This is our fourth year of these awards and as always, all the cars we tested over the past 12 months have come under close scrutiny to be in with a chance of winning the coveted trophy. If you are feeling a bit sad that there will be no more Gavin & Stacey, fear not as we are here. Get ready for all the winners and runners-up as we count down to the big one – the AutoEV Car of the Year 2024.

Best Urban EV 2024

Best Compact Family EV 2024

Best Mid-sized Family EV 2024

Best Large Family EV 2024

Best Premium EV 2024

Money-no-Object Award 2024

Most Disappointing EV 2024

AutoEV Innovation Award 2024

AutoEV Viewer’s Choice 2024

AutoEV’s Car of the Year 2024

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If there is one car manufacturer that the silent torque of electrification should suit, it is Rolls-Royce.  The famed David Ogilvy advert for the 1960’s Phantom that declared “At 60 miles an hour the loudest noise in this new Rolls-Royce comes from the electric clock” could now be seen as a poetic prophecy.

In 2023, Rolls-Royce will launch their first fully-electric model, the Spectre, and by 2030, none of the Goodwood’s production cars will feature a piston-driven engine.  Time and tide waits for no man, nor indeed, the Silver Lady herself.

Between now and the Spectre’s launch, the development mules will rack up an astonishing 2.5million kilometres of testing, or in Rolls-Royce terms, the equivalent of 400 years of their car’s normal use.  There is being thorough, and then there is Rolls-Royce thorough.

The car will continue to use the modular ‘Architecture of Luxury’ aluminium spaceframe that they currently use on the Phantom and Cullinan, rather than adopt parent company BMW’s CLAR platform.  

Company CEO Torsten Müller-Ötvös explained that the platform is “scalable and flexible”, allowing for its use in a variety of vehicle segments and “was created to form the foundation of not just different internal combustion engine models, as it now does with Cullinan and Ghost, but models with completely different powertrains.”

No word has been said on what will power the Spectre, but the twin-motor system used in the forthcoming BMW iX M60 produces 600bhp, close to what the V12 in the current Phantom deploys, so perhaps it could be a variant of this.  

Either way, there is little doubt that the adoption of an electric powertrain will suit the very pinnacle of motoring.  After all, “[it is] perfectly noiseless and clean.  There is no smell or vibration, and they should become very useful when fixed charging stations can be arranged”.  That wasn’t the current CEO who said that, but Charles Rolls, one of the company’s founders, himself.

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Motor shows. Remember them? Just as the “C” word hit, one of the very first corporate victims was the 2020 Geneva Motor Show, and if that one went to the wall, then it was looking like they all would. Well, thankfully, Munich has bucked the trend and hosted the German Motor Show for this year, and the new reveals have been coming thick and fast. Thankfully, we are here to bring you all the latest without having to undergo any quarantine…

Renault Megane E-Tech

We first saw Renault’s new vision of an all-electric family SUV as a concept a few months back, but here it is in full production form.  Utilising the same CMF-EV platform that underpins the Nissan Ariya, the Megane E-Tech brings the choice of two battery sizes (40kWh and 60kWh) and two power outputs (128bhp and 215bhp) to give claimed ranges of 186 miles or 292 miles respectively.  This family-sized SUV/crossover is wading into battle against some serious competition such as the Peugeot e2008, Citroen eC4 and Vauxhall Mokka e, not to mention Volkswagen Group’s MEB platform cars such as the ID.3, ID.4, Skoda Enyaq and Cupra Born.  That being said, since La Regie launched the all-electric Zoe supermini ten years ago, 1 in 5 Renault’s sold in Europe has been battery-powered, so they are a force to be reckoned with.

Built in Northern France at its Douai factory, the car is expected to go on sale in the UK during 2022, and although prices have yet to be confirmed, expect it to start from around £30,000.

Mercedes-Benz

As you’d expect at a German show, the three-pointed star truly rolled out some glitzy metal.  Two concept luxury electric SUVs in the shape of the Concept EQS in Maybach form, the electric version of its rugged (and popular) G-Class, the EQG, the first public of the Mercedes-AMG EQS 53 4Matic+ and the unveiling of the E-Class sized EQE saloon.

The Mercedes-Maybach EQS is designed to show the brand competing against the likeso the Rolls-Royce Cullinan and Benley Bentayga in the ultra-luxury SUV market sector, but with an all-electric powertrain.  Following on from the EQS and EQE saloons, this will be the brand’s third bespoke model and will offer a range of “around 373 miles” according to the company.  Philipp Schiemer, head of Mercedes-Benz’s Top End Vehicle Group and responsible for AMG and Maybach products says that “the Concept EQS represents the transformation of Mercedes-Maybach from a tradition-rich luxury brand into a more progressive electric future.”  This shift away from more traditional piston-engined cars is partly because of its changing customer base who are becoming younger and therefore their definition of luxury is changing.  No details of its powertrain were forthcoming, but it would seem to make sense for the car to utilise the twin motors found on the range-topping Mercedes-AMG EQS 53 4Matic+.  This would allow for a power output of perhaps 650bhp+ and 700lb ft of torque.  Of course, the usual Maybach luxuries are abound with individual rear seats (although a production model may feature a more traditional bench, certainly as an option at least), duotone paintwork and lashings of chrome.

Talking of the EQS, the addition of the range-topping AMG 53 4Matic+ brings the luxury saloon in line with the Porsche Taycan and Audi RS e-tron GT with a power output of up to 751bhp.  The ‘standard’ EQS 53 will have to make do with just 649bhp.  AMG-specific electric motors are to feature more and more as the performance brand gets ready to embrace the electric future of Mercedes, allowing it to remain as hardcore as it always has.  The car is due to go on sale in the UK later this year.

And if that all seems a bit too modern for you, then you could always plump for the EQG, the electric version of Mercedes’s stalwart off-roader.  Much like the other EQ offerings we have seen so far, the EQG is effectively the electric variant of the piston-engined G-Class, a car loved by rappers and ramblers alike.  Underpinned by the same ladder-frame chassis, the car will be a true mud-plugger with four individually controlled motors mounted on each wheel to become an “uncompromising off-roader”.  Although a concept now, a production version isn’t far away.

The debut of the EQE marks the second of the company’s bespoke EV cars, sitting underneath the flagship EQS.  Design-wise it shares a similar silhouette with its ‘one-bow’ cab-forward stance and slippery shape to be aerodynamically efficient, and on the inside, it also shares the larger EQS’s ‘Hypercsreen’ dashboard.  Two models will launch at first, the EQE 350 with a 288bhp motor and an as yet undisclosed second powertrain variant.  The 90kWh battery is expected to give this mid-sized saloon a range of around 339-410 miles on the WLTP cycle.

Volkswagen

VW’s assault on the EV market shows no signs of abating with it choosing Munich to preview its compact ID Life concept.  Utilising an adapted MEB platform, this little urban crossover uses a front-mounted electric motor that produces 231bhp.  Much like previous ID concepts, the Life previews an entry-level model that may wear the ID.2 badge on a production version that is due in 2025.

Elsewhere on the VW stand, the long-awaited re-awakening of the T2 Transporter was previewed in the shape of the ID Buzz.  We’ve seen prototypes under heavy disguise, but here was a relatively production-ready look vehicle that was being used ro showcase autonomous driving software being developed in tandem with self-driving technology specialist Argo AI.

Volkswagen also confirmed there will be a high-performance variant of the ID.3, likely to use the same GTX nomenclature that the larger ID.4 has.  Nothing has been confirmed as far as power output is concerned, however a concept that was previewed on LinkedIn showed that an output of circa 329bhp was likely, and a 0-62mph time of 5.3 seconds is possible.

E-Legend

If the EL1 reminds you of a certain Audi, then its job is well and truly done.  Paying tribute to the mighty Audi quattro S1 rally legend, the EL1 is a carbon-tubbed homage to the mighty forest-bashing weapon.  Three electric motors provide it with a staggering 805bhp that will hit 60mph from rest in just 2.8seconds, and gove a range of around 248 miles from its 90kWh battery.  Just 30 examples are planned with a price of around £914,400 for UK buyers.

Smart

Now jointly owned by Geely and Daimler-Benz, Smart previewed its future with a concept of its forthcoming compact electric SUV.  It heralds an important new era for the now all-electric manufacturer as it tries to move away from what has gone before.  With Geely taking care of the engineering, and Mercedes the design, this is a promising new direction for the beleaguered brand.  Technical details are still under wraps, but on this showing, the future looks bright for the diminutive brand.

Porsche

Unveiling an all-electric sports car with the ‘Mission’ badge in concept form has a wonderful habit of becoming reality in Porsche’s history.  The new Mission R is designed as a racer, and potentially could be the basis for a one-make race series in 2025.  It could also give very strong hints as to how the new electric 718 Cayman could look.  Twin motors are capable of delivering up to 1073bhp in special qualifying mode, with a high-voltage battery of around 80-85kWh that could deliver around 45 minutes of race time.  The 900V technology in the Mission R means a charging rate of up to 340kW is possible, and that means a 5-80% crage in just 15 minutes.  Whilst the exterior and interior are pure race car, just as the Mission E gave us the sublime Taycan, there is hope that the Mission R follows a similar route to production.

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Genesis, the prestige arm of Hyundai (not the 1970’s supergroup) has today unveiled its third product line that it intends on bringing to the UK. After the G80 saloon and GV80 SUV, the GV60 is the company’s second EV after the electrified version of the G80. It should reach Europe in the next year, and be one of three EVs that it is planning on launching, although as yet, a UK on sale date is yet to be confirmed.

Based on the E-GMP platform that underpins the Kia EV6 and Hyundai Ioniq 5, the GV60 is a sharp looking crossover that, according to Genesis, will offer a “totally new experience” in the premium market. Given the flexibility and advanced nature of the platform the car will feature an 800V architecture which will allow up to 350kW ultra-rapid charging and can be powered by both single and dual motors as well as offering a host of different battery sizes.

Design-wise, it’s certainly distinctive, and the interior features the twin screen dashboard layout that has been seen in the Ioniq 5, with a large centre console to house storage and auxiliary controls.

We drove a G80 saloon at a recent event and can confirm the company’s aspirations of competing with the very best Europe has to offer is well founded. Whether it succeeds or not, is yet to be seen, although this looks like a good start.

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Not a week goes by when we aren’t talking about yet another compact crossover or SUV powered by electricity. It’s a burgeoning market, and no self-respecting manufacturer wouldn’t have a presence here (although BMW do seem to be talking their time bringing the iX3 to the UK), and so we have to put them through their paces and help you decide what deserves your vote. And we will.

That being said, it isn’t easy getting press cars at dates that suit us. After all, manufacturers have a wide variety of media outlets to satisfy, and it’s not like they have a never-ending row of these cars just lying about in case anyone should want one. Thankfully we do have them booked in, and soon we will subject them all to a full AutoEV road test review.

However, before then, we were invited to the annual SMMT (Society Motor Manufacturers and Traders) test day at the wonderful Millbrook Proving Ground in Bedfordshire. This is an annual event (although the 2020 event was cancelled for obvious reasons) and allows us media types to wander around those present and try their wares out on the variety of closed circuits within the facility. This is an industry testing site, not open to the public, where cars can be pushed to their limits in many different circumstances. There is a 2 mile continually banked circular track where high-speed runs can be simulated. A stellar test of car and driver, as it is a never-ending corner which isn’t as easy as it sounds. Disorientating on the eyes and punishing on the neck muscles.

A tight ‘city course’ allows you to evaluate how quick a car’s steering reacts with constant lefts and rights and full stops. An ‘off-road’ course that has both easy and difficult sections depending on what the car (or more likely driver) is capable of. A mile straight for acceleration and braking. Belgian pave to brutalise suspension and spine alike. And the wonderfully technical ‘Hill Route’ which anyone who has watched James Bond chase down Le Chiffre (failing in spectacular fashion and writing off his Aston Martin DBS in the process) in ‘Casino Royale’ will recognise.

And it is here that I had the opportunity to briefly drive the new offerings from Mercedes-Benz, Audi and Ford, now all asking you to consider their entrants to this market sector. This is not a definitive verdict, but more an initial thought on the cars before we put them through their paces with us over a longer period.

I start with the Mercedes-Benz EQA 250. Much like its larger EQC sibling, this compact electric SUV is derived from a car that would normally have an internal combustion engine powering it, the GLA. It’s clean looking, but ultimately, a little forgettable. Stepping aboard, you are faced with the now familiar Mercedes twin screen dashboard, nicely positioned steering wheel, and a quality that only really trails Audi. Setting off is easily done via the slim transmission lever sprouting from the steering column. The first thing that makes itself known to you, is how everything else doesn’t. In other words, it is superbly quiet.

I decide that the first test of this trio will be two high-speed laps of the bowl, simulating autobahn speeds. The bowl is marked out into 5 lanes, the highest, most steeply banked, is the preserve of three-figure speeds, so I’ll stick to the 4th lane at an indicated 85mph. And again, that refinement is the most glaring attribute. Barely any wind noise, and the road noise is at the very minimum. The driving position is excellent, and the car tracks straight and true.

At the end of the second lap, I peel off and head over to the hill route. It’s a demanding route, the width of a minor A-road/B-road, but, for obvious reasons, one way. At the start of it, there is a climb, but you need to stick to the right hand side to avoid the integrated rumble strips, and then it’s a quick, right, left and right again on a heavily right-cambered corner downhill to a long, double apex left-hander. The rest of the route is punctuated by deeply camboured bends, steep gradients, heavy compressions and blind crests. There’s even a severe crest where you can put some air between the tyres and the road surface.

But not today. Not in an electric compact SUV. The EQA handles the course with aplomb, with meaty steering and good body control. The ride quality is good also, although to be fair, this isn’t a full road test on a variety of surfaces, so I will leave ultimate judgment until I’ve spent more time with all three cars.

I leave the hill route for one last flying lap of the bowl again, and then return to the car to its place outside the Mercedes unit. Over to the Audi.

The Q4 is a handsome beast. The one I have isn’t the sleeker Sportback bodystyle, but the more upright of the two. Immediately, the interior feels familiar. Superb build quality, supportive seats, and good space. Not quite as “techy” as the EQA, but with its own individual merits.

On the bowl, the wind noise is more prominent, especially around the wing mirrors and A-pillars. Road noise is fine, and stability is good, but that rush of air just in front of you likes to be heard.

But it’s the demands of the hill route that show the limitations of the Q4. It doesn’t feel as confident, pushing wide in some bends with more prominent understeer. I arrive at corners having to make too much adjustment to the steering and throttle than I did in the Mercedes. It genuinely feels way out of its depth here, and despite being on my own, you just know that if I had been carrying passengers on a demanding road, they’d soon be asking me to slow down. One more lap of the bowl confirms that the Mercedes is once more the victor between the two Germans when it comes to refinement. Time to saddle-up the Mustang now.

As I said, this isn’t a thorough comparison as the cars I drove were possibly very different in power, battery size and specification, hence there is no talk here of performance and usability. That can wait until we have them with us for a proper evaluation.

Out on the banking, the Mustang falls between the two German stools. Quieter than the Audi, but still trailing the Mercedes. I wonder what the hill route will bring.

And again, it’s the same. Not sharing the same composure that the Mercedes seemed to have in abundance, but certainly more adjustable and lenient than the Audi. I can’t wait to see how they all compare on the road, as the results here are under very extreme circumstances.

I finish with the Mach E and return it. Knowing that the Audi shares a lot of its componentry with the other MEB-platform cars from the Volkswagen Group (the ID.4 and Skoda Enyaq) it’s hard to take in that the Audi is so out of its depth. But then this is, as I said, a place where the public will never use them in this form of test. What it has shown me, however, is that when we do put them through the proper AutoEV road test, each of them will have their own strengths and weaknesses, and not necessarily in the order you’d expect to find them.

Thankfully, we don’t have too long to wait.

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The Polestar 2 is one of our favourite EVs of the last couple of years, and the car we believe that outshines the huge talent of the Tesla Model 3. Yet the company won’t be resting on its laurels any time soon if this, admittedly unexcitingly dubbed, Experimental Polestar 2 is anything to go by.

At first, visually, you struggle to see much difference, until you then spot the revised styling at the front grille and lower splitter. Then your eyes are drawn to the 10mm wider wheel arches that appear to hug those menacing 21-inch alloys a little more, which are wrapped salaciously in 275-section Pirelli P-Zero Rosso’s from the Polestar 1. Controlling them are a set of Ohlins dampers, 3-way adjustable, with the suspension stiffness up by 80% at the front, 40% at the rear. A four-layer carbon fibre strut brace competes the under bonnet visualities and the whole car sits a full 30mm lower to the road, emphasising its menace.

And all of this subtle aggression is backed up by an increase in power to 470bhp, a 67bhp jump over the current range-topper. No performance figures have been released, but it’s a fair guess to say it should be significantly quicker than that car’s current 4.7 seconds 0-62mph sprint. Bringing it all under control at the end comes courtesy of a set of six-piston Akebono brakes, again just like the Polestar 1.

This isn’t a new production variant of the Polestar 2, but merely an exercise as to, if they felt like doing one, how a more performance-focussed version might look. The fact it is making a very public debut at the 2021 Goodwood Festival of Speed shows the seriousness of Polestar’s intent. The fact that they have internally nicknamed it “The Beast” may just be another.

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Ahead of it’s scheduled premiere at the 2021 IAA Mobility in Germany this September, smart has teased us with some design sketches of its forthcoming concept of an all-electric compact SUV.

This signifies the start of a new era for the brand as it is the first car from the new joint venture between Mercedes-Benz AG and Geely Holding, smart Automobile Co., Ltd. Whilst best known for its iconic ForTwo model, the next chapter will see the company become a pure EV, multiple-product portfolio focussed on being ultra-modern, sophisticated and advanced in connectivity solutions.

Showcasing their intent with a compact eSUV proves how serious they are by targeting young families who are looking for sustainable, electric transportation and, much like the original smart car, be of a design that is modern and a bit different to the mainstream. Based on Geely’s modular SEA (Sustainable Experience Architecture) platform will give them the perfect blend of innovative design and cutting-edge technology.

Smart is also redefining the business approach towards more direct customer engagement with a direct-to-customer sales model and transparent pricing structure.

A production model of the new eSUV should follow in 2022.

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Although yet to be launched in the UK, the luxury arm of Hyundai, Genesis, has shown the new Electrified G80 at the Shanghai Motor Show. It is the brand’s first EV.

Visually identical to the standard G80 saloon, the new Electrified G80 offers a twin-motor, four-wheel-drive powertrain akin to its sister brands Hyundai with the Ioniq 5 and Kia with its new EV6. It has an 800V charging system that allows charging speeds of up to 350kW and is said to be capable of more than 311 miles according to China’s NEDC text cycle. The car will also switch between two- and four-wheel-drive as needed for maximum efficiency.

When combined, the twin motors endow the Electrified G80 with 365bhp and 516lb ft of torque.

The interior, again lifted from the standard car, gets a widescreen infotainment system with very minimal switchgear, and premium focus with leather dominating the cabin materials.

The Electrified G80 has yet to be confirmed as part of the brand’s launch in Europe, although more details should be available over the next few months.

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Audi will show their new A6 E-tron Concept alongside the production Q4 E-tron at the Shanghai motor show.

It previews the new Premium Platform Electric (PPE) architecture that the firm has co-developed with Porsche and will reach production in 2023 to supplement the existing combustion-engined A6.

It will be the second Audi to use the platform after the Q6 E-tron SUV that is due in 2022, although Porsche will use it first in the all-new, all-electric Macan which will launch next year.

The A6 E-tron Concept features a 100kWh battery capable of more than 435 miles of range, and a dual motor setup that provides a combined output of 469bhp and 590ib ft torque. The PPE’s structure, however, will provide the basis for both high and low-slung vehicles as the batteries are spread out across the chassis for minimal incursion into the cabin. Some PPE models will be offered with just a single motor on the rear axle which will mean lower costs and greater range. Like the Taycan and E-tron GT, the PPE cars will also come with 800v charging capabilities which will allow for charging speeds up to 270kW.

The design of the A6 E-tron is easily identifiable as an Audi, although the firm says that some elements will be altered prior to production. The size is very close to that of the current A7 Sportback, and the flexibility of the platform will also allow for an estate (Avant) model too.

Although the A6 E-tron will enter production in Inglostadt, Germany, a second factory will be built specifically for the PPE cars in Changchun, China by 2024 as this is Audi’s most important global market.

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Despite having produced millions of hybrids, Toyota have yet to bring a full electric car to market. This will change next year, and today’s unveiling of the bZ4X concept previews that car.

A RAV4-sized SUV, the bZ4X shows a very dramatic styling approach from Toyota with heavy angles, short overhangs, and contrasting black roof and wheel arch trims as well as a new front end that is part of Toyota’s “hammerhead” look that, according to the company, “[generates] a new attitude and road presence”. Instead of a conventional grille, the bZ4X has a narrow black strip that incorporates the sensors for autonomous driving features.

The interior doesn’t escape the future with a yoke-style steering device in place of a conventional wheel, that also features ‘steer-by-wire’ that removes the mechanical link between it and the front axle. Toyota claim that this enhances control whilst minimising the directional influence of rough surfaces and braking. This new steering device is set to make it to production as it means eth driver has less cause to move their hands around the wheel.

The ‘bZ’ element if the name refers to the brand’s “Beyond Zero” electrification programme that will see it launching at least 15 pure electric models between now and 2025, seven of which will use the bZ moniker.

The bZ4X is the first model to use the company’s new e-TNGA architecture that it has been co-developed with Subaru, who themselves will launch a Forester-sized SUV on the same platform.

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