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Category: Blog thoughts

  • Chinese Cars Are Making Big Moves in the UK – What Does It Mean for the Market?

    Chinese Cars Are Making Big Moves in the UK – What Does It Mean for the Market?

    If you’ve spent any time looking at new car releases lately, one thing is clear. Chinese manufacturers are no longer knocking on the UK’s door. They have stepped inside, unpacked, and are setting up shop. From familiar names like MG to fast growing brands such as BYD, Omoda, Xpeng, Nio, and now Xiaomi, Chinese carmakers are experiencing a rapid rise in popularity. In fact, Chinese made vehicles accounted for nearly 10 percent of UK sales in May 2025, a substantial leap from 5.5 percent a year earlier.

    A key factor behind this surge is the absence of import tariffs on Chinese electric vehicles in the UK, unlike the pricing disadvantages seen in the US or EU. This gives Chinese manufacturers a decisive edge on cost. At the same time, quality, design, and technology have significantly matured. The BYD Dolphin and MG4, for instance, now offer high end features such as rotating touchscreens, advanced safety systems, and solid electric range, all for under £20,000.

    This progress is perhaps best illustrated by Xiaomi’s impressive entry into the electric performance segment. Its flagship SU7 Ultra recently set a new Nürburgring Nordschleife production EV lap record, clocking a blistering time of 7 minutes 4.957 seconds. That makes it the fastest production electric saloon ever to lap the iconic Green Hell, outperforming rivals from Porsche and Rimac. This was not a prototype or marketing stunt either. The lap was completed in a road legal, showroom specification SU7 Ultra fitted with an optional track pack.

    So, are Chinese cars any good? In a word, yes. MG has already earned its place in the UK market, frequently receiving strong reviews and customer satisfaction scores. BYD’s expanding range, from compact hatches to sleek saloons, has also impressed critics and buyers alike. Other brands including Xpeng, Zeekr, and Nio are preparing UK launches with cars that match or exceed competitors on build quality, tech features, and real world usability.

    This shift is putting real pressure on legacy brands. With more affordable and feature packed electric cars now available from China, European and Japanese manufacturers are being pushed to improve. The UK Managing Director of Peugeot recently admitted that Chinese competition is making the whole industry raise its standards. That is good news for consumers. Buyers now have more choice, better technology, and better value for money.

    There are challenges too. The UK’s electric vehicle charging infrastructure is not expanding fast enough to match growing demand, particularly in rural areas. Without faster rollout of public chargers, the practical benefits of these competitively priced electric cars may not be fully realised.

    In summary, Chinese carmakers including Xiaomi are no longer niche or unknown. They are becoming genuine contenders in the UK automotive market. Their strategy is not just about offering low prices. It is about delivering innovation, performance, and well built electric vehicles that challenge established brands. Whether you are a tech savvy driver or just browsing for your next family car, expect more Chinese names to enter the conversation.

  • BMW M vs Audi RS: The Deutschland Rivalry

    BMW M vs Audi RS: The Deutschland Rivalry

    The age-old rivalry between BMW M and Audi RS is evolving rapidly and in 2025, it has never been more nuanced. Where once BMW was the rear wheel drive maestro and Audi reigned supreme with quattro, both brands have shifted dramatically, blending technologies and strategies to appeal to a performance hungry audience.

    Over the past few years, BMW has introduced M xDrive, a bespoke, intelligently managed all wheel drive system, to models like the M3 and M4 Competition, as well as the M5, M8 and XM. This setup doesn’t merely split torque front to back; it’s fully variable and rear biased, preserving the hallmarks of BMW’s dynamic, driver focused identity while adding traction, speed, and confidence at the limit. Real world numbers support this. The BMW M3 Competition xDrive drops the 0 to 60 mph time by about 0.7 seconds compared to the rear drive model, going from 3.5 to 2.8 seconds.

    But it’s not all top tier. BMW’s so called M Lite models, like the M340i and M240i, deliver outstanding performance in more accessible packages. The M340i xDrive, for instance, packs a 3.0 litre B58 inline six with around 380 horsepower, delivering instant throttle response and an engaging soundtrack. Even smaller variants like the M135i xDrive offer sub five second 0 to 62 mph times and honed chassis dynamics, proving that you don’t need a full M badge to get real fun.

    On the other side, Audi has leaned on its S range such as the S4, S5, S6 and S7 as stepping stones toward RS. These models have become more accessible, sometimes opting for diesel based TDI powertrains, particularly in Europe, offering torque rich, efficient alternatives to petrol RS models. They lack the raw edge of RS variants but serve as perfectly capable entrants into Audi’s performance hierarchy.

    Perhaps the most vivid illustration of this evolving rivalry came in a Carwow drag race where Mat Watson lined up an Audi RS6 Avant against a BMW M3 Touring. Despite a significant price and size difference, the lighter M3 Touring emerged victorious. That result wasn’t a fluke. It highlighted how BMW’s chassis focused approach, combined with xDrive, can outperform Audi’s brute power in real world high performance scenarios.

    So which do you choose?

    If you want pedigree, drama, and the peak of traction technology, go for BMW M xDrive models like the M3 or M4 Competition or the flagship XM or M8. You’ll benefit from razor sharp handling, lightning fast launches, and an underlying rear wheel drive soul.

    If you prefer refined performance without full fat M price tags, the M340i, M240i, and M135i deliver torque rich, agile, luxurious performance that is easily driven daily and thrilling when provoked.

    If you are an Audi loyalist who values quattro and under the radar performance, the S range offers torque laden performance and all wheel drive confidence. They are great stepping stones toward RS, even if they lack the edge of full fat RS cars.

    For ultimate performance, the RS range including the RS4, RS6, RS7, and RS Q8 remains formidable. Still, the BMW M lineup faces them head on with true credibility.

    The lines between BMW M and Audi RS have blurred but their core characters remain. BMW brings dynamic finesse, especially with xDrive, while Audi sticks close with quattro backed authority. Don’t underestimate the M Lite variants. They are serious contenders on their own. For adrenaline, practicality, and engineering finesse, the BMW M3 Touring versus RS6 duel might just be the most telling example yet.

  • Are Electric Hot Hatches the Future or Will We Miss Petrol Too Much?

    Are Electric Hot Hatches the Future or Will We Miss Petrol Too Much?

    For decades, the hot hatch has been a symbol of accessible fun: punchy performance, agile handling, and just enough practicality to justify it to your partner. Cars like the Mk5 Golf GTI, Peugeot 205 GTi and Focus ST have long defined this category. But now we are standing on the edge of a new chapter: the electrified hot hatch.

    Leading this charge is the upcoming Peugeot E208 GTi. Due in 2025, it is an all-electric take that channels the spirit of the original 205 GTi with 276 bhp, a 0 to 60 time of 5.6 seconds, and precision-focused chassis tuning. Peugeot promises the adaptive suspension and low centre of gravity will provide a driving purity that enthusiasts feared might disappear with combustion.

    But here is the real question: can an EV genuinely capture the essence of the hot hatch? And will we be willing to live with the limitations that come with electric power in exchange for new thrills?

    What we are gaining in this transition is a different kind of performance. Cars like the Hyundai Ioniq 5 N have already demonstrated that electric vehicles can deliver raw excitement. With 641 bhp, a simulated gearshift and even artificial engine noise, it is surprisingly engaging. However, it is more of a high-performance EV than a classic hot hatch, both in size and character.

    The E208 GTi promises something closer to the traditional formula. Smaller than a Golf and lighter than most electric cars, it is aimed at delivering agility rather than brute force. Instant torque, direct front-wheel-drive response, and a compact footprint all point to a car designed for driver enjoyment rather than outright dominance.

    There are, however, inevitable compromises. The projected range of around 250 miles is respectable, but drive it with enthusiasm and you can expect considerably less. For most people doing short commutes or weekend blasts on back roads, that is manageable. But for those living rurally or regularly covering long distances, range anxiety remains a real consideration.

    Then there is the emotional aspect. A hot hatch has always been more than numbers on a spec sheet. The fizz of a high-revving petrol engine, the mechanical connection through a manual gearbox, and even the imperfections that give character — these are experiences that simulated gear shifts and synthetic engine notes struggle to replicate. The charm of a Peugeot 306 Rallye on full throttle is not easy to digitise.

    That said, the landscape is changing quickly, and the E208 GTi will not be alone for long. Other electric hot hatches are in the pipeline. The Abarth 500e offers characterful, if limited, thrills. The retro-styled Renault 5 E-Tech, due in 2025, is shaping up to be a charismatic contender. The latest Mini Cooper SE brings agile handling and strong acceleration in a compact package. Volkswagen’s ID2 GTI, expected in 2026, is perhaps the most direct challenger, promising to deliver on the GTI name’s legacy while adapting to the electric era.

    Yet on the petrol-powered side, models like the Toyota GR Yaris, Hyundai i20 N and, until recently, the Ford Fiesta ST, remind us what we are potentially giving up. There is something unmistakably alive about a small petrol car with a manual gearbox and a playful chassis.

    We are not quite at a crossroads, but we are approaching one. Electric hot hatches are arriving, and by most accounts, they are shaping up to be more exciting than many expected. But can they truly replace the experience of a great petrol hatchback?

    For now, there is still time to enjoy both worlds. Petrol hot hatches are still out there, still engaging, still worth owning. But for those looking ahead, the Peugeot E208 GTi and its electric rivals offer a glimpse of a different kind of fun — one that is quieter, cleaner, and no less involving.

    Would you trade your Focus ST or Polo GTI for an electric rival? Is a 250 mile range good enough for real-world use, or do you need the long-legged flexibility of a tank of unleaded? As the market shifts, those choices are becoming more real.

    And when the E208 GTi arrives, we will be finding out for ourselves just how much of the old hot hatch magic really makes it through the plug.

  • Why Skoda is no longer the underdog – it might just be the smartest buy right now

    Why Skoda is no longer the underdog – it might just be the smartest buy right now

    f you’d told me a few years ago that I’d be seriously weighing up a Skoda Octavia over a Volkswagen Golf, I’d probably have dismissed it out of hand. Like many enthusiasts, I grew up with the old jokes and assumptions about Skoda being the punchline brand—the one you bought because it was cheap, not because you actually wanted it.

    But times have changed. Dramatically.

    Skoda is now one of the sharpest players in the game. The current lineup is no longer the stripped-out, bargain-basement version of Volkswagen. In fact, it might just be the sweet spot of the entire VAG group. Same tried-and-tested platforms, same engine choices, and often the same interior tech, but with more space, clever practicality and less fuss. I’m now at a point where I would take an Octavia over a Golf without hesitation, and a Superb over a Passat every time.

    When I was shopping around before settling on the Astra GSe, the Octavia was a genuine contender. With its sharp, clean lines, crisp detailing and understated confidence, it looks more refined than it has any right to at that price point. The cabin, too, is impressively put together. It may not scream luxury, but it is clean, well laid out and impressively solid. The infotainment system is the same as you’ll find in VW group siblings, with all the familiar digital controls, but the overall cabin experience is calmer, roomier and more geared toward real-life use.

    What Skoda really excels at, though, is the details. Things like umbrellas built into the doors, an ice scraper tucked into the fuel cap, boot nets, reversible load floors, bag hooks, and simple user-friendly ergonomics. These aren’t headline features, but they add up. They make you feel like someone actually thought about how people use their cars day to day. And when you’re commuting long distances or ferrying kids around, that kind of design starts to matter a lot more than having brushed aluminium trim or configurable ambient lighting.

    Performance-wise, Skodas might not feel the most thrilling, but they are incredibly capable. The Octavia vRS, for instance, shares its powertrain with the Golf GTI but delivers it with a bit more restraint and a lot more practicality. And when it comes to economy and long-distance comfort, it is hard to beat. The Superb takes that even further, offering near-luxury saloon levels of ride quality, rear legroom that rivals executive class cars, and a smooth, relaxing drive that just makes sense for big mileage drivers.

    Perhaps the most surprising part is the shift in brand perception. Skoda is no longer the brand you settle for. It is now the brand you actively choose if you want honest, well engineered cars that do everything you need without trying to impress anyone else. I used to think of them as the rational choice. Now I think they are also the right one.

    Had the dealer offer been just a little different, there’s a real chance I’d be writing this as an Octavia owner instead of an Astra GSe driver. And honestly, I don’t think I’d have regretted it.

  • Is It Time to Go Electric? Why I Chose a Plug-in Hybrid Over a Full EV

    Is It Time to Go Electric? Why I Chose a Plug-in Hybrid Over a Full EV

    With electric vehicles becoming more common on UK roads and government policy nudging us toward cleaner transport, I recently found myself facing the same question many drivers are asking: Is it time to go fully electric?

    I started by looking at the facts. Fully electric vehicles (EVs) are ideal for city life. They are smooth, quiet, and perfect for local commuting with zero exhaust emissions. If your routine is built around short journeys, frequent stops, and you’ve got easy access to home or workplace charging, they’re a brilliant choice. But if your life involves long distances, rural living, or a bit of the unknown, the reality becomes a lot more complex.

    That’s where I found myself. I live in very rural Norfolk and my daily round trip to work is about 100 miles. Add to that regular trips to visit friends and family across the country (London, Manchester, the Lake District, and even the odd road trip to Scotland) and suddenly the maths around full electric didn’t stack up. Charging infrastructure in cities is improving fast, but in the sticks? Not quite there yet. And I didn’t fancy range anxiety on a dark B-road in midwinter.

    I quickly ruled out full hybrids (HEVs). They’re a great option for city dwellers – just look at how many old Priuses are still buzzing around London. But for longer distances and rural settings, the fuel efficiency gains drop off. Without a plug, you’re basically relying on the petrol engine and a bit of electric assistance from regenerative braking. It’s not enough for the type of driving I do.

    So I took a punt on a plug-in hybrid (PHEV). And I’m glad I did. As long as you plug in nightly, you’re getting the best of both worlds. On short local trips, I run purely on electric, and for longer journeys I benefit from a petrol engine that’s backed up by electric support. The result? Regular journeys where I’m nudging over 100 mpg. Charging costs me around 90p a night at home. No range anxiety. No endless planning around charge stops. Just flexibility, savings, and peace of mind.

    It’s not a perfect system. PHEVs only really make sense if you’re disciplined about charging. But for someone like me- rural-based, high mileage, and regularly heading cross-country- it’s the only option that genuinely works without compromise.

    So while EVs are absolutely the future, and HEVs have a solid place in urban driving, don’t overlook the humble PHEV. For many of us living outside major cities, it’s the smartest transition point before full electric becomes practical for everyone.