help the standouts really shine. So every month, we round up just the very best gadgets from each month for you to browse. To qualify for the Reviews Recap, a product needs to score 4.5 or 5 stars in our fiendish tests. This showcase is just for the best of the best.

To keep things simple, we've also narrowed the remit to just physical products. Although we also test tons of games and plenty of software, you won't find those reviews included. This is strictly gadgets and gizmos.

Scroll down to browse our very favorite products of each month.

Just a few weeks ago, I read an interesting article on the Festival of Ludd, the world's first-ever festival dedicated to 'Neo Luddism' — a place where technology is openly eschewed, in layman's terms.

I found it interesting that a loose, somewhat broad collection of thoughts and notions around techno-pessimism seems to be coalescing into something more mainstream. We've heard TED talks and read articles on Neo Luddism well before the Summer of Ludd was a thing, but this feels new to me — something being swept into a wider generational zeitgeist.

Of course, wariness around technology isn't exactly exclusive to Gen Z, but there is evidence to suggest that younger people are increasingly turning away. Quoted in the above article is a 2025 Pew Research study that reported that 48 per cent of teenage respondents asked said social media had a negative effect on people of their age group. That's up from 32 per cent in 2022.

This somewhat correlates to a decline in social media usage. As reported by the Financial Times, overall usage is down in all adults from a historical peak back in 2022.

What's interesting to me, however, is how younger audiences are becoming more vocal in their skepticism. Before, you could argue that skepticism was mostly associated with an older generation that was resistant to change. Now, one of the first truly digital generations is leading the call online.

I do have a few niggling doubts, though, which I'll cover shortly.

What exactly is a Neo Luddite?

The original Luddites were a group that fought against industrialisation, and as the name suggests, Neo-Luddism is a movement that looks to reject the encroaching influence of technology on our lives in the twenty-first century.

If that sounds like a vague cause, that's because the movement encompasses everything from a simple affinity for older, single-use, and analog technology to more hardline stances on de-industrialization. It's not a new term or a new movement, but it's gaining traction recently within the wider sense of technology fatigue and growing fears around AI.

The Festival of Ludd, in my eyes, is the clearest example of the latest version of the wider movement. I've written about Gen Z eschewing technology before, but this really feels like a natural progression — an actual event that is dedicated to things like 'dumbphones', combating the attention economy, and in-person networking.

At a surface level, it could be seen as a simple protest or gathering of disaffected tech workers, but the festival does appear to attempt to answer the big questions and problems. At the very least, the diagnosis of the issues raised is completely valid.

So what's the issue?

While I'm broadly sympathetic to the overall movement, one thing that struck me about the Festival of Ludd in particular is that the movement seems to be coalescing around people who are effectively able to shut themselves out. I want to get fully on board, but there's a kind of idealism that always clashes with reality when I wrestle with this issue in my head.

This isn't as simple as being an indicator of class or someone's background, but to be able to 'turn off' in the first place suggests a certain level of privilege. I think if you can choose to turn off your phone, laptop, or smartwatch, then you're luckier than a lot of people right now.

There's nothing to suggest here that the movement is intentionally exclusive (in fact, it seems incredibly inclusive), but to walk away from all technology — even for a few days — is something that many cannot simply partake in.

That may sound like an excuse, but a simple analogy to make here is gas-powered cars. We know the effect of these vehicles on the environment. We know they cause harm. However, to simply opt out of these cars is not an option for some people — especially lower-income folk, in some cases.

Am I an advocate of gas-powered cars? Of course not, but the realist in me knows that people need infrastructure and affordable alternatives before they can switch to electric vehicles. In an ideal world, public transport and city infrastructure would be so good we wouldn't even need cars.

I see a similar situation unfolding for many in terms of technology. A significant number of the population, including Gen Z, will be employed in services, media, or tech-adjacent roles that require interfacing with at least some facet of potentially harmful technology.

To simply opt out, however, can severely limit your options in today's world. At best, it can be a healthy sacrifice of convenience. At worst, it can mean not having a decent job that can put food on your table.

Escaping technology

The Festival of Ludd reminds me a lot of my own experience of going to week-long festivals in my twenties. These festivals didn't outwardly eschew technology, but I see them as very much analogous to the viewpoints conveyed by those at the Festival of Ludd. Phone use was discouraged, social media was commonly derided, and you'd be bombarded with messages encouraging human connection. All good things, of course.

Now, in my thirties, however, I know I simply cannot afford to switch my phone off for a week. I have elderly parents for one, and my job requires a certain level of connection.

I wouldn't call myself perpetually online, but I obviously need to be informed about the comings and goings in my field. It would be nice to spend less time online, but I'm realistic about my uses — I am a technology journalist, after all.

You could argue that I would be able to do all of the above with a 'dumb phone' or a similar Luddite-friendly device. To an extent, that is true, and I'm certainly no advocate for AI features or similar bloat on modern smartphones.

Realistically, however, I admit that a smartphone does have several uses — a calendar, maps, emails, and so on. It effectively reduces the number of things I need to do my job dramatically. Again, it's a clash of idealism versus realism for me. I enjoy the romantic notion of throwing my smartphone away, but I know that it would just mean more devices and paperwork.

Turning off is a privilege?

Interestingly, as a millennial, I do know people who have essentially escaped the grip of technology. People who have essentially retrained, emigrated, or even gone fully 'off-grid '. Some who have talked about a more disconnected life have effectively made it a reality.

The issue with their path, however, is that they've needed significant capital to break away. Some have even spent over a decade working in tech-adjacent roles to get to that point.

Again, I see a clash of idealism versus the reality of the situation here. These are examples where people have had to work within the wider system before they're privileged enough to make a choice whether to partake or not.

Bleakly, I can almost foresee a future where the choice of whether to 'turn off' or not is solely the reserve of the privileged. I'm somehow reminded of this report of Silicon Valley bosses sending their children to schools without computers. Most people don't have the option to send their kids to schools like this. Likewise, most people won't get to be that picky about work.

I strongly suspect that most Gen Z Neo-Luddites will face a similar path to mine in the next few decades. Some will dream of an unconnected world, but the reality may be different. The genie is unfortunately out of the bottle now, and it could take several years to actually attain a state of unconnectedness, if it is indeed possible.

Where to go from here?

So, am I against the Gen Z Neo Luddites? Not at all; I think their scepticism is absolutely valid and healthy. They've correctly diagnosed a growing issue and made their frustrations known. The question is, how do they really effect change and make the cause mainstream?

When you look for an answer to this question, you seem to generate even more questions. For one, are you able to effect change when you simply opt out of a system? Doing so seems to immediately cede the floor to the technology companies that the movement rails against. Perhaps it's more effective to try and build a more collaborative relationship, as idealistic as that sounds.

For what it's worth, the Festival of Ludd does attempt to tackle many of these questions. Such subjects as offline networking and independent websites are covered, and several attendees did point out the inherent contradiction of using social media to promote the event. They are acutely aware of the contradictions and issues raised in this article, so none of this will be news to them.

Hopefully, as the festival and wider movement grow, the option to 'turn off' becomes more of a choice, rather than a sacrifice.

Whether you've seen one drop a wealthy businessperson off at the airport or roll up to the red carpet to unload celebrities, the Mercedes-Benz V-Class has long been the vehicle of choice for transporting multiple people in the lap of luxury.

While previous generations have shared plenty with the commercial Vito, the V-Class has always looked to the opulent S-Class for inspiration rather than simply re-skinning a work van.

Now there's a new model in town and it's powered solely by batteries and electric motors. Mercedes thinks it's so classy that the company doesn't refer to it as a van or even an MPV, instead repeating the phrase Grand Limousine in its promotional materials.

It rides on an all-new platform and features an enormous 115 kWh NMC battery in the launch models, which offers more than 400 miles on the official WLTP cycle.

There's also the latest Mercedes-Benz infotainment system inside and a whole host of model derivatives that range from the more everyday to arguably the last word in automotive luxury.

Built for big miles

Despite their inherent everyday practicalities, the van and commercial vehicle market has been relatively slow to adopt electrification.

So far, there has been a smattering of models with the sort of electric range that's fine for last-mile delivery solutions, but becomes a bit of a pain when you actually want to cover some serious distance.

VW's ID Buzz is likely the big Merc's closest rival (if you discount the electric Transporter), but it doesn't feel as spacious or as luxuriously appointed inside. You also have the Kia PV5, which has been very well received, but that too lacks the premium finish.

Plus, you will struggle to achieve any sort of realistic road trip electric range out of both VW and Kia's offerings, with the real-world figure hovering around the 200-250 mile mark before plugging-in is required.

The slightly less powerful, single-motor VLE 300 can manage a claimed 435 miles between charging stops thanks to the presence of the largest 115 kWh battery pack and efficiency learnings from the CLA.

Granted, this is a much larger, brick-shaped object to push through the air, but Mercedes has rounded off as many edges as possible and enabled the air suspension to drop by 40mm at high speeds in search of aerodynamic performance.

Drive sensibly and I'm sure it won't be too hard to get close to those impressive claimed range figures.

Pair this with the ultra-fast 300 kW max charging speeds and you have a vehicle that is designed to go the distance on a regular basis. And boy, will the occupants be nice and comfortable.

The VLE measures over 5.3 meters in length and it's almost as wide as it is tall, offering plenty of head, leg and shoulder room inside. Seating options range from five to eight, with most of those able to be configured exactly how you like — depending on the version, that is…

Decision fatigue

Navigating the Mercedes VLE lineup isn't quite as relaxing as riding inside one, as there's the choice of either the aforementioned VLE 300 or the more powerful, dual-motor VLE 400 4Matic, which delivers 400 bhp for a 0-62 mph time of 6.5 seconds.

Add to that the options of an AMG Line vehicle, AMG Line Plus, Exclusive, Premium or Premium Plus, and it starts to get a little exhausting. Typically, offering plenty of choice is never a bad thing, but here, the trim levels drastically alter the way the VLE's interior feels.

I should give a shoutout to the Mercedes-AMG Monobloc-style alloy wheels that were fitted to a number of test cars, as they were pure class.

But for me, the more basic models make the most sense, as these include the absolutely magnificent Roll & Go seats. Here, all of the rear seats slide on built-in floor rails and can easily be removed — albeit with a little muscle, seeing as they weigh 27 kg each.

As someone who uses a van as a daily vehicle, the design of these seats is genius. Once out of the vehicle, they roll on a set of wheels, making them much easier to store.

I think many manufacturers underestimate how many owners purchase a van for its versatility.

One minute, they want to be transporting six rambunctious kids to a birthday party, and the next they need space for mountain bikes or surfboards. You can do all of that in a base VLE.

Step up the range and things start to get less practical and more lavish, with enormous leather thrones and even a full cinema setup available that sees an 8K, 31.3-inch widescreen display deployed from the headliner.

Press a button via one of the remotes in the rear and privacy curtains on the side windows raise automatically and sunshades block out any light streaming in from the large rear window.

Passengers up front are similarly spoiled in the digital department, with Mercedes' latest massive MBUX Superscreen able to span the entire width of the dash if you so wish.

Even the center console is up for personalization, with the option to have wireless charging pads for smartphones or a cavernous storage area that can keep drinks cool or even heat up a pastry.

Rides on a cloud

Not literally, but all models ride on the German marque's excellent air suspension, which does a fantastic job of wrangling the mass, disguising body roll (to a degree) and, more importantly, soaking up imperfections in the road.

Throw it into corners and, dynamically, it starts to come unstuck, but this isn't a vehicle designed for that, even if the 400 bhp offered by the VLE feels brisk enough to warrant a little exuberant driving.

Instead, it's beautifully quiet, refined and comfortable to drive in all environments. The rear-wheel steering even shrinks the 5.3-meter-long vehicle enough to navigate tight inner-city roads. Mercedes engineers say you can make a U-turn in the width of a tennis court, which isn't bad considering the mammoth footprint.

As you'd expect from the S-Class of the MPV world, there are myriad sound system options and the test cars fitted with the Burmester setup proved mightily impressive, filling the expansive interior with huge, perfectly defined audio.

Being an EV, there's nothing in the way of engine rumble creeping into the cabin, while wind and tire roar are almost non-existent. This is one of the most serene van experiences you're likely to have if, like me, you drive something altogether more agricultural on a daily basis.

A great drive, fantastic range, fast charging, a buttery smooth ride and truly practical interiors — there's very little to fault here… apart from the price.

Mercedes-Benz hasn't revealed official pricing yet, but the VLE is estimated to start at around £75,000 in the UK (around $100,000 / AU$144,000), which is to be expected, given the size of the battery and the amount of tech on tap.

Expect those figures to escalate quickly if you like your daily ride to resemble Emirates Airlines' First Class cabins, although a smaller 80 kWh LFP battery version that arrives next year should bring with it a more 'entry-level' Grand Limousine for the masses.

Let's hope so, because with this and Kia's impressive PV5 at the other end of the spectrum, folks like me who dig that #vanlife finally have a bit of choice when it comes time to ditch the fossil fuels.