NEW CARS

Nissan Revives Its Playful Side with the Pike-Inspired Electric Wave

Nissan is about to dive back into the European city-car pool, and this time it’s bringing a sense of humor—and history—with it. The company’s upcoming electric runabout will be called Wave, a name that feels breezy, friendly, and intentionally un-serious. That’s fitting, because the Wave is shaping up to be Nissan’s most character-driven small car in years, blending modern EV pragmatism with a design playbook lifted straight from the brand’s late-’80s cult classics.

Due next year, the Nissan Wave will be built by Renault alongside the electric Twingo, with which it shares its basic architecture. This is less badge engineering and more personality swap: same bones, different soul. And if Nissan gets it right, the Wave could do for the city-EV segment what the original Pike cars did for Japanese kei-adjacent oddities—make people smile before they even check the spec sheet.

Pike’s Peak Nostalgia

According to Nissan Europe design boss Giovanny Arroba, the Wave will take inspiration from the brand’s legendary Pike cars—a series of retro-styled small vehicles developed by Nissan’s Pike Factory special projects group in the late 1980s and early ’90s. If that sounds niche, it is—but in the best possible way.

Cars like the Be-1, Pao, Figaro, and S-Cargo were based on the first-generation Micra and leaned hard into exaggerated 1950s design cues: exposed hinges, bold door handles, side strakes, and proportions that bordered on cartoonish. They weren’t subtle, and they weren’t meant to be. When the Be-1 debuted at the 1985 Tokyo motor show, demand was so overwhelming that Nissan had to use a lottery system to decide who got to buy one of the 10,000 cars allocated for production.

That kind of enthusiasm is exactly what modern EVs—especially affordable ones—often lack.

Same Platform, Different Vibe

Under the skin, the Wave will ride on a shortened version of Renault’s AmpR Small platform, the same architecture underpinning the new electric Twingo. That means a tidy footprint—expect the Wave to match the Twingo’s 3.79-meter length—and urban-friendly proportions that prioritize maneuverability over macho posturing.

Power comes from a 27.5-kWh lithium-iron-phosphate (LFP) battery, sourced from CATL. LFP chemistry doesn’t win bragging rights for energy density, but it’s cheaper, more durable, and better suited to the stop-and-go life of a city car. Range is expected to land around 163 miles, mirroring the Twingo and landing squarely in the “enough for real life” category.

The payoff is price. Nissan is targeting the same sub-£20,000 sticker as the Twingo, which—these days—counts as aggressively affordable in the EV world.

Retro Without the Red Ink

The clever bit is how Nissan plans to inject Pike-inspired character without blowing the budget. The Twingo already leans into retro cues of its own, referencing the original 1990s model, which gives Nissan a forgiving canvas. Think of it as remixing nostalgia rather than starting from scratch—similar to how Nissan plans to differentiate its upcoming Micra, which is based on the Renault 5.

How far Nissan will push the Pike look remains an open question. Full-on exposed hinges and novelty detailing would be delightful but potentially costly. Still, Nissan will be watching Renault closely. Its alliance partner has found real success mining heritage with the electric Renault 5 and 4, proving that retro isn’t just an aesthetic—it’s a sales strategy.

Fast, Cheap, and (Hopefully) Fun

Beyond design, the Wave benefits from the Twingo program’s ruthless focus on efficiency. Renault claims a development time of just 21 months, aided by a reduced parts count and streamlined production. Nissan gets to piggyback on those gains, which matters because the margins on small cars—especially electric ones—are notoriously thin.

That efficiency also helps explain why Nissan is re-entering a segment it abandoned more than a decade ago. The company hasn’t sold a city car in Europe since it killed off the Indian-built Pixo in 2013. But the landscape has changed. The European Union now offers “super-credits” for small EVs, counting each one as 1.3 vehicles for emissions targets. Suddenly, small electric cars aren’t just charming—they’re strategically valuable.

A Small Car With Big Intent

The Nissan Wave won’t be fast, flashy, or long-legged. It doesn’t need to be. Its job is to make electric mobility feel approachable again—to remind buyers that EVs can be cheerful appliances rather than rolling tech demos. If Nissan successfully channels even a fraction of the Pike cars’ whimsy, the Wave could stand out in a sea of anonymous jellybeans.

In an era where so many new cars feel engineered by spreadsheet, the Wave hints at something refreshingly human. Affordable, efficient, and a little bit weird—in other words, exactly what a great city car should be.

Source: Autocar

NEW CARS

Afeela Confirms Electric SUV for 2028

If there was any doubt that Sony and Honda’s Afeela brand was serious about becoming a full-fledged EV player, that doubt evaporated under the bright lights of CES 2026. Fresh off launching its first production car—the Afeela 1 electric sedan—the joint venture has confirmed its next move: a fully electric SUV slated to hit U.S. roads in 2028.

Revealed as a prototype in Las Vegas, the yet-unnamed SUV is positioned as a direct response to premium electric family haulers like the Lucid Gravity, Rivian R1S, BMW iX, and Volvo EX90. And while it’s technically a new model, think of it less as a clean-sheet design and more as the Afeela 1 sedan… on stilts.

According to Afeela, the SUV “builds on the core concept” of the sedan while adding “greater spatial flexibility and accessibility”—corporate speak for we want more buyers. That makes sense. Sedans may still matter, but SUVs are where the volume (and profit margins) live, especially in the U.S.

Same Look, More Headroom

Design-wise, Afeela didn’t reinvent the wheel. The SUV retains the brand’s minimalist aesthetic: smooth surfacing, clean lines, and those distinctive wraparound light bars that look more consumer electronics than traditional automotive. The fastback-style rear roofline survives the transition to SUV form, giving the vehicle a sleeker profile than most boxy three-row rivals.

Dimensionally, it appears to mirror the sedan closely, likely stretching just under five meters in length with a wheelbase of slightly more than three meters. That puts it squarely in the midsize-to-large luxury EV SUV class—big enough to feel substantial, but not Escalade-big.

Honda Hardware, Sony Software

Under the skin, expect familiar hardware. The SUV is likely to ride on the same Honda-engineered platform as the Afeela 1, complete with a 91-kWh lithium-ion battery. Range should land around 300 miles, with DC fast-charging speeds up to 150 kW. Dual electric motors are expected to deliver a combined 482 horsepower—respectable, if not class-leading, in this segment.

Where Afeela continues to differentiate itself is tech. Honda may handle the engineering and manufacturing—production will again take place in Ohio—but Sony is responsible for the digital experience. That means a heavy emphasis on software, user interface, and sensor-driven systems.

The SUV will feature the same robotics-based posture control system designed to optimize ride comfort, along with Level 2-plus driver assistance. Inside, a highly customizable infotainment system will dominate the cabin, while the exterior retains Afeela’s signature “media bar” on the nose—a programmable light display that signals vehicle status and, presumably, your enthusiasm for futuristic design.

Premium Pricing, Patient Buyers Required

Don’t expect bargains. The Afeela 1 sedan starts at roughly $90,000, and the SUV is expected to push past the $100,000 mark. That pricing places it squarely against high-spec versions of the Lucid Gravity and Rivian R1S—two vehicles that already have a head start in both production and brand recognition.

Timing may be Afeela’s biggest challenge. While the SUV is planned for production in about two years, the sedan has yet to begin customer deliveries in California, with Arizona and Japan following later. Wider global availability, including Europe, isn’t expected before 2030—and there are currently no confirmed plans to sell either model there at all.

Still, the sedan shown at CES was a pre-production car pulled directly from the Ohio assembly line, suggesting Afeela is finally moving from concept-stage ambition to real-world execution.

The SUV, then, isn’t just a new body style—it’s a test of whether Sony and Honda can translate their combined expertise into something buyers actually want to live with. If they get it right, Afeela might become more than just CES spectacle. If not, it risks being another beautifully designed EV that arrived a little too late.

Either way, the electric SUV wars just got another serious contender.

Source: Autocar

News

The New VW T-Roc Starts at £31,620

Volkswagen’s T-Roc has always been the brand’s fashion-forward counterpoint to the sensible Golf—a crossover with sharper cheekbones and a whiff of attitude. For its second generation, the T-Roc doesn’t just sharpen its look; it grows up, stretches out, and quietly takes on a bigger role inside VW’s lineup. When order books open in the UK with prices starting at £31,620, this revamped compact crossover will arrive carrying more than a new design and a tech-heavy interior. According to Volkswagen, it may also be the final brand-new combustion-powered vehicle the company launches.

That’s a lot of weight for a compact crossover that’s already sold more than two million units since debuting in 2017. But here we are.

Bigger, Bolder, Still a Bit Cool

The Mk2 T-Roc rides on familiar Golf-based underpinnings, but it’s now 120 millimeters longer, stretching to 4373 mm overall. That puts it squarely in the crosshairs of rivals like the Toyota C-HR, Mazda CX-30, and Kia Niro. The extra length helps with presence—and, presumably, rear-seat breathing room—while keeping the proportions that made the original T-Roc popular.

Design boss Stefan Wallburg says the goal was to push the T-Roc further away from the Golf’s buttoned-down personality. The new car leans harder into its “lifestyle” brief, with a more rugged, expressive face and VW’s latest design cues. Wraparound light bars front and rear tie it visually to the Passat and Tiguan, while fresh wheel designs—now up to 20 inches—and bolder paint options give buyers more room to flex.

The coupe-like roofline remains, and thankfully, VW didn’t sand off the T-Roc’s edges in the name of aerodynamic efficiency. This one still wants to look like it has hobbies.

Familiar Power, New Tricks Coming

At launch, the T-Roc sticks with what VW knows. The core lineup features 1.5-liter turbocharged four-cylinder mild hybrids making either 114 or 148 horsepower, all paired with a seven-speed dual-clutch automatic. Later in the year, a stronger 2.0-liter mild-hybrid gasoline engine will arrive in a range-topping, all-wheel-drive version.

The big news, though, is what comes next: a full hybrid. This marks Volkswagen’s first proper “self-charging” hybrid setup, broadly similar in concept to Toyota’s well-worn system. A gasoline engine works alongside a small electric motor to cut emissions and boost efficiency, without the need to plug in.

Details are still under wraps, but VW has confirmed two output levels—134 or 168 horsepower—with torque topping out at a healthy 226 lb-ft. A compact battery will live under the rear seat, and while VW isn’t ready to quote an electric-only range, engineers suggest it’ll do more than just creep out of a parking space. Think short, low-speed electric running rather than full EV cosplay.

Notably, the T-Roc won’t offer a plug-in hybrid option, even though it rides on VW Group’s latest MEB Evo architecture. CEO Thomas Schäfer says that’s a strategic choice, not a technical limitation. In other words, if the market demands it, a plug-in T-Roc could happen. Flexibility is the watchword here.

Possibly the End of the Line—for Now

Schäfer has been clear: on current planning, the T-Roc is the last all-new combustion-powered vehicle VW intends to launch. Everything that follows, conditions permitting, will be electric. But he’s also quick to hedge. Regulations evolve. Markets shift. Customers vote with their wallets.

If the demand for combustion—or hybrid—models sticks around longer than expected, VW isn’t ruling out more gas-powered launches. For now, though, the T-Roc stands as a kind of punctuation mark at the end of VW’s internal-combustion chapter.

Inside: Buttons Are Back (Mostly)

Step inside, and the T-Roc mirrors the latest Golf and Tiguan with a thoroughly modern cockpit. A 10.0-inch digital instrument cluster comes standard, joined by a 12.9-inch central touchscreen and an available head-up display. Crucially, Volkswagen has listened to feedback and restored a meaningful number of physical controls.

The highlight is a new multifunction rotary dial on the center console that handles drive modes, audio volume, and interior settings without forcing you into a submenu maze. Wallburg says the focus was on perceived quality and intuitive operation—tight panel gaps, cleaner surfaces, and controls that look like they do what they’re supposed to do.

In other words, less guessing, more driving.

Trims and Takeaway

The Mk2 T-Roc launches with four trims—Base, Life, Style, and R-Line—plus the usual buffet of packages and options. It’s a familiar VW strategy, but one that gives buyers plenty of room to tailor the car from understated daily driver to sporty crossover with a wardrobe budget.

The new T-Roc doesn’t reinvent the compact crossover, and it doesn’t need to. What it does do is sharpen the formula, add meaningful electrification, and quietly mark the end of an era for Volkswagen. If this really is the brand’s last new combustion-powered debut, it’s fitting that it goes out not with a bang, but with a confident, well-rounded reminder of why cars like this still matter.

Source: Autocar

Cars and catalogues