Electric car charging network InstaVolt has cut off-peak rapid charging prices to 55p per kWh for InstaVolt app users – and drivers don’t need a membership to access the cut-price rates.
Between 8pm and 7am, EV drivers will automatically unlock the lower rates. They need to charge via the InstaVolt app, however, rather than swiping their contactless bank card.
Downloading the app is free and InstaVolt says there’ is no subscription, no membership fee and ‘no strings attached’.
The lower overnight rate of 55p per kWh compares to the standard InstaVolt peak rate of 92p per kWh between 7am and 8pm.
At 55p per kWh, a typical 40kW charge for an electric car will cost around £22. That compares to nearly £37 at the daytime 92p per kWh rate.
11 hours of cheap EV charging
“We believe that public charging should be as affordable and accessible as possible,” said InstaVolt CEO Delvin Lane. “Our off-peak rate is a direct expression of that commitment.
“It costs 55p per kWh, for 11 hours a day, available to any driver through our app: no membership, no catch.”
“By storing energy overnight – when non-commodity costs are lower and grid demand is received – InstaVolt is able to buy power more cheaply and pass these savings directly on to consumers,” added Lane.
Go to the Winchester
At the flagship InstaVolt Winchester site, drivers can also benefit from a flat rate of 70p per kWh, available 24 hours a day.
The offer runs throughout the summer. App users will pay 55p per kWh for off-peak charges, or 65p per kWh during the day.
The Winchester InstaVolt Superhub features extensive battery storage. It is run on 100 percent renewable energy and houses a total of 44 160kW charging bays.
Will InstaVolt’s 55p per kWh rapid-charge rate encourage you to use its EV chargers at night? What do you think about public EV charging prices in general? Let us know in the comments.
After several concept cars and teasers, Volkswagen has finally revealed the production ID. Polo electric supermini.
Intended to sit alongside the petrol-powered version of the perennial Polo hatchback, the new ID. Polo introduces Volkswagen’s new EV naming strategy.
Going forward, electric models will simply add an ‘ID.’ prefix to the name of familiar favourites. The aim is to make the VW range easier for customers to understand.
Even without the Polo branding, the new compact EV is unmistakably a junior Volkswagen hatchback, with obvious nods to the seven generations of Polo that have come before it.
Alongside a confident exterior design, Volkswagen has given the ID. Polo an interior that aims to reinforce the brand’s high-quality image. Pleasingly, this includes swapping the much-criticised touchscreen controls for physical buttons.
It should position the ID. Polo as a strong rival for existing small EVs such as the Renault 5 E-Tech and Peugeot e-208.
Classic Volkswagen design
Andreas Mindt, chief designer at Volkswagen, says the ID. Polo embodies the brand’s “new, crystal-clear Pure Positive design language”. Elements of the styling pay tribute to classic Volkswagen models such as the Golf and Beetle.
Following a more modern trend, the front and rear ends can feature illuminated VW badges, depending on the trim level chosen.
Measuring just over 4.0 metres in length, the ID. Polo is slightly shorter than its petrol-powered sibling. However, a front-wheel-drive layout and EV packaging mean it can seat five people inside. Boot capacity is a very useful 441 litres, too.
To suit the ID. Polo’s compact supermini dimensions, Volkswagen will offer two battery options: 37kWh or 52kWh.
The smaller lithium-iron phosphate battery is available with either 116hp or 135hp power outputs. The larger nickel manganese cobalt pack will be paired with a 211hp electric motor.
More than 280 miles of range
Aided by the ID. Polo’s impressive aerodynamics, including a drag coefficient (Cd) of 0.26, the smaller 37kWh battery delivers an official range of up to 204 miles.
Opting for the bigger 52kWh battery sees this extended to 283 miles, meaning the ID. Polo should be more than capable of dealing with everyday life.
The 37kWh battery can handle DC charging speeds of 90kWh, with the 52kWh pack supporting up to 105kWh. Using a suitable device should see a 10-80 percent charge requiring 27 or 24 minutes respectively.
All versions can reach a top speed of 99mph, with 0-62mph times yet to be revealed. For those in search of maximum performance, the forthcoming ID. Polo GTI will deliver 226hp. Expect more details on the new hot hatchback soon.
Electric propulsion should not prevent the regular car driving in a way Polo customers will be familiar with. According to Volkswagen, the ID. Polo will deliver ‘clear and reliable handling characteristics’, with a ‘a balanced blend of comfort and agility’.
Tipping the scales at less than 1,600kg – relatively light for an EV – should help the ID. Polo feel more engaging to drive, too.
A quality interior with real buttons
According to Andreas Mindt, Volkswagen wanted to “create an interior that feels like a friend from the very first encounter”. In particular, this means the very obvious return of “clear physical buttons” that “promote a feeling of stability and confidence”.
The ID. Polo does feature a 13-inch central touchscreen, but a row of switches beneath it can be used to operate the climate control settings, as recently seen in the larger ID.3 Neo.
The haptic pads used on recent Volkswagen steering wheels have also been banished, with physical controls making a return.
There has been a deliberate use of higher quality materials throughout the ID. Polo’s cabin. Drivers can also configure the 10-inch digital instrument display to resemble the dashboard of a classic VW Golf.
German-market sales to start straight away
In entry-level Trend trim, the ID. Polo comes equipped with LED headlights with automatic main beam, a multi-function steering wheel and climate control air-con. Mid-tier Life trim adds adaptive cruise control, front and rear parking sensors, a rear-view camera and wireless smartphone charging.
Topping the range, Style specification brings heated seats and a heated steering wheel, 3D LED tail lights and ambient interior lighting.
Upmarket options will include a 12-speaker Harman Kardon sound system, a panoramic sunroof, and front seats with a massage function.
Volkswagen will begin accepting pre-orders of the ID. Polo almost immediately, with German-market pricing starting at just €24,995 (equivalent to £21,500) for the Trend model.
Full UK prices and specifications will be confirmed by Volkswagen in the near-future.
New research has uncovered substantial public support from UK motorists to reduce the drink-drive limit in England and Wales.
At present, England and Wales have a limit of 80mg per 100ml of blood, or 35mcg per 100ml of breath, which is the joint-highest level in the world.
Scotland opted to lower its drink-drive limit in 2014, reducing this to 50mg per 100ml of blood, or 22mcg per 100ml of breath.
Now, a survey of 2,000 motorists has found that almost nine-in-ten (87 percent) of respondents believe stricter penalties are needed to deter people from driving whilst intoxicated.
Some 78 percent said they would support lowering the current drink-drive limit in England and Wales, leaving just 12 percent believing that the current rules should remain in place.
Support to lower the drink-drive limit
The release of the new research, conducted by personal breathalyser firm AlcoSense, comes ahead of the Government’s Road Safety Strategy consultation deadline of 11 May 2026.
Exactly half of those surveyed (50 percent) said that the drink-drive limit should be slashed as low as 20mg per 100ml of blood, or even down to zero.
In addition, a further 28 percent said they believed the limit in England and Wales should be reduced to match the one used in Scotland.
For those classed as being ‘high-risk’ road users, such as commercial drivers and new motorists, some two-thirds of respondents suggested a 20mg or zero limit.
Importantly, only a small minority believed lower drink-drive limits would impact their social behaviour. Just 13 percent said they thought reducing the limit would make them visit licensed pubs and restaurants less frequently.
The public expects action on drink-driving
More than half (58 percent) of respondents believed lower limits needed to be combined with tougher punishment for offenders.
Three-quarters were in favour of the police being able to suspend a driver’s licence at the roadside if they test over the limit or refuse to provide a sample.
Hunter Abbott, AlcoSense’s managing director and former British Touring Car Championship driver, commented: “People are saying the current system is not tough enough.”
“There is staunch support not only for lowering the alcohol limit, but also for giving police the powers they need to deal with offenders quickly and effectively”.
“With the consultation closing soon, this is a clear signal that the public expects meaningful Government action to improve road safety and prevent avoidable deaths and injuries”, added Abbott.
Would you support a lower drink-drive limit? Let us know in the comments
The ‘Greatest Spectacle in Motorsport’ has another driver confirmed, with Katherine Legge taking her place in the 2026 Indy 500.
An official entry from HMD Motorsports, in partnership with AJ Foyt Racing, will see Legge driving the No.11 Chevrolet-powered Dallara car.
British-born Legge has secured primary sponsorship from E.L.F. Cosmetics for her latest attempt at the epic 500-mile IndyCar race.
Set to be the only female driver in the 2026 event, Legge’s entry comes exactly 50 years after Janet Guthrie became the first woman to attempt qualifying for the Indy 500.
Rather fittingly, Guthrie’s ground-breaking entry into the 1976 race saw her behind the wheel of a backup car supplied by AJ Foyt himself.
Pushing boundaries in motorsport
Legge is one of the most accomplished female racing drivers in global motorsport. She holds the record for being the first woman to win a major open-wheel race in North America, and the first to lead laps in the Champ Car series.
This year marks Legge’s fifth entry into the Indy 500. The 45-year old driver last competed in 2024 with Dale Coyne Racing.
Since then, Legge has tackled the fearsome Pikes Peak International Hill Climb with Acura, along with racing in the NASCAR Sprint Cup and the Xfinity Series.
A key part of securing entry for the Indy 500 was her continued sponsorship from E.L.F. Cosmetics. Legge became the first woman athlete backed by the company, noting that just one percent of sports sponsorship money goes to female competitors.
This year’s Indy 500 will see E.L.F. Cosmetics bring a reimagined garage to the Indianapolis Motor Speedway, including a museum-style showcase of artifacts from Legge’s career. These include her first racing helmet and early karting trophies.
Ready to keep making history
Following the announcement of her Indy 500 entry, Katherine Legge commented: “We worked incredibly hard to be back at this year’s Indianapolis 500, and I don’t take a single moment of it for granted. I’m beyond grateful to E.L.F. Cosmetics for believing that women deserve to take up space in every arena – including this one. Together, we’re proving that when you invest in a woman’s dream, there’s no limit to what she can achieve.
“It honestly feels like Christmas being back at the 500. Every time I return, I gain a deeper appreciation for what it takes – not just to compete here, but to earn the opportunity to be here in the first place. I’m reminded that I’m a small part of this enormously storied event.”
Legge joining the entry list for the 2026 Indy 500 brings the total number of drivers committed to the annual event to 33.
The news follows last week’s announcement that Jacob Abel will make a one-off return to IndyCar with the Abel Motorsports team.
We can answer this question straight away: no, it isn’t actually illegal to run out of fuel on a motorway. However, given the inconvenience, potential cost and real risk of danger, we certainly wouldn’t recommend it.
The Motorways Traffic (England and Wales) Regulations 1982 permit stopping on the hard shoulder ‘by reason of a breakdown or mechanical defect or lack of fuel, oil or water, required for the vehicle’.
The legislation goes on to say that a vehicle should be ‘allowed to remain at rest on that hard shoulder in such a position only that no part of it or of the load carried thereby shall obstruct or be a cause of danger to vehicles using the carriageway’.
Crucially, stopping on the hard shoulder is permitted only if the emergency arose after entering the motorway. So, does that make it illegal to enter a motorway with insufficient fuel? Solicitor Martin Langan says not, but the situation is far from clear:
“The regulations in relation to fuel state simply that stopping on the hard shoulder is permissible if you run out of fuel. There might, however, be a case for saying that where you knew you did not have enough fuel when you entered the motorway, then you are guilty of either driving without due care and attention or driving without reasonable consideration for other road users.
Langan continues: “Certainly, if running out of fuel caused an accident due to your sudden slowing down or stopping on the motorway, you could not rely on running out of fuel as a defence to a charge of careless driving if you knew or ought to have known that you were low on fuel.”
‘The risks are huge’
This is an important point. It means that, while running out of fuel on a motorway isn’t illegal, there could be implications if it risks the safety of you, your passengers and fellow road users.
The fixed penalty for careless driving is £100 with three points on your driver’s licence. For more serious cases, a court can impose a fine of up to £5,000 and disqualification from driving.
A few years ago, a motorist was fined for running out of fuel and stopping on the M1 motorway. A spokesperson for Derbyshire Police said at the time: “Motorways are obviously high-volume, high-speed roads and the risks posed by coming to an avoidable stop are huge. Luckily there were no injuries, but the potential for a serious collision was clear.”
‘Very little sympathy’
Nicholas Lyes, director of policy at IAM RoadSmart, said: “We have very little sympathy for drivers who run out of fuel on the motorway. There is no excuse for entering a motorway with low fuel or if you know something is wrong with your car.
“A breakdown puts you and your passengers at very high risk – many fatal crashes on a motorway involve a stationary vehicle.”
Even if you have sufficient fuel to reach a service, filling up on a motorway will be expensive. Read our guide to finding the cheapest fuel near you and brim your tank beforehand.
What if I run out of fuel on a motorway?
Along with the risk of a fine, running out of fuel on the motorway also means you need to either refuel at the roadside or have your vehicle towed.
AA and RAC patrols carry jerry cans with enough fuel to get you to the nearest petrol station. Some patrol vans also have an on-board EV charger in case your electric car’s battery runs flat.
If you aren’t a member of a breakdown organisation, use one of the orange emergency telephones – located at one-mile intervals along the motorway – and call for recovery. But you can expect to pay a hefty fee for the privilege.
Overall, the message is clear: if you plan to drive on the motorway, be sure to fill up first.
Fraudulent MOT certificates are a growing problem in the UK, with a dramatic increase in the number of so-called ‘ghost MOTs’.
A ghost MOT occurs when an MOT test pass certificate is created without the vehicle it applies to having been tested.
This allows rogue MOT testers to charge for issuing a certificate without actually making an inspection.
Whether done with the owner’s knowledge or not, issuing a ghost MOT now accounts for some 80 percent of all fraudulent test certificates according to the DVSA (Driver and Vehicle Standards Agency).
Research by Halfords found the number of ghost MOT cases recorded by the DVSA has doubled, from 976 to 1,809 during the past 12 months.
Phantom MOT certificates
However, Halfords believes that such numbers barely ‘scratch the surface’ of the ghost MOT problem, in part due to the way that issues are reported to the DVSA.
Identifying rogue MOT testers relies on members of the public raising an appeal about a test certificate, or from analysing data supplied by the DVSA’s own MOT Testing System software.
The latter can potentially identify individual testers with unusually high levels of MOT pass rates. It may also spot inspections being completed unfeasibly quickly, or an unrealistic number of certificates being issued.
Such reporting cannot cover all instances of ghost MOTs, but is able to highlight the most dramatic instances. These include one single tester found to have issued 233 ghost MOTs alone.
Fraud reporting saw the DVSA take action to stop 156 garages and 335 individuals from undertaking MOT testing during the latest 12-month period. In addition, 32 were prosecuted for MOT malpractice between 2024 and 2025.
However, potential collusion between vehicle owners and testers to obtain test certificates without an inspection could mask the problem.
A ‘huge impact’ on road safety
Last year saw the DVSA trial a system that requires testers to photograph a car during the MOT process to prove the vehicle was actually present.
Where there is suspicion of a ghost MOT certificate being issued, ANPR cameras can also be checked to see if a vehicle was in the vicinity of the testing location at the right time.
Andy Turbefield, MOT expert at Halfords said: “Ghost MOTs are a clear example of rogue garages and MOT Testers taking advantage of the system. The only way to be 100 percent sure an MOT has been conducted is to do another one via the DVSA appeal process. This difficulty in spotting if a car has had a ghost MOT means the official figures likely only scratch the surface.
“However, the impact on motorists can be huge in terms of safety. MOTs check key safety components like tyres and brakes. It’s a matter of time until someone is killed. The reality is that we may have already had accidents and deaths as a result of ghost MOTs and we simply don’t know.”
Have you been affected by fraudulent MOT activity? Let us know in the comments below.
Morgan has revealed its most powerful production car to date: the new Supersport 400.
Launched as the new flagship for the British marque’s model range, the Supersport 400 is intended to signal a new era for Morgan.
Along with traditional sports cars, Morgan plans to build a series of bespoke and limited-production vehicles.
Launched last year, the Supersport is Malvern’s answer to mainstream sports cars such as the Porsche 911. This new model arguably pushes the company upwards into supercar territory.
More power and performance
The Morgan’s turbocharged 3.0-litre straight-six BMW engine now develops 402hp and 369lb ft of torque. This 67hp gain over the regular Supersport, combined with a low kerb weight of 1,170kg, results in explosive performance.
Accelerating from 0-62mph takes 3.6 seconds, with a top speed of 180mph. Drive goes to the rear wheels via an eight-speed automatic gearbox. A limited-slip differential is on the options list.
Morgan has equipped the Supersport 400 with its Dynamic Handling Pack as standard, featuring Nitron dampers front and rear. These have been tuned specifically for the 400, with 24 different levels of adjustment. A new high-flow active exhaust system is fitted, too.
Bespoke styling for Supersport 400
Compared to a ‘standard’ Supersport, Morgan has treated the 400 to several bespoke design touches to emphasise its performance.
New vents in the front wings aid airflow and cooling, also giving the Supersport 400 a more purposeful appearance.
A set of 19-inch Sportlite alloy wheels help reduce unsprung mass, and come in a silver finish with Michelin Pilot Sport 5 tyres. Buyers can specify Dark Bronze wheels as an option.
Rather than the satin grey used for the lower bodywork on the Supersport, a gloss finish is chosen for the 400. Morgan says this reinforces ‘the relationship between design and engineering’ on the new car.
Four new satin-effect paint colours have also been created, expanding the already extensive palette on offer. Cars will be tailored to the individual requirements of each customer.
Banish the BMW gear selector!
The interior of Supersport 400 gains the option of an Alcantara finish on the seats and steering wheel, with single- or two-tone colour schemes in combination with the standard leather.
For the first time on a new ‘CX-Generation’ Morgan, customers can specify a bespoke gear selector instead of the standard plastic BMW item. Finished in anodised grey aluminium, Morgan’s own gear lever costs £1,746, and looks far more befitting of a British sports car.
Orders for the Supersport 400 can be placed with Morgan now, with prices starting at £135,558 before you delve into the array of customisation options.
Production of the flagship Morgan will commence in May 2026, with the first deliveries to follow later this year.
The average petrol or diesel company car now rides on 18-inch alloy wheels and tyres – an inch larger than just two years ago.
Electric company cars in the UK have even larger wheels, with the average size growing from 18 to 19 inches since 2023.
The new data from automotive tech firm Epyx reveals the cost of replacing a single EV tyre now exceeds £200.
The average electric car tyre cost £190 in 2023 – now it’s up to £214. Tyres for combustion (ICE) cars are also pricier, rising from £109 to £122.
Britain’s big wheel bias
“There are several ongoing trends here,” explained Tim Meadows, CCO of Epyx’s 1link service network.
“Most cars are getting bigger, SUVs are becoming more popular and larger wheels are preferred for cosmetic reasons.
“However, there’s no real upside for businesses operating cars. Not only do bigger wheels have a direct impact on tyre prices, but also on replacement – larger, wider tyres tend to be more susceptible to punctures and kerb damage.”
This, said Meadows, leaves automotive fleets in a position where they are spending ever more on tyres over time.
Only hybrids buck the trend
Interestingly, it’s only tyre sizes for hybrid cars that have remained stable: at 18 inches since 2023. What’s more, there has been a reduction in average prices for hybrid tyres, from £181 to £166.
“There’s no obvious reason why hybrids should be less susceptible to tyre size growth,” said Meadows, “but it is reasonable to suggest these models are quite often more practical choices than electric cars – which still tend to be larger and more expensive – and petrol cars, which are sometimes bought for their performance.
“What is clear from the platform is that fleets operating hybrids are making savings on tyres.”
What size wheels does your car have? Are they bigger than your previous car – and have you suffered more punctures in recent years? Let us know in the comments.
Volkswagen has revealed its first production full hybrid powertrains, destined for the Golf and T-Roc.
While Volkswagen experimented with hybrids in the 1970s, the company has avoided ‘full’ or ‘self-charging’ hybrid powertrains until now.
Intended to complement the company’s existing mild and plug-in hybrids, the use of a Honda-style hybrid system marks a major milestone for the German company.
Volkswagen’s rationale for introducing full hybrids is the ‘numerous advantages’ they offer when compared to a mild hybrid setup.
In particular, Volkswagen says its new Hybrid-badged models enable ‘a higher proportion of electric driving and thus lower emissions and consumption values, as well as reduced fuel costs’.
A Hybrid version of the Golf hatchback will help it compete with the new Kia K4, which is expected to gain a full hybrid variant later this year.
Efficiency through electrification
When designing its new hybrid powertrain, Volkswagen used a similar setup to the impressive e:HEV system found in the Honda Civic and Prelude models.
This sees a pair of electric motors fitted alongside a turbocharged petrol engine, plus a 1.6kWh battery pack at the rear of the car.
One electric motor is used to drive the front wheels, with a second motor acting as a generator for the battery. The petrol engine can be engaged and disengaged directly from the drivetrain using an electronically controlled clutch.
Volkswagen has given the Hybrid powertrains three different operating modes, with a strong focus on electric driving. At low speeds, only the electric motor is used to drive the Golf or T-Roc, with the petrol engine switched off.
A ‘serial drive’ setting sees the petrol engine active, but working as a generator to produce power for the electric motor – thus maximising battery range.
Finally, ‘parallel drive’ switches the petrol engine to take over driving the front wheels from 37mph upwards. However, the electric motor remains available to give an extra boost when needed.
Hybrid Golf and T-Roc later this year
Drivers of Volkswagen’s Hybrid models can also choose from three different driving modes. An Eco setting limits power output to 70 percent to maximise energy efficiency, and also deactivates the boost function.
Comfort mode provides 100 percent of the available power, along with boost, while engaging Sport mode means full power from both the petrol engine and electric motor can be deployed instantly.
Volkswagen has not yet released full technical specifications for the Golf and T-Roc Hybrids. However, it has said they will slot into the respective model ranges between mild-hybrid and eHybrid plug-in options.
UK prices and specs will be confirmed in due course by Volkswagen, with both the Golf and T-Roc Hybrids expected in showrooms by the end of 2026.
The first examples of the Volvo EX60 electric SUV have left the Torslanda production line in Sweden.
The latest addition to the marque’s growing range of electric SUVs, the EX60 has been subject to unprecedented demand since its announcement earlier this year.
Revealed in January 2026, Swedish Volvo customers had already placed more than 3,000 orders by March. Other European markets, including Germany, also saw a considerable number of pre-orders placed for the premium SUV.
Volvo says reservations have already outpaced the smaller EX30 when it first went on sale in 2023 – despite the new EX60 being more expensive.
Indeed, the company had already announced a need to increase production before the first EX60 left the line.
Volvo’s new electric SUV
Volvo will offer three different powertrains for the five-seat EX60, starting with the P6 and P10 variants due for delivery to UK customers this September.
The entry-level P6, priced from £56,860, comes equipped with an 83kWh battery pack, delivering an official, WLTP-tested range of up to 379.7 miles. Offered in rear-wheel drive, it can accelerate from 0-62mph in 5.9 seconds.
For £59,860, the EX60 P10 comes with all-wheel drive and boasts a larger 95kWh battery that allows up to 410 miles between charging stops.
British customers will have to wait until January 2027 for the flagship £64,860 EX60 P12. Equipped with a sizable 112kWh battery, it delivers an attention-grabbing range of up to 503 miles.
All models feature Volvo’s 800-volt electric architecture. This allows more than 200 miles of EV range to be added in 10 minutes using a 400kW DC charger.
An important car for Volvo and Sweden
Ahead of the EX60 entering production, Volvo invested heavily to modernise its Torslanda plant, which has been responsible for numerous iconic models.
Having spent SEK 10 billion (equivalent to £800 million), the facility now boasts megacasting capabilities and a new battery plant, plus a refreshed paint shop and final assembly hall.
According to Volvo, the EX60 will become one of Sweden’s biggest exports in terms of value, boosting the Gothenburg region’s economy.
“Today is an important milestone for our company and for Sweden as a whole, as we start to build the first EX60 customer cars,” said Hakan Samuelsson, CEO of Volvo Cars.
“We are now focused on a steady ramp-up of high-quality EX60 production, making sure this game-changing car will be a profitable growth-driver in the coming years.”
