Tag Archives: vehicles

News

Cupra Pushes for EU Tariff Relief on Chinese-Built Tavascan

By the time Cupra decided to build the all-electric Tavascan in China, it looked like a straightforward business case. Europe didn’t have the spare factory capacity, the numbers worked, and tariffs weren’t even a talking point. Fast-forward to today, and the coupe-SUV has become a rolling test case for how flexible—or stubborn—the European Union plans to be as Chinese-built EVs flood the continent.

Now, there’s a hint of a thaw.

Cupra’s Chinese-assembled Tavascan is at the center of a growing political and industrial debate over the EU’s punitive import duties. Currently, the car is hit with a 20.7 percent “countervailing duty” on top of the standard 10 percent tariff, a surcharge designed to counter alleged state subsidies for Chinese EV manufacturing. But pressure is building for an exemption—or at least a compromise—and not just from within the Volkswagen Group.

At the official opening of Cupra’s new battery plant in Barcelona, Catalonia’s president Salvador Illa I Roca publicly urged Brussels to rethink the levy. Calling the tariff “unfair” and damaging to “strategic investments,” Illa signaled that both regional and Spanish governments are ready to work toward its removal. The message was clear: this isn’t just about one car—it’s about Europe’s broader industrial future.

Behind the scenes, Cupra has been lobbying hard. The proposal on the table reportedly involves an annual import quota and a minimum import price, conditions that would allow the brand to avoid the additional 20.7 percent surcharge without opening the floodgates to cheap imports. According to Seat-Cupra CEO Markus Haupt, talks with EU officials are progressing well. A decision could arrive within a month or two.

Don’t expect a sudden price slash if the deal goes through. Cupra chose not to pass the tariff hit on to customers when it was introduced, absorbing the cost instead. In Spain, the Tavascan starts at €44,010; in the UK, it opens at £47,350, where only the standard 10 percent duty applies. Any tariff relief would mainly boost Cupra’s margins rather than transform the showroom sticker.

As a product, the Tavascan makes a solid case for itself regardless of politics. The rear-wheel-drive V1 version packs a 77-kWh battery, delivers up to 337 miles of range, and sends 282 horsepower to the rear axle. The result is a 0–62 mph time of 6.8 seconds—respectable pace for a style-led electric SUV that leans more toward design flair than outright performance.

But the real significance of a tariff relaxation goes far beyond Cupra.

A long list of European brands build EVs in China and ship them back west: Volvo, Polestar, Lotus, Dacia, and MINI among them. Each case would have to be assessed individually by the EU, especially where Chinese ownership or joint ventures complicate the picture. That’s where things get messy.

MINI, for example, could be a bellwether for the UK. BMW has already paused plans to build the electric MINI hatch at Plant Oxford, opting instead to produce the Electric and Aceman models in China through Spotlight Automotive, a 50:50 joint venture with Great Wall Motors. Like the Tavascan, these cars are subject to the additional 20.7 percent duty. If MINI were to secure similar tariff relief, it could improve margins on Chinese imports—but possibly at the cost of continued delays to UK production.

Other brands have taken more drastic action. Geely-owned Volvo shifted EX30 production to Ghent, Belgium, specifically to dodge tariffs. Dacia plans to move assembly of the next-generation Spring EV from Wuhan to Slovenia by 2026. It’s a costly workaround, but one that guarantees certainty in an unpredictable regulatory climate.

Cupra doesn’t have that option. Volkswagen Group says Europe simply couldn’t accommodate Tavascan production, pushing the model into a joint venture with JAC Motors in China, where it’s also sold domestically as the ID.UNYX. And moving production back now? That’s off the table.

“We already invested the money there,” Haupt explains. “Reinvesting in the same product is probably not the best solution.” For Cupra, negotiating with Brussels isn’t just preferable—it’s the only viable path forward.

If the EU does soften its stance, the Tavascan could become the precedent that reshapes how Europe treats its own brands building cars in China. If it doesn’t, expect more production shifts, more factory reshuffles, and more strategic gymnastics as automakers try to stay one step ahead of tariffs that can turn a profitable EV into a financial headache overnight.

Either way, the Tavascan’s most important role may not be on the road—but at the negotiating table.

Source: Cupra

News

The £0.03 Question: Britain’s Pay-Per-Mile EV Tax Is Coming—and It Changes the Math

For years, electric cars have enjoyed a near-mythical status in the cost-of-ownership conversation. Cheap to run, cheap to tax, and—if you played the charging game right—almost smugly inexpensive per mile. That advantage is about to shrink.

From April 2028, the UK government plans to introduce a pay-per-mile road tax for electrified vehicles, officially known as eVED (Electric Vehicle Excise Duty). In simple terms, it means EV and plug-in hybrid drivers will start paying for how far they drive, not just what they drive. In practice, it could add £200–£300 a year to the cost of running an electric car—and that’s before standard road tax is factored in.

This isn’t just a new line item on a spreadsheet. It’s a philosophical shift in how EVs are taxed, and one that arrives at a delicate moment in Britain’s electric transition.

How It Works (At Least on Paper)

Under current proposals, fully electric cars will be charged three pence per mile, while plug-in hybrids will pay one and a half pence per mile. Both rates will rise annually in line with inflation. The charge sits on top of regular Vehicle Excise Duty, which currently stands at £195 per year and is unlikely to be frozen until 2028.

Mileage won’t be tracked digitally. Instead, odometer readings will be logged annually—via the MoT for cars over three years old, or through accredited mileage checks for newer vehicles. Once a year, drivers will log into the DVLA system, estimate their annual mileage (much like an insurance declaration), and choose whether to pay in one go or spread the cost over 12 months. Drive more than expected? You’ll get a bill. Drive less? A rebate lands back in your account.

Simple, relatively low-tech, and deliberately light on surveillance. The downside is equally simple: you pay for every mile, including those driven outside the UK.

EVs vs ICE: The Numbers Still Favour Electric—For Now

One of the strongest arguments for EVs has always been running costs, and eVED doesn’t completely undo that. But it does blur the lines.

Take a Volkswagen Golf and its electric cousin, the ID.3. Charged at home on an off-peak tariff—around eight pence per kWh—the ID.3 works out at roughly two pence per mile for electricity, plus three pence per mile in tax. That’s still comfortably cheaper than a petrol Golf at roughly 12 pence per mile, or a diesel at around 10 pence.

The picture changes quickly, though. Charge at the energy price cap of 26p per kWh, and the ID.3 climbs to around nine pence per mile all-in, effectively matching the cost of running an ICE Golf. Rely on public rapid charging at up to 90p per kWh, and the electric option becomes decisively more expensive per mile than petrol.

The conclusion is unavoidable: where and how you charge now matters more than ever. The mileage tax doesn’t kill the EV cost advantage, but it makes it fragile.

Why the Government Is Doing This

The motivation isn’t subtle. As fuel duty revenue collapses with the rise of EVs, the Treasury is staring at a growing hole in the public finances. According to the Office for Budget Responsibility, eVED could raise up to £1.4 billion per year by 2029–30.

But there’s a catch. The same OBR estimates that by 2031, around 440,000 fewer EVs will be sold than would otherwise have been the case, as buyers react to higher ownership costs. That’s a remarkable admission: the tax raises money, but actively slows adoption.

Which leads to the central question—is this the right tax at the wrong time?

Industry Pushback—and Consumer Doubt

Reaction has been predictably mixed. A survey of readers found 37 percent consider the charge fair, while 23 percent see it as an unjust penalty on EV drivers. Another 32 percent believe it’s poorly timed and risks stalling momentum just as EVs approach the mainstream.

Industry voices have been sharper. Ford UK described the policy as “a confusing message at a critical moment,” warning that investment in charging and purchase incentives can’t offset the damage of a new usage tax. Charging providers echo that concern, arguing that reduced EV uptake weakens the business case for expanding rapid-charging networks—exactly the infrastructure the transition depends on.

Even organisations broadly supportive of fair road pricing, like the AA, stress the need for safeguards. Rural drivers, carers, and others who depend heavily on their cars could be disproportionately affected by a flat per-mile charge.

A Transition at a Crossroads

The government has attempted some damage control. From April 2026, the Expensive Vehicle Supplement threshold for EVs will rise to £50,000, easing the blow for higher-end electric cars. It helps—but it doesn’t change the broader message.

For the first time, EVs are being treated not as a special case, but as just another way of moving down the road. In one sense, that’s a sign of maturity. In another, it risks undermining the very incentives that helped electric cars gain traction in the first place.

Come 2028, the honeymoon is officially over. Electric cars will still make sense—often financial sense—but no longer by default. Every mile will count, literally. And for a government betting heavily on electrification targets, that may prove to be a risky recalculation.

Source: Auto Express

NEW CARS

2026 Honda Pilot Refresh: Bigger Screens, Quieter Cabin, and Sharper Road Manners Keep Honda’s Three-Row SUV on Top

Honda didn’t reinvent the Pilot for 2026—but it didn’t need to. Instead, the brand focused on the stuff that actually matters to families who live with a three-row SUV every day: better tech, a calmer cabin, sharper steering, and styling tweaks that give the Pilot a bit more attitude. The result is a meaningful refresh that keeps the Pilot firmly in the conversation as one of the benchmarks in the midsize SUV class.

The updated 2026 Pilot is arriving at dealerships now, with pricing starting at $42,195 for the Sport model (before the $1,495 destination charge). As before, the lineup spans six trims—Sport, EX-L, Touring, TrailSport, Elite, and Black Edition—each clearly differentiated by equipment and personality.

Screens Finally Catch Up to the Competition

The most obvious upgrade greets you the moment you climb inside. Every 2026 Pilot now comes standard with a 12.3-inch touchscreen, a massive step up from the outgoing system and one that finally looks at home next to rivals from Hyundai and Kia. It’s paired with a new 10.2-inch digital gauge cluster, and both displays run Honda’s latest software for quicker responses and cleaner graphics.

Wireless Apple CarPlay and Android Auto are now standard across the board, along with Google built-in and available 5G Wi-Fi. Translation: fewer cables, faster connections, and less frustration on school runs and road trips alike. Honda also made a power tailgate standard on all trims—one of those “why wasn’t it already?” features that families will appreciate immediately.

Quieter, Calmer, More Premium Inside

Honda didn’t stop at screens. Engineers went after noise, vibration, and harshness with surprising enthusiasm, adding thicker glass, better insulation, and revised door materials. Honda claims a 2–3 dB reduction in key frequencies, which might sound minor on paper but pays dividends on the highway. Touring and Elite models go a step further with enclosed fender liners to further hush road noise.

Material quality also takes a step up. Touring models now get more upscale upholstery and stitching, while Elite and Black Edition trims introduce diamond-quilted Ultra Suede seat accents that push the Pilot closer to entry-luxury territory. TrailSport buyers aren’t left out either, with an available brown leather interior accented by bold orange stitching and newly standard heated second-row outboard seats.

Subtle Styling Tweaks, Stronger Presence

Outside, the changes are evolutionary but effective. A redesigned front fascia with a larger grille gives the Pilot a more assertive face, while new scuff plates emphasize its rugged intent. Wheel designs are freshened across higher trims, including new Shark Gray 20-inch alloys on Touring and Elite models and Berlina Black wheels for the Black Edition.

Honda also adds a trio of new colors—Solar Silver Metallic, Smoke Blue Pearl, and TrailSport-exclusive Ash Green Metallic—that bring some welcome variety to the Pilot palette. Roof rails are now standard on every trim, further reinforcing the SUV’s adventure-ready image.

Better Steering, Same Strong V-6

Under the skin, Honda focused on refinement rather than reinvention. A retuned electric power steering system delivers more on-center weight and improved feedback, especially noticeable during highway cruising and on winding roads. It’s a subtle upgrade, but one that helps the Pilot feel more composed and confident behind the wheel.

Power still comes from Honda’s naturally aspirated 3.5-liter V-6, producing 285 horsepower and 262 lb-ft of torque, paired with a smooth-shifting 10-speed automatic. All-wheel drive remains optional across most trims and standard on TrailSport, Elite, and Black Edition models. Honda’s torque-vectoring i-VTM4 system continues to be a standout, sending power not just front-to-rear but side-to-side at the rear axle for improved traction and cornering stability.

TrailSport Still Means Business

For buyers who actually plan to leave the pavement, the TrailSport remains one of the more convincing off-road-oriented trims in the segment. It features a raised suspension, steel skid plates, all-terrain tires, and exclusive drive modes that genuinely improve performance in sand and on trails—all without turning the Pilot into a penalty box on the highway.

Safety and American Roots

Every 2026 Pilot comes standard with the Honda Sensing suite of driver-assistance tech, including adaptive cruise control, lane-keeping assist, collision mitigation braking, and road departure mitigation. New for 2026 is a Post-Collision Braking system designed to reduce secondary impacts, while the Touring trim gains a 360-degree camera system previously reserved for the top models.

The Pilot continues to be built in Lincoln, Alabama, reinforcing Honda’s long-standing commitment to U.S. manufacturing. More than 2.5 million Pilots have rolled out of the Alabama plant since 2006, and the model consistently ranks near the top of Cars.com’s American-Made Index.

The 2026 Honda Pilot refresh doesn’t chase trends—it refines strengths. Bigger, better screens, a noticeably quieter cabin, improved steering feel, and thoughtful feature upgrades make an already solid three-row SUV even easier to recommend. In a segment packed with flashy newcomers, Honda’s steady, well-executed evolution might just be the Pilot’s biggest advantage.

Source: Honda