Category: Tests

ECO MOTORS NEWS tested the BYD Seal U Boost DM-i, the Chinese manufacturer’s plug-in hybrid SUV which aims to offer a balance between comfort, technology and range. For three days, we travelled around Paris, its ring roads, motorways and country roads to assess its handling, habitability and real-life everyday use.

An SUV inspired by the sea, but firmly rooted on the road

From the outside, the Seal U stands out with its generous proportions: 4,785 mm long, 1,890 mm wide and 1,668 mm high, with a wheelbase of 2,765 mm, which instantly explains the impression of space on board. The look is massive but not crude; the fluid lines are inspired by the elements of the sea, an aesthetic that BYD claims for the entire Seal family.

This desire to draw inspiration from the sea helps to ensure that this SUV is not a square, angular SUV, but rather a vehicle that lifts its stature, giving the profile a distinct visual identity. The rear end is particularly well executed, with clean, dynamic curves without going overboard. In terms of trim, and therefore colour, I had the opportunity to travel in the Seal U decorated with its Tianqing tint. It fits in perfectly with this visual philosophy: it’s discreet without being banal, it’s eye-catching without becoming flashy.

But obviously, a vehicle of this size can’t be perfect in every respect. On the road, it feels like a real SUV: the size is there, the width is noticeable (especially in town), but the silhouette doesn’t give that heavy impression you’d expect from a 2-tonne vehicle.

On board: light, quality and intelligent restraint

The interior benefits directly from the vehicle’s generous dimensions. Space is comfortable both front and rear, and the Seal U does not betray its family ambitions. The materials are of good quality for its class and price point, with welcome details such as the blue stitching on the door panels and dashboard.

At the rear, the generous wheelbase means there’s plenty of legroom, even if the middle seat is logically a notch down in terms of comfort. Light is a real highlight thanks to the generous sunroof, which floods the cabin with light, reinforcing the impression of space.

What I really appreciated was the ergonomic design, without overloading: the steering wheel and centre console are not covered in unnecessary buttons, and only the most useful shortcuts are present.

An unconvincing boot

In terms of boot space, the BYD Seal U DM-i is a little disappointing given its size. With 425 litres in five-seat configuration, the volume is not very generous for an SUV of almost 4.80 m, especially when compared with some direct competitors that are much more generous.

For everyday use, this is still sufficient, but it is far from a benchmark boot for the segment. However, once the rear seats are folded down, capacity increases significantly to around 1,440 litres, providing real versatility for busy journeys or weekend getaways.

Screen, technology and driving aids

One of the things that impressed me most was the technological interface. The Seal U is equipped with a 15.6-inch touchscreen, which can be oriented horizontally or vertically via a simple control on the steering wheel. It’s a detail that changes the user experience, because in my experience and taste, the vertical position is perfect for navigation and maps, while the horizontal is better suited to applications and media.

Connectivity is comprehensive: Apple CarPlay, Android Auto, voice assistant and easy-to-read digital instrumentation. The whole package gives an impression of coherence, where some SUVs in this segment are sometimes content to pile on options with no real concern for ergonomics.

In terms of driving aids, the Seal U is well equipped, with adaptive cruise control, blind spot detection, sign recognition, pedestrian presence monitoring, lane departure warning and other conventional aids.

While, on the whole, these aids are effective, some systems are less so. Pedestrian detection, although practical on paper, can be a little too cautious, resulting in sudden braking that can be surprising.

Driving and real-life use: DM-i logic comes into its own

On the road, the BYD Seal U DM-i strikes an interesting balance. It’s by no means a sports car, but it also avoids the pitfalls of a heavy, clumsy SUV. DM-i (Dual Mode – Intelligence) technology combines a 1.5-litre combustion engine with an electric motor to produce a combined power output of 218 bhp and around 300 Nm of torque, transmitted to the front wheels – a configuration perfectly in keeping with the vehicle’s size and purpose.

In town, the drive is smooth, fluid and silent, with electric mode naturally taking the upper hand during acceleration and low-speed phases. On fast roads and motorways, the power reserve is sufficient and, above all, well utilised. The transition between electric and internal combustion engine power is almost imperceptible, which is one of the real strengths of the DM-i system: electric power remains the preferred mode for day-to-day driving, while the petrol engine is discreet when the pace quickens, without ever breaking the coherence of the driving experience.

Mode management is simple and intuitive. A button on the central island allows you to switch quickly between EV and HEV mode, without unnecessary complexity. The Seal U is clearly not designed to attack, but it proves to be stable, comfortable and reassuring, with healthy behaviour whatever the conditions.

The only downside in urban environments is that its width of 1.89 m (excluding mirrors) makes itself felt on narrow streets or in heavy traffic. A little vigilance is required, particularly in Paris, but the whole thing is manageable with a minimum of practice.

In terms of range, the DM-i promise is fully borne out in use. In 100% electric mode, the Seal U can cover a distance of around 70 to 80 km, enough to cover most daily journeys without using a drop of petrol. In hybrid configuration, total range can reach up to 1080 km according to the WLTP cycle, which radically changes the approach to long journeys.

The system also recharges via regenerative braking, further improving efficiency in urban use. The logic behind this SUV is clear: you can drive electric every day without compromise, and go on holiday without having to plan compulsory charging stops.

Verdict: versatile, pragmatic and convincing

The BYD Seal U Boost DM-i is not here to revolutionise the SUV segment. It doesn’t have the agility of a sporty SUV or the technological purity of a 100% electric model. What it does achieve, however, is a real balance between comfort, intuitive technology, everyday range and unrestricted practicality.

In short, the Seal U DM-i may not be the one that impresses with spectacular figures, but it’s the one that convinces in real life, and often without hesitation.

For three days, the Mercedes EQV 300 shared our daily lives: city, ring road, motorway and secondary roads. A test in real conditions, made in ECOMOTORSNEWS, to measure the value today of a premium electric van designed for families and practical uses.

A van with presence

At first glance, it’s hard not to be surprised by its distinctive colour and balanced aesthetic. On the one hand, the Kalahari Gold metallic gives it a premium, distinctive and attractive look, without going over the top. On the other, the front of the vehicle has nothing to envy from a Mercedes saloon, thanks to the large grille and the big logo that command respect.

At 5.14 metres long, almost 1.93 metres wide and around 1.90 metres high, the Mercedes EQV has an imposing, assertive stature that clearly sets the tone: this is a real van, designed for space and use.

However, I was less won over by the rear end, which is too upright for my taste and lacks the dynamism to counterbalance its size. But that remains a matter of taste: for many, this format will remain the symbol of what a van should be: presence, space and efficiency.

Inside: a promise of comfort that really delivers

Opening the doors of the EQV is like discovering a well-designed room. The interior space is bright, generous and perfectly adaptable. Our 8-seater version with individual seats gives an immediate impression of versatility. Everyone benefits from a real seat and convincing legroom, even on long journeys. Unlike traditional 6-, 7- or 8-seater vehicles, the German brand’s intention with its van is clear: no ‘extra’ seats. The seats offer comfort and support worthy of a well-designed lounge chair, which is rare in this segment.

And access is pleasant too. With its large sliding doors for access to the rear seats of the vehicle, the installation is practical. In this type of vehicle with lots of seats, getting into the back seats is often an obstacle course. Here, with the EQV, everything is easy: the seats fold out and in with ease.

The Avantgarde finish we tested continues this logic. The beige leather seats, the effective digital display panel, which adds that ever-pleasing ‘high-tech’ touch, and the simple, yet not excessive, ergonomics (quite a few buttons, but well placed and without any real overload) give the cabin a premium feel, almost cocooning without being flashy.

As for the boot, with 610 litres in 8-seater configuration, it’s obviously not insane at first glance. But as soon as the seats are removed (with ease, no less), the capacity explodes. In fact, the manufacturer claims a total capacity of up to 5,000 litres, enough to carry volumes worthy of conventional vans. Another detail that really appealed to me, and that you don’t often see, is the double opening of the boot: either wide open like a traditional tailgate, or just the glass section, which can also be opened to grab a bag or pull out the charging cables quickly and effortlessly.

In town, on the road, on the motorway: smooth, adapted driving

We suspected it, but it’s confirmed: the EQV isn’t designed to flex its muscles. Under the bonnet, the electric motor develops 204 bhp and 362 Nm of torque, a power that allows this beautiful baby to adopt a fluid driving style. And unlike most EVs, acceleration is linear rather than explosive. For the intended use of this type of electric vehicle, it’s a perfect match.

City driving is pleasant and fluid, even if the dimensions require a little delicacy in narrow streets or on Parisian quays. On the other hand, on the road and motorway, the power is appropriate and, by changing modes (4 different modes in all), overtaking is still largely accessible. What’s more, its weight can become an asset: there’s no jiggle, just a quiet suppleness and an appreciable silence, especially when compared with internal combustion versions.

Let’s talk about the weight! Empty, it weighs in at just under 2.8 tonnes. The EQV 300 imposes a serious size on the road, but remains within the limits of a conventional B licence, while offering the capacity needed for long, well-laden journeys. You feel the weight when you change direction abruptly, but the handling is more reassuring than you might imagine, thanks in particular to the centre of gravity lowered by the battery. The turning radius isn’t exactly ideal, but given the dimensions, it’s understandable and not disturbing depending on use. Once again, we’re talking about a real van, not a small city car.

On-board technology: sufficient and well thought-out

Inside, Mercedes has opted for consistency rather than overkill. Facing the driver, there is a large digital panel made up of two 10.25-inch screens, united under a single panel. One is dedicated to the instrumentation, the other to the multimedia system. It’s an easy-to-read unit, well integrated into the dashboard, which adds a real high-tech touch without visually weighing down the cabin.

The MBUX system is of course part of the package. The central screen is touch-sensitive, but above all it can be controlled via a pad located on the centre console, a solution that I find particularly relevant in a vehicle of this size. This pad allows you to navigate through the menus without taking your eyes off the road for too long, where some giant screens can be more distracting than ergonomic.

It’s a far cry from the XXL screens found on some recent electric SUVs, but the interface is fluid, logical and intuitive. Essential information is quickly accessible, navigation is clear and the controls fall naturally to hand. The whole system is designed to accompany the driver, rather than dominate him or her, which is a real strength when driving in dense urban environments or on long motorway journeys.

Range and recharging: figures in line with actual use

For the EQV, Mercedes has announced a WLTP range of around 350 to 360 km for this 300 model, depending on conditions and load, which is a solid base for a vehicle of this size.

In the real world of mixed roads from Paris to the countryside, via the ring road and the main roads, I found that range varied logically according to speed and whether or not the technological equipment was activated.

What’s more, in terms of aerodynamics, the van has a drag coefficient of around 0.32, a figure that is consistent for this type of vehicle, but logically penalises it at high speeds. This translates into higher fuel consumption on the motorway, a factor to be taken into account when planning long journeys.

When it comes to recharging, the EQV can handle 11 kW AC for a full charge in less than 10 hours, and up to 110 kW DC, enabling it to go from 10% to 80% in around 40 minutes. These figures are not spectacular compared with some large electric SUVs, but they are still effective and sufficient for an electric van whose vocation is not excessive performance, but pragmatic use.

Verdict: the EQV is not a revolution, but a real answer

The EQV 300 Avantgarde does not seek to revolutionise the codes of electromobility. On the contrary, it consistently embodies what we expect from a large premium electric van: comfort, modularity, space, quality and a range adapted to real needs.

It’s perfect for large families, regular travellers looking for uncompromising comfort, or professionals who want to combine space and image without giving up the smoothness of electric power. This is not a vehicle for pleasure, but a reliable, well thought-out tool for comfort.

Whether you’re going on a road-trip with the family or a weekend loaded down with luggage and passengers, the EQV has what it takes to make it enjoyable. And on the road, its silence, comfort and flexibility are a reminder that electric power is a real choice.

ECO MOTORS NEWS got behind the wheel of the XPeng G6 Performance, the Chinese manufacturer’s 100% electric SUV coupé, which is clearly targeting European benchmarks… and above all the Tesla Model Y. For two days, we put it through its paces in the Paris region: city, ring road, dual carriageway, motorway and country roads. It was an opportunity to see if this futuristic SUV lived up to its promises in terms of performance, range and on-board comfort.

First impressions: an assertively futuristic SUV

At first glance, the XPeng G6 Performance displays a strong styling bias, and it’s no coincidence that it catches the eye. The front end features a wide horizontal LED strip that stretches across the entire width of the vehicle, giving the whole vehicle a highly futuristic lighting signature.

With its generous dimensions (4,753 mm in length, 1,920 mm in width, 1,650 mm in height and a wheelbase of 2,890 mm), it has a dynamic presence, firmly planted on its wheels despite a kerb weight of around 2,120 kg. All in all, it’s a winner in terms of exterior design: XPeng offers something different from the classic European codes, while retaining a real coherence of style.

A sleek, high-tech interior… with almost no buttons

When you step inside, the futuristic look continues. The G6’s interior is refined and minimalist, with very few physical controls. Almost everything is displayed on two large screens: the 10.2-inch instrument panel behind the steering wheel and the 14.96-inch central screen, both of which are well integrated and easy to read, providing rapid access to all the vehicle’s functions.

When first used, the absence of buttons can be surprising and even frustrating, but once you’ve got to grips with the overall ergonomics of the interface, it more than makes up for this radical choice.

One of the strong points of the cabin is XPeng’s choice of a well thought-out interior lighting signature: the different lighting strips, which can be chosen and adapted to suit the music, contribute greatly to this high-tech, immersive ambience.

In terms of perceived quality, XPeng has clearly opted for the top end of the range, with meticulous materials, reliable assembly, heated, ventilated and massaging seats, and very good quality front and rear seats. You really get the feeling that you’re in a premium electric SUV, with a level of presentation that has nothing to be ashamed of when compared with the benchmarks in the segment.

Life on board: space for all the family

Let’s stay on board the G6, where there’s no shortage of space. Up front, driver and passenger enjoy a comfortable, well-supported seat, with a driving position that’s easy to find despite the cabin’s very digital philosophy.

At the rear, the G6 offers three real seats that can be used on a daily basis: there’s plenty of legroom, the headroom remains decent despite the SUV coupé silhouette, and the bench seat makes it easy to envisage journeys with family or friends.

The boot, meanwhile, is fully in line with this electric family SUV positioning: 571 litres of volume (extendable to 1,374 litres with the seats folded down), more than enough for everyday use as well as for weekend getaways or holidays. Clearly, the XPeng G6 ticks all the essential boxes when it comes to versatility.

Behind the wheel: a truly powerful electric SUV coupé

It’s when you’re on the move that the G6 Performance fully justifies its name. In everyday driving, with Eco or Normal modes selected, acceleration is linear but already very much in evidence. Reacceleration is crisp and progressive, perfectly suited to relaxed driving in town or on the fast lane. You’ll enjoy the silence typical of an electric vehicle, with only the presence of a low-velocity external sound to warn pedestrians. A good idea on paper, but in use this ‘music’ becomes a little intrusive over time, even though several tones are available.

Switching to Sport mode, the G6 Performance clearly changes face: with its maximum power of 350 kW (476 bhp) in AWD mode, torque of 660 Nm and 0-100 km/h time of 4.1 s (top speed 200 km/h), you can feel the instant responsiveness that is typical of EVs. Acceleration becomes downright aggressive, in the good sense of the word: perfect for hard acceleration, high-speed overtaking and fast lane acceleration.

The steering, meanwhile, remains artificial in its feel, and is very fluid in use. In practice, it’s a pleasure to use on a daily basis, even if purists would no doubt have liked a little more feedback.

However, the suspension is not the G6’s strong point: on rough or ‘uneven’ roads, our driving experience revealed a certain firmness. On good road surfaces, however, the ride is taken up a notch, and the G6 offers real driving comfort, especially on long journeys. Finally, in town, the car’s size means you have to remain vigilant, but all the manoeuvring aids and numerous parking ‘gadgets’ mean you can park without any particular stress.

Battery, range and recharging: one of the best in its category

Let’s talk about one of the strong points of this Chinese SUV. It boasts a battery that clearly places it among the best in its segment in terms of efficiency and range. It is fitted with an 87.5 kWh NCM battery (800 V architecture), offering a range of up to 550 km WLTP for an average consumption in mixed use of 18 kWh/100 km, and over the two days of the test, the on-board estimates proved to be consistent with the official figures. On motorways and expressways, average fuel consumption was around 23 kWh/100 km.

Recharging is equally impressive on paper and in practice: up to 280 kW DC (10-80% in ~20 min), very competitive times for the category.

Conclusion: a highly accomplished electric SUV coupé, built for range

After two days behind the wheel of the XPeng G6 Performance, it’s hard not to recognise the seriousness of the proposition. As far as we’re concerned, it ticks almost all the boxes: a bold, futuristic exterior design, a refined, top-of-the-range interior, a generous, family-friendly interior, first-class performance and a range that’s among the best in its category.

It’s not perfect, however: the suspension is a little firm on poor surfaces, the steering has an artificial feel and the low-speed warning music gets tiresome, reminding you that this is a vehicle with a strong character. However, as long as you embrace its very digital world and its radical ergonomic choices, you’re in for a real treat.

ECO MOTORS NEWS had the opportunity to get hands-on with the BYD SEAL 6 DM-i Super-Hybrid, the Chinese manufacturer’s plug-in hybrid saloon that aims to shake up European standards. A vehicle that embodies the new generation of electrification: accessible and with a long range. For two days, we put it to the test in a variety of conditions: local roads, city centres, motorways and expressways.

First impressions: dynamic elegance, Chinese style

At first glance, the SEAL 6 shows its ambitions. At 4.84 metres long and almost 1.88 metres wide, it is positioned in the large saloon segment. What sets it apart from its competitors is its fastback silhouette, which gives it a resolutely dynamic look. Even though it ends in a conventional boot rather than a hatchback, this rearward-sloping line gives the car a sporty character.

True to what BYD calls ‘Ocean Aesthetics’, the design remains modern and uncluttered. At the front, the SEAL 6 is adorned with sharp, double-L-shaped LED headlights that catch the eye and give it the air of a large European sports saloon, which is quite successful. The flowing, taut lines of the bonnet reinforce this impression of dynamism, while the active grille optimises aerodynamics with a drag coefficient of just 0.25 Cx.

At the rear, it’s modern, recognisable and as faithful as ever to the brand’s maritime inspirations, even if personally, we’re still a little divided on the fastback/classic hatchback combination, as a matter of taste.

A detail that could make all the difference to city-dwellers: the 18-inch wheels with their ‘Flying Axe’ design are set slightly lower than the tyres, which have particularly thick sidewalls. It’s a detail we found pleasing, since this configuration favours comfort and protection for the rims when manoeuvring in town.

The boot has a volume of over 490 litres, which is certainly appreciable and generous, but – and there is a but – access is a little narrow. When it comes to stowing bulky items, such as a large suitcase, this quickly becomes a problem. This is due to the fastback design: you gain in aesthetics, but lose a little in practicality. But that’s far from being a problem: everyday needs are largely covered, and weekends away or holidays are still perfectly feasible for a family.

The interior: sleek, digital and efficient

Let’s climb aboard, where the BYD philosophy is immediately apparent: sobriety, minimalism and everything done digitally. The first thing that strikes you when you get behind the wheel is how accessible the controls are. The controls fall quite naturally to hand. Whether it’s starting the car, operating the electric windows (a classic, but one that can sometimes get lost) or opening the panoramic sunroof fitted to our test model, everything is intuitive and logical.

As with most modern vehicles, everything is centralised on a large touchscreen. Here, BYD has fitted a large 15.6-inch screen, compatible with Android Auto and Apple CarPlay, positioned right in the centre of the dashboard. Compared to what’s available on the market, what I found particularly appreciable was being able to navigate the interface at the click of a button, without plunging into complex menus. Our Comfort version is equipped with heated seats that can be adjusted directly from this same panel. It’s ergonomically designed for real-life use, so there’s no need to fiddle around. On the other hand, as part of the ongoing development process, you have to accept the almost total absence of physical buttons: only a few controls remain, notably on the steering wheel.

As far as the quality of materials is concerned, BYD is pretty well off the mark. There are very few hard plastics in the cabin. The seats are made of perforated textile, are ventilated and heated, and also have a memory function. The materials are sober and of a frankly very satisfactory quality, even if you can imagine that you won’t find the level of finish of a German premium saloon or a British SUV; in any case, that’s not the brand’s ambition. A package perfectly suited to the vehicle’s price positioning.

At the rear, for a vehicle almost 5 metres long, there’s plenty of room to spare. And the SEAL 6 delivers. Thanks to a generous wheelbase of 2.79 metres, three real seats are available, with a bench seat of the same quality as up front. Long journeys are no torture. There’s plenty of legroom and decent headroom, so when it comes to transporting children, friends or even belongings, it clearly gets the job done.

Behind the wheel of the BYD SEAL 6 DM-i Super-Hybrid

This 2ᵉ hybrid model from BYD that we tested benefits from Dual Mode Super Hybrid technology, which intelligently combines pure electric propulsion and a combustion engine in series or parallel. The system features a combustion engine developing around 98 bhp, combined with an electric motor delivering up to 212 bhp in Comfort trim, for a combined output of 217 bhp.

In pure electric mode, it’s silent and smooth when you ramp up the power – exactly what you’d expect from city driving in a hybrid. It also handles well for its size. The range in 100% electric mode can reach up to 140 km WLTP thanks to the 19 kWh battery, which more than covers the daily needs of most motorists.

But as soon as you apply a little more pressure to the accelerator, the vehicle reveals its true character. The SEAL 6 DM-i has the punch of an electric car, with very strong instantaneous power. Personally, I really enjoyed driving the SEAL 6. BYD has clearly aimed for the best of both worlds: the range and versatility of the combustion engine combined with the power, smoothness, silence and environmental credentials of electric motors. The system intelligently manages the transition between modes, and most of the time you don’t even feel when the combustion engine takes over.

Driving the SEAL 6 on fast roads is just as enjoyable. It’s well anchored to the ground, thanks in particular to its high weight (over 1.7 tonnes), and its 2.79-metre wheelbase gives it reassuring stability, even at high speeds. Handling is firm and confident. Dynamic handling is well-balanced, and the steering is sufficiently precise, even if it can sometimes lack a little sparkle in tight sequences.

In terms of fuel consumption, the hybrid system is extremely efficient. The combined range can reach around 1,350 kilometres WLTP, with a claimed fuel consumption of around 1.5 to 1.7 L/100 km in the combined cycle. In reality, in a variety of driving conditions (city, road, motorway), fuel consumption remains very low, well below what an equivalent internal combustion vehicle would achieve: another point for the hybrid.

Conclusion: the affordable hybrid that keeps its promises

It’s hard to remain unmoved after this test drive. The BYD SEAL 6 DM-i Super-Hybrid brilliantly combines efficiency, range, versatility and a formidable price tag. With an entry-level price of under €40,000, it is clearly aimed at customers looking for efficiency and rationality, without sacrificing driving pleasure or comfort. It’s not perfect, but its qualities far outweigh its faults. It was a very pleasant test drive: we enjoyed ourselves, and driving pleasure is ‘almost’ the most important thing.

Admittedly, the interior materials don’t rival those of a Mercedes E-Class, BMW 5 Series or Audi A6. But for the price on offer, the value for money is undeniable. BYD is true to its ambitions: to be the market leader by focusing on technology, range and price.

ECO MOTORS NEWS notes

ECO MOTORS NEWS had the opportunity to get hands-on with the Range Rover Velar P400e, the British manufacturer’s plug-in hybrid SUV. It’s a vehicle that embodies the brand’s DNA, while embracing the energy transition. For four days, from Thursday to Monday, we had plenty of time to put it through its paces in a wide variety of conditions.

The appointment is made at the Argenteuil agency, where our steed awaits us. Dressed in its Chawton Grey livery, this Range Rover Velar P400e in Dynamic HSE finish is ready to devour the kilometres we’ve set aside for it: local roads, city centre, Paris inner city, the legendary Paris ring road, departmental roads, motorways and expressways. A complete tour to put this British behemoth through its paces in every situation.

First impressions: modern British elegance

At first glance, the Velar stands out from its Range Rover cousins with a slightly more fluid silhouette. At 4.80 metres long and almost 2 metres wide (including 2.15 m rear-view mirrors), it remains imposing, as Range Rover is obliged to do. What makes it unique, however, is the more dynamic appearance it achieves thanks to its sloping rear profile, a departure from the flat roofline and the iconic, almost rectangular profile of the Range Rover Sport and Evoque. From the outside, the design remains true to the brand’s DNA: charisma, visual power and that immediately obvious impression of luxury. This is a vehicle that makes a statement without being ostentatious, that asserts its status while retaining a certain elegance.

The front lights have been updated compared with previous versions. Tapered LEDs and a more modern daytime running light signature have been added, maintaining the original image of the Velar: elegant and refined. The rear lights have also been updated, forming a continuous band of light that emphasises the vehicle’s width and reinforces its premium character. These are welcome changes that modernise the vehicle, but do not detract from it.

At the rear, what you’d expect from a vehicle of this size is a large boot. It has a volume of 673 litres and conceals a 17.1 kWh battery, which is still very generous for a plug-in hybrid of this size. There’s plenty of space for everyday luggage and family weekends.

As for the interior, it perfectly reflects the philosophy of the JLR Group: luxury, yes, but not flashy. There’s leather on the dashboard, perfectly assembled materials and impeccable finishes. The ergonomics are classic, even refined, with a well-positioned 11.4-inch central screen that incorporates all the main functions. The build quality is consistent with the group’s objective of positioning all its vehicles in the luxury segment. With the Velar, there’s no mistaking the fact that we’re offered a really beautifully crafted cabin.

At the rear, three spacious and comfortable real seats, with the same level of finish, comfortably accommodate passengers. We’re talking about ‘real seats’ here, because legroom is generous, thanks in particular to a wheelbase of 2.87 metres.

At the wheel of the Range Rover Velar P400e

One thing is clear from the very first few kilometres: you quickly feel at ease. The visual sensation of accessibility to the controls is immediately confirmed, it’s well thought out, well laid out, and from the very first pedal strokes, the car exudes an immediate smoothness. The Velar P400e combines the advantages of combustion and electric power, and you can feel it. In pure electric mode, the car is silent, smooth as it revs up, almost subdued. Perfect for urban journeys or for enjoying a zen drive on a country lane. But as soon as you apply a little more pressure to the accelerator, the 300bhp 2.0-litre combustion engine takes over, backing up the 143bhp electric motor to deliver a combined output of 404bhp and a colossal 640Nm of torque.

The acceleration is firm and present, and even if there is a slight lag time – which is when the vehicle’s 2.3 tonnes become noticeable – the response is immediate and powerful. The 0 to 100 km/h time of 5.4 seconds is impressive for an SUV of this size. On the motorway, you can feel at ease: the combination of smoothness and power makes it a very pleasant road companion. Despite its weight, roadholding remains at a decent level, even on small, winding roads. You feel confident and protected from road imperfections. You feel like you’re in a big car, and that’s particularly pleasant.

But not everything is ideal. In town, the Velar has some inherent limitations. With a turning circle of almost 12 metres and a substantial width, manoeuvring in town centres or cramped car parks requires a great deal of anticipation. This is clearly not its ideal playground, even if the equipment does help.

In terms of fuel consumption, the hybrid system is efficient: in town and at low speeds, it’s the electrics that take over, allowing you to drive without using a drop of petrol for the 62-63 km of electric range (WLTP). As soon as the engine revs up or the battery is drained, the internal combustion engine takes over.

In mixed use (motorway + dual carriageway), actual consumption was around 6 to 7 L/100 km, which is still reasonable for a 404 bhp SUV of this size. This is much higher than the 2.2-2.6 L/100 km announced by JLR in WLTP, but consistent with varied daily use where the battery does not always need to be fully recharged. In terms of total range (electric + internal combustion), the Velar P400e claims up to 684 km, according to Land Rover’s press release.

No-frills connected luxury

When it comes to equipment, the striking thing is the sobriety of the technology. No unnecessary gadgets, but ultra-efficient connectivity. As mentioned earlier, the touch-screen manages the essentials, and the 3D camera system with its all-round view of the surrounding environment is particularly useful for manoeuvring a vehicle of this size in an urban environment. According to JLR, 80% of the most frequently used actions can be performed with just two taps from the home screen. The absence of physical buttons (except for those on the steering wheel) reinforces the ‘all digital’ design, but some people may miss the pure tactile feel (particularly for functions such as quick climate control adjustment).

The heated and massaging seats, combined with the natural comfort of the cushions, offer optimum comfort on long journeys, a formality for a ‘luxury’ vehicle. The audio system, while not the most striking feature, does the job properly.

Conclusion: British-style hybrid luxury

It’s hard to hand back the keys after four days of testing. The Range Rover Velar P400e brilliantly combines comfort, power, versatility and prestige. It is a vehicle that is clearly aimed at CSP+ customers in search of refinement, performance and an impeccable level of finish. The JLR group has succeeded in its challenge: to create a vehicle positioned in the luxury segment, with quality materials, a design unique to the brand and an interior that is refined but of superior quality.

Admittedly, the Range Rover Velar’s price tag of between €80,000 and €100,000, depending on equipment, may give pause for thought. But when you look at the prices of the competition (BMW X5 hybrid, Mercedes GLE hybrid, Audi Q7 e-tron, Porsche Cayenne E-Hybrid), this price does not seem excessive. The performance is there, the plug-in hybrid technology adds real value to everyday life, and the driving pleasure is undeniable.

The Velar P400e is a real success for anyone looking for a premium SUV, or even a ‘luxury’ SUV as the manufacturer wishes, capable of combining British luxury and performance. It’s not perfect, but its qualities far outweigh its faults. It’s a very pleasant vehicle, and a real pleasure to drive. It’s clear that British luxury still has a bright future ahead of it…

ECO MOTORS NEWS scores for the Range Rover Velar P400e

ECO MOTORS NEWS had the opportunity to try out two models from the brand’s new electric era: the Can-Am Origin 2025 and the Can-Am Pulse 2025. At the end of two comprehensive tests, find out more about the different features of these two-wheelers.

The Can-Am brand was born in the 1970s under the Bombardier banner, with motorbikes and off-road vehicles designed for competition. It established itself as a major player in enduro racing before losing ground to Japanese manufacturers.

It was from the 2000s onwards that the brand experienced a rebound. It continued to expand its catalogue, from traditional off-road two-wheelers to side-by-side bikes and three-wheelers designed for the road. Now Can-Am has turned its attention to electric two-wheelers. But it will be a while before we see them on the roads of France. So we decided to test not one, but two Can-Am models aimed at specific urban and suburban uses: the Origin, designed for versatility, and the Pulse, more focused on city use.

This is our chance to draw up a comparison based on what we feel at the wheel of these top-of-the-range electric machines, which have swapped Canada for the cobbles of Paris, the ring road and the main roads near the capital.

Can-Am Origin 2025

The first bike I tried out was the Origin, the electric trail model with a distinctive look. And from the very first moment, I quickly understood why Can-Am presents it as a versatile bike, suitable for the road but also, and above all, for off-road riding. Spiked wheels, a rugged silhouette, a dirt bike look… it has all the hallmarks of an enduro bike and celebrates the glorious years of the brand from across the Atlantic, hence the name ‘Origin’.

Once I was settled in, the curved seat, which follows the shape of the frame, gave me a high and comfortable position, albeit a little narrow and firm for me. What you want with a bike of this size (2.2 metres long and 0.86 metres wide) is to be agile and easy to handle. And on this point, the manufacturer scores a point thanks to the positioning of the battery, integrated into the chassis. This lightened the overall weight of the car and improved its agility, enabling me to weave my way between cars with ease in the city and on the Paris ring road (which was very busy at the time).

In the same test environment, I still felt rather vulnerable to other road users, especially when I was driving between lanes, as the loaned model was not fitted with crash bars (although it was possible to include them). What also disappointed and bothered me was the absence of hazard warning lights… When driving between lanes and in a warning situation, this is annoying.

After the city and the Paris ring road, I took to the motorway. True to motorised electric vehicles, this Can-Am picks up speed immediately, and I had no trouble getting into the car. At 110 km/h, it remains stable, but protection against the wind is limited at this speed, as the windscreen fitted as standard on my bike was not large enough and did not protect me sufficiently.

In terms of powertrains, the test model is powered by the 35 kW (47 hp) ROTAX E-POWER engine, which delivers lively, almost too direct and brutal acceleration, with a 0 to 100 km/h time of 4.3 seconds. One of the most pleasing features, symbolic of electric vehicles, is the regenerative braking, which is particularly successful on this model. There’s also a nod to reverse gear, which is efficient and practical for parking in town. As for the range, it is claimed to be 145 km in town and 115 km in mixed use, values that are true to reality in the light of my test drive.

Vehicle information is displayed on a 10-inch touchscreen. Compatible with Apple CarPlay, its interface is clear and intuitive, the controls responsive and the ergonomics well thought out. This motorbike has a sober yet modern design and is made from quality materials. Personally, I wasn’t particularly impressed by its aesthetics. The design will appeal above all to those who prefer functionality to originality, because what it does, it does well.

Can-Am Pulse 2025

The second bike I took in my hands was the Pulse, and there was a change of scenery. Lower but more compact, it clearly adopts the codes of the urban roadster. Its design is more aggressive, and it blends more easily into the cityscape than its Origin sibling. From the first few metres, I could feel that the riding position was different: sportier, more compact, but also more welcoming, especially on longer journeys. The seat is well thought out, even if it’s still firm and too narrow for my liking.

In town, the Pulse is a pleasure to drive. What struck me once again was the liveliness of the electric motor. Handling is good, but it doesn’t perform as well as its companion, no doubt due to the different driving position. On paper, this model is faster than the Origin; in fact, the Pulse is faster, even though it’s equipped with the same 35 kW (47 hp) motor, with a 0 to 100 km/h time of 3.8 seconds, a difference made possible by its weight: 177 kg compared with 187 kg for the Origin!

On the ring road, overall, the Pulse offers the same driving quality but also the same shortcomings… Less agile than the Origin but still responsive, the Pulse remains at ease in tight spaces. This time round, I was less bothered by the absence of crash bars, probably because of the different driving position, but I’m not kidding myself: safety isn’t optimal. Acceleration is still too brutal for my liking, and there’s no middle ground, which can make the car difficult to handle when starting from a standstill. And like the Origin, there’s no possibility of activating the hazard warning lights (a real brake in my opinion). However, like the Origin, the regenerative brake is present, but it’s less linear than on the Origin. It takes a little getting used to, but it’s still effective and enjoyable. For this version of the Canadian brand, the advertised range is 160 km in town and 130 km in mixed use, and on my test drive, these figures seem consistent.

I had the same impression on the motorway: immediate acceleration, pleasant and adapted to the speed, but it was very windy if I wasn’t in a fully reclined driving position. The absence of a windscreen (which is understandable given the design) is still palpable.

The 10.25-inch touchscreen is the same as on the Origin: clear, responsive, Apple CarPlay compatible and well integrated into the cockpit. The interface is more streamlined, in keeping with the spirit of the Pulse: simple, straightforward, with no frills.

From an aesthetic point of view, it plays the sober urban card. No flashy details, just a coherent, modern design that will appeal to those looking for a discreet but well-built motorbike. Personally, I find it a little lacking in visual character, despite the little touches of flashy yellow, but it makes up for it in efficiency.

In brief

At the end of these tests, it’s hard not to applaud the change of direction taken by Can-Am. With the Origin and Pulse, the Canadian brand is making a serious and credible entry into the electric two-wheeler market. The Origin seduces with its versatility and its electric trail temperament, capable of tackling the city as well as the open road, while the Pulse assumes a more urban positioning, compact and practical.

While not everything is perfect, particularly in terms of safety equipment and comfort, Can-Am is demonstrating that its historic expertise in powerful, robust vehicles can be successfully transposed to the world of zero-emission vehicles. However, the price of these models remains high, which may put off some potential buyers: the Origin starts at €13,799, while the Pulse starts at €12,999, prices that clearly position them in the premium segment.

After the electric version of the R5, this year’s bestseller in 2025, Renault is bringing back another classic: the 4L. Another iconic car from the French brand, it has also been given an electric version, and ECO MOTORS NEWS had the chance to test it. Discover the Renault 4.

Boulogne-Billancourt, Paris region. Under a blazing sun, the ECO MOTORS NEWS team had an appointment with an icon: the 4L. But not the one your uncle keeps in his barn, or the one your father learned to drive on—no, this is the 2025 model, 100% electric. The Renault 4 E-Tech, just like the R5 a few months earlier, is part of the brand’s strategy to bring back its most iconic models in electric form.

Ours is two-tone, in terracotta brown and black, equipped with the most powerful engine in the range: 52 kWh, promising 410 km of range and 150 horsepower. And, in true ECO MOTORS NEWS fashion, we decided to “test its limits”: city centre driving, tight shopping centre parking, moderately congested main roads, rush-hour ring roads, major interchanges, and also, to let it breathe a little, a trip to the Bois de Boulogne.

This Renault 4 E-Tech positions itself as a compact sedan / small SUV / large adventurous city car; in short, it’s unclassifiable. Just like its illustrious predecessor. So, let’s see if it can live up to the versatility it promises!

Neo-retro and electric rustic

Without going overboard, the Renault 4 E-Tech retains many visual cues from the 4L: vertical grille, bulging bonnet, pronounced wheel arches, high ground clearance, small quarter windows, and oval rear lights. The result is appealing, striking a balance between a clear homage and a design anchored in 2025, measuring just over 4.10 metres. The connection to the original 4L doesn’t stop at the exterior design.

Inside, the driving position, although adjustable, retains a certain rustic feel, with a high seat and relatively upright backrest, evoking the spirit of the time. The slightly raised knees reinforce this sensation. The fabric seats with contrasting stitching and the gear lever behind the steering wheel, just like the 1960s 4L, also echo the original model.

Visibility is generally good, although the rounded bonnet can initially make the car seem longer than it really is. After a few hours, one quickly adapts. Overall ergonomics are well thought out, with a spacious cabin and a generous boot for the category. Special mention goes to the steering wheel, particularly pleasant to hold, offering responsive and precise steering. The car responds quickly to inputs, which is one of its major strengths.

Versatility and… dynamism!

Behind the wheel, this 52 kWh version impressed us immediately with its driving pleasure. Acceleration is sharp, torque delivery instant—classic, but always enjoyable in an electric car—and braking is effective. The “One Pedal” mode is perfectly tuned: intuitive, easy to modulate, and especially pleasant in city traffic.

Its handling is surprisingly good. Despite a soft chassis and equally soft suspension, the Renault 4 Electric remains agile. Its substantial weight (over 1.5 tonnes empty) is barely noticeable behind the wheel. In the city, it excels thanks to manoeuvrability and a tight turning radius (10.8 m, slightly less than its main competitor, the Opel Mokka), while on winding roads, it offers sensations close to those of a small GTI! Perhaps we’re exaggerating slightly, but it’s a genuine surprise, making driving enjoyable and more dynamic than expected.

Equipment highlights

As mentioned earlier, the gear lever, while adding personality to the cabin, lacks responsiveness and requires an adaptation period. The volume controls above the central screen are also a bit “old school”—a charming retro nod, but not quite in line with modern expectations, especially at this price point. The reversing camera disappoints with its definition, reminiscent of standards from a decade ago.

Finally, the range indicator proved imperfect during the test. While the percentage display remains reliable, the kilometre reading sometimes lacks precision. During our trial under tough conditions (full boot, three passengers, scorching heat, air conditioning at maximum, frequent manoeuvres), the on-board computer showed a notable discrepancy: after 100 km, the battery dropped from 100% to 62%—consistent—but the remaining range in kilometres fell from 410 to 218 km, a nearly 50% loss, hard to explain.

But there are positives. The steering wheel not only offers excellent ergonomics but also houses all key controls: regenerative braking, One Pedal, driving modes (including a customisable one), etc. The digital dashboard is high quality, as is the central screen. Renault has partnered with Google and integrated AI developed with ChatGPT, while also allowing Apple CarPlay connectivity.

Heated steering wheel and seats are a major plus, especially in winter, as they reduce the need for heating and therefore preserve range. The “cockpit” layout, with a line of buttons below the screen, makes everything easy to access, intuitive, and practical. The sound system, with nine Harman Kardon speakers, is very pleasant. Overall, the equipment is up-to-date, and the finishings are excellent.

Popular in spirit, less in price

The question remains whether this electric R4 is truly a “popular car.” By popular, we mean a car that “speaks” to everyone. That was the case with the 4L, but also with the R5, Clio, Scénic, and Twingo from Renault, Peugeot 106, 205, 206, Citroën BX, DS, Xsara, or Volkswagen Golf. The list is not exhaustive, but it gives an idea. To enter this category, several criteria must be met: spirit, price, and longevity.

In terms of spirit, the Renault 4 E-Tech retains the 4L’s DNA: a simple, practical car designed for family use and daily driving. Its comfort, versatility, and driving pleasure make it unclassifiable—between a small SUV and a large compact sedan, versatile and highly convincing. During our test, many passersby turned their heads, showing that the 2025 R4 sparks curiosity. Some even stopped to chat with the team about their personal memories with the 4L and how this 2025 version brought them back to those times.

Regarding price, it starts at €29,990 for the 40 kWh version and €37,490 for the 52 kWh version we tested. This makes it somewhat less accessible than its predecessor. But that is also the cost of French production in Maubeuge and a level of finish bordering on premium.

Finally, longevity is still to be seen. Only time will tell if the Renault 4 E-Tech becomes as iconic as its ancestor. From ECO MOTORS NEWS’ perspective, we are rather optimistic!

ECO MOTORS NEWS notes on the Renault 4

Range	3,5/5
Comfort	4/5
Driving pleasure	5/5
Technology	3,5/5
Versatility	4/5

• Model Tested: Renault 4 E-Tech 52 kWh
• Range: 410 km (WLTP)
• Fuel consumption: Between 14.7 kWh/100km and 15.6 kWh/100km
• 0 to 100 km/h: 8.5 s
• Top speed: 150 km/h
• Boot capacity: 420 litres
• Price: €37,490

ECO MOTORS NEWS took the three Polestar models – soberly named 2, 3 and 4 – for a triple test drive to find out who they are designed for and what they are used for.

Polestar is a Swedish brand, spearheading the Volvo Group’s premium electric range. In 2020, it will hit the market with its first production model, the Polestar 2. But it would be a long time before it arrived in France, because of a legal imbroglio with a famous French brand that thought the Polestar logo looked too much like the chevrons. So it was in June 2025 that the firm from the cold finally put down its wheels in France. But a lot has happened in 5 years! Since the release of the Polestar 2, models 3 and 4 have appeared in the catalogue, and they too are available here. The story was too good for ECO MOTORS NEWS to pass up, so we decided to test not one but all three Polestar models! This is an opportunity to draw up a comparison based on our feelings and sensations behind the wheel of these top-of-the-range electric nuggets which, for the time of our test, swapped the Arctic Circle for the cobbles of Paris, the ring road and the woods that dot the inner suburbs. It’s worth noting that the models we tested are all equipped with the Performance Pack and the Long range Dual motor, the most premium configuration.

Polestar 2, the urban car that’s out of the ordinary

The brand’s inaugural production model, Polestar had the onerous task of conveying the brand’s philosophy from the outset: comfort, safety, premium quality and driving pleasure. And it does just that, with 476bhp and 740Nm of torque, more than enough to get you out of tricky situations in town – when you’re coming out of a roundabout or in the wrong lane – and of course on the motorway. Because even if this is not its basic mission, we have no doubt that this Polestar 2 will have no trouble swallowing up the kilometres, with a claimed range of 568 km that is not so far off the reality of our test, despite several greedy accelerations and decelerations.

Even so, the target audience is urban: city dwellers who want a ‘small’ saloon – 4.6 metres long – for their daily commute, but with enough room to take the family away for the weekend. Once again, the promise is kept. There’s plenty of room in the front and rear seats, as well as in the boot, which boasts 407 litres with the seats up and 1,097 litres with the seats down. The cabin is uncluttered, and the 11-inch vertical screen is big enough to manage everything without a problem, but blends in well enough not to get in the way. It lets you adjust almost everything in the vehicle, offering several options at a time. For our part, we really liked being able to tighten up the feel of the steering wheel or select a less lively ‘One Pedal’ mode.

The centre pillar, which is rather bulky, may please those who appreciate the ‘cocoon’ aspect for the driver, but we found that it made us a little less comfortable. In fact, that was one of the downsides of our test drive: the upholstery is a little stiff and you can feel it after several hours’ driving. Finally, the turning circle of 11.5 m, while not ridiculous, can sometimes be a little tight for a city car. All this is compensated for by the ‘slow speed’ mode which, particularly during manoeuvres, proves very useful in limiting unintentional excessive acceleration when starting off (available on all Polestar models).

In brief:

As the entry-level model in Polestar’s range (starting at €46,900), the Polestar 2 inevitably suffers a little in comparison with the other models in the catalogue. But if we look at its competitors in the city saloon market, it offers one of the best value for money. Above all, the 2 is practical, ultra-customisable, a real pleasure to drive and slips along quite nicely between boulevards and main roads.

Technical data (model tested) :

• Transmission: all-wheel drive (Dual Motor)

• Power: 350 kW / 476 bhp
• Torque: 740 Nm
• 0-100 km/h: 4.2 s
• Maximum speed: 205 km/h
• Towing capacity: up to 1,500 kg
• Battery: 400 V lithium-ion, 82 kWh capacity
• WLTP range: 568 km
• Fast charge up to 205 kW: 10% – 80% in 28 min
• Length: 4,606 mm
• Width including mirrors: 1,985 mm
• Height: 1,473 mm
• Wheelbase: 2,735 mm
• Wheels : Performance 20″ wheels
• Price: €63,300

Polestar 3, the (very) top-of-the-range SUV

Spoiler alert: this is our favourite model. It’s also the most expensive. It’s only a short step from saying that we at ECO MOTORS NEWS have expensive tastes. And one step is all it took for us to fall under the spell of this sleek SUV. Even before we put our foot down, we loved the elegant design, with its razor-sharp lines and voluptuous curves. The killer detail? The spoiler on the bonnet, “for aerodynamics”, we’re told by Polestar. Aerodynamic or show-off, it doesn’t matter, it’s very pretty and that’s good enough for us.

Let’s get behind the wheel. For once, we’ll start with the drawbacks. Or rather, the downside, in the singular: range. We’re told that the SUV has a WLTP range of 563 km, and after just one hour’s city driving, a bit of national highway driving and some acceleration to see what it’s made of, the SUV had already lost more than 5% of its battery. Admittedly, this would give us a range of between 480 and 500 km, so not too far off the advertised figure, but on the motorway, it could drop even further…

So much for the negative. Now for the positive: everything else. Inside, as on other models from the brand, everything is adjustable and customisable from the central screen. The bonus here is a Bowers & Wilkins audio system – of the highest order – and dozens of options for personalising your experience. By choosing studio mode, it was as if Johnny Cash was in the car with us. Amazing. And if he was really in the back seat, he would certainly have pointed out that he had plenty of legroom! In terms of comfort, it’s 10/10, particularly the quality of the seats, the ergonomics, and the lower, less imposing centre column, which opens up the cabin a little.

It feels much lighter than its 2.6 tonnes, and its large dimensions – almost 5 metres long and more than 2 metres wide, including the rear-view mirrors – are not noticeable when you’re driving, apart from the advantages of the interior space.

In brief:

It’s the most expensive, but it’s not the most powerful, nor the most compact, nor the one with the longest range. So why is it our favourite? For its versatility, for one thing, its comfort, its driving pleasure – without exaggerating, I felt more rested after driving it – and a more than adequate power output of 517 bhp and 910 Nm of torque. In short, it does everything (very) well. Special mention must go to the Bowers & Wilkins audio system, which is a real favourite. The ideal family SUV?

Technical data (model tested) :

• Transmission: all-wheel drive
• Power: 380 kW / 517 bhp
• Torque: 910 Nm
• 0-100 km/h: 4.7 s
• Maximum speed: 210 km/h
• Towing capacity: up to 2,200 kg
• Battery: 400 V lithium-ion, 111 kWh capacity
• WLTP range: 563 km
• Fast charge up to 205 kW: 10% – 80% in 30 min
• Length: 4,900 mm
• Width including mirrors: 2,120 mm
• Height: 1,614 mm
• Wheelbase: 2,985 mm
• Wheels: 22″ Performance
• Price: €91,800 inc.

Polestar 4, the powerful sports coupé

The 4 is the latest addition to the Polestar catalogue, while we wait for the Polestar 5. According to the brand, it’s a large SUV coupé, but visually it looks more like a family saloon. It’s a family car because, at 2.14 m wide and 4.84 m long, it’s a handsome baby with plenty of room in the back, despite a plunging roof that can shave the heads of even the tallest passengers. Above all, it’s the most powerful of the three models at our disposal, putting out 544bhp. And that’s what we liked best about our test drive: standing up from a standing start. In sport mode, you take off, you soar, and a 0-100 kph time of less than four seconds really puts butterflies in your stomach.

The exterior design is classic, very Volvo in spirit: sleek, elegant, simple and effective. That is, until you go round the corner and find yourself ‘up the arse’ of the car. No rear window! Instead, there’s a camera that sends the image back to the screen that serves as the rear-view mirror. It’s a bit confusing at first, but you get used to it, and then you love it.

The screens are another strong point of the Polestar 4. The central 15.4-inch screen is horizontal and imposing, but doesn’t interfere with driving or concentration. The screen on the dashboard blends in perfectly with the cockpit, and the head-up display is superbly legible. Comfort is high, as are the premium materials, many of which are recycled – a welcome nod to the environment.

The pleasant surprise is the 11.64 m turning circle. That may sound like a lot, but it’s a lot less than the 12.13 m of the Tesla Model Y 2025, for example, and it means you won’t have the drops on your forehead when entering a car park. Add to that a battery of 360° cameras and driving aids (also present on other models, but particularly practical on this beautiful beast that is the Polestar 4), and you’d almost forget its XXL dimensions.

And we say ‘almost’, because in reality, 2.13 m wide is a lot. And that’s one of our downsides, as it inevitably reduces practicality a little. Another negative point is visibility. Nothing dangerous, but the structure of the car takes up a lot of space, particularly to the left of the driver, forcing him or her to do a bit of gymnastics in certain situations.

In brief:

The Polestar 4 is the missing link between the Polestar 2 city saloon and the Polestar 3 family SUV. With a little of both worlds, this SUV coupé/large saloon will appeal to fans of power, comfort and technology. But it will also appeal to consumers who want to stand out from the crowd by owning a car that is one of a kind and, let’s not forget, without a rear window!

Technical data (model tested) :

• Transmission: all-wheel drive
• Power: 400 kW / 544 bhp
• Torque: 686 Nm
• 0-100 km/h: 3.8 s
• Maximum speed: 200 km/h
• Towing capacity: up to 2,000 kg
• Battery: 400 V lithium-ion, capacity 100 kWh (110 cells)
• WLTP range: 590 km
• Rapid recharge up to 200 kW: 10% – 80% in 30 min
• Length: 4,840 mm
• Width including mirrors: 2,139 mm
• Height: 1,534 mm
• Wheelbase: 2,999 mm
• Wheels: 22″ Performance
• Price: €79,300 inc.

ECO MOTORS NEWS had the opportunity to get hands-on with the Tesla Model Y 2025. This electric SUV has managed to sell more than 3.5 million units since its launch in 2020, and was even the best-selling vehicle of all energy sources in 2023 and 2024. In other words, the American manufacturer has high hopes for this restyling.

We’ve arranged to meet at the Tesla Center in Saint-Ouen, where our ride of the day is waiting for us. Dressed all in black, our Tesla Model Y 2025 is ready to devour the kilometres of the route we’ve planned for it today: a bit of town, a bit of the ring road, the main road, the secondary road and the motorway, to put it through its paces in as many conditions as possible.

First impressions

At first glance, the change is obvious. The design of the Model Y has been extensively revised for this new version, with more than half the parts reworked to improve aerodynamics (and consequently range). The front lights, inspired by the Cybertruck, add a real touch of modernity, while the rear lights feature a wide, diffused strip of light to great effect. This restyling, which is much more contemporary, finally erases the slightly dated lines of the 2020 version.

At the rear, the boot still impresses with its capacity. The rear seats can be folded down at the touch of a button, and it is now possible to raise them in the same way. This is a real plus in terms of practicality. The panoramic roof, which remains true to form, is an undeniable asset in terms of light and the feeling of space on board.

Finally, and this was often a criticism of Tesla, the finish is impeccable: Alcantara, aluminium, ‘vegan’ leather – it’s quality, well-worked and up to the standard you’d expect from a top-of-the-range car.

Behind the wheel of the Tesla Model Y 2025

In terms of driving, Tesla has taken another step forward. Comfort has been improved, thanks in particular to much more advanced soundproofing. The chassis has adopted the changes made to that of the latest Model 3, making it a little more supple. Although it’s still a little too ‘grounded’ for lovers of automotive animality, it does the job well for an SUV that manages, despite its two tonnes, to offer some response in bends and a less heavy feel than other vehicles of the same size. The suspension has been reworked and, although in standard mode you can feel the cobbles a little at low speeds, you only need to accelerate a little to free yourself from the roughness of the road. It’s quite impressive! The steering is supple and precise, and very pleasant when you choose the ‘supple’ mode.

Acceleration remains true to Tesla’s reputation: crisp, immediate, with no lag time. Braking is excellent, particularly with the ‘one pedal’ mode, which allows you to slow down effectively simply by releasing the accelerator. The only downside of our experience is a turning circle of over 12 metres, combined with a width of 2 metres, which means you have to anticipate manoeuvres, especially in dense urban areas.

But on all other types of road – crowded ring roads, potholed highways or open motorways – the 2025 Model Y performs brilliantly. The range is in line with what’s displayed on the screen, and you even recover a little energy by braking. The journey planner, as practical as ever, anticipates any necessary stops at superchargers, which is a great relief for the driver.

Anecdote: during our stop at the Supercharger, many other Tesla drivers came up to us to ask questions about this new model, confirming the ‘wow’ effect felt when we picked up the car.

Finally, still on the subject of comfort, the seats are now not only heated, but also ventilated, a real plus, and there are still two screens on board, at the front and rear, to manage all the vehicle’s settings.

Conclusion

The experience was so convincing that it was hard to hand back the keys – or rather the card – after this test drive. Comfort, versatility, reliable range, responsive driving and even the price of recharging (€16 to go from 40% to 98%) make the Tesla Model Y 2025 a truly complete vehicle. The restyling is a real success, bringing this SUV up to date with the times.

In short, it’s a banger. Tesla is striking hard to face up to increasingly serious competition from Europe, but especially from China. The Model Y 2025, unquestionably one of the best value-for-money cars on the market, has all the weapons it needs to continue its domination and, why not, top the list of the best-selling cars in the world for the third year running. The arrival of rear-wheel drive versions at even lower prices (from €44,990) could well help it achieve this objective.

For our part, we can already see ourselves inflating Tesla’s signature mattress (yes, yes) with the cigarette lighter built into the boot, and falling asleep peacefully in the huge trunk under the stars thanks to the panoramic roof, at a perfectly stabilised temperature, thanks to… the Camping mode! There’s no end to the options available on this new Model Y…

ECO MOTORS NEWS notes on the Tesla Model Y 2025

• Tried and tested model: Model Y Grande Autonomie All-Wheel Drive
• Range: 586 km (WLTP) with 19-inch wheels / 568 km (WLTP) with 20-inch wheels
• Fuel consumption: 14.8 kWh/100 km for 19 inch / 15.3 kWh/100 km for 20 inch
• 0 to 100 km/ h: 4.8 s
• Maximum speed: 201 km/h
• Maximum supercharging power: 250 kW
• Boot volume: 2138 litres
• Price: €52,990