The DVLA (Driver and Vehicle Licensing Agency) has announced a host of new policies aimed at supporting classic cars and their owners.
Taking effect from 26 August 2025, the new rules are designed to protect and preserve the identity of historic vehicles.
It follows an extensive call for evidence, which sought the views of classic car owners, motoring clubs and the historic vehicle sector.
More than 1,350 people responded to the DVLA, ensuring the voice of the classic car industry and enthusiasts was heard loud and clear.
Removing red tape for restomods
The new rules mean that, when like-for-like repairs and restorations are completed, there will no longer be a need to notify the DVLA. This is on the provision that the vehicle’s appearance is unchanged, and that the V5C log book does not need altering.
As a result, undertaking a comprehensive restoration means the car’s registration number will not be suspended. There is also no requirement for a DVLA inspection afterwards.
Vehicles that have undergone significant structural modifications can now keep their original registration number and Vehicle Identification Number (VIN). Owners will still need to notify the DVLA, which will add a modified marker to the V5C.
If a classic car’s identity cannot be clearly verified, the DVLA may still need to issue a new VIN or Q-plate registration number.
Pragmatic support for classics
Following the announcement, Dale Keller, CEO of the Historic and Classic Vehicles Alliance (HCVA), said: “The policy changes by the DVLA encapsulate how industry and government working collaboratively can deliver better outcomes.
“It is testament to the hard work of the HCVA, and others, that the government has listened and acted with pragmatic changes that place the retention of historic identity at the forefront of registration policy, a move that will be welcomed by all historic vehicle specialists, owners and historians.”
“The DVLA should be applauded for its engagement and commitment to deliver new policies that now recognises new technologies, techniques and improved materials”, Keller added.
DVLA chief executive Tim Moss said: “We recognise the time, passion and care that keepers of classic vehicles invest in keeping their cars on the road. That’s why we’ve worked closely with the community to shape these changes.”
Other unique design elements ensure the Edition M Heritage makes a statement when compared to other 8 Series Gran Coupe Models.
Time to relive the 1990s
The choice of exterior colors will be the Edition M Heritage’s biggest talking point. Enthusiasts can choose from Bright Red, Mauritius Blue metallic, Cosmos Black metallic, Oxford Green metallic, and Daytona Violet metallic.
Regardless of the hue selected, the M850i Edition M Heritage comes with an exposed carbon fiber roof, which features exclusive M tri-color accent stripes.
A set of 20-inch two-tone alloy wheels is standard, along with M Sport brakes featuring black-painted calipers. Shadowline black trim replaces any trace of chrome around the M850i Edition M Heritage’s body.
BMW has left the M850i Edition M Heritage mechanically unchanged, with a 4.4-liter twin-turbocharged V-8 that produces 523 horsepower and 553 lb-ft of torque.
Standard xDrive all-wheel drive aids a 0-60 mph time of 3.9 seconds. Top speed is limited to 155 mph.
BMW’s high-speed heritage
Inside, the Heritage M Edition gains M Sport seats finished in BMW Individual Black Merino leather and Alcantara, plus a diamond-shaped upholstery pattern. More Alcantara is used for the headlining and door panels, with a further application of the signature M colors.
Unique matte-finish carbon fiber is found on the center console, with “M850i Edition M Heritage” and “1/500” inscribed into the cup holder cover and door sill plates,
BMW has fully loaded the Heritage M Edition with equipment. This includes a Bowers & Wilkins Diamond surround-sound audio system and the Driving Assistance Professional Package as standard.
In the United States, the M850i Edition M Heritage will cost $130,400 plus destination charges. Production is expected to start in November 2025, and customer deliveries will begin in early 2026.
Toyota bZ4X prices have been cut by a whopping £6,000, meaning the range now starts from £36,995.
Notably, this takes it below the £37,000 Electric Car Grant (ECG) barrier – even though the bZ4X, which is built in Japan, hasn’t yet been accepted into the government grant.
Toyota’s move could indicate it is eager for the electric family SUV to qualify for the grant, which gives a saving of either £1,500 or £3,750.
Cannily, only the entry-level Toyota bZ4X Pure has had a price cut to under £37k – but, if it is accepted, all versions currently on sale will benefit from a saving.
The Toyota bZ4X Motion costs £46,025 and the Vision costs £49,910. All share the same 71.4kWh battery and 204hp front-wheel drive electric motor.
Nissan earlier used the same ‘loophole’ to ensure almost the entire range of Ariya electric SUVs benefit from the £1,500 Level 2 ECG – even though only one of them costs under £37k.
Government rules for the ECG include a sustainability focus on production location, with ‘greener’ countries being prioritised.
The fact Nissan’s Japanese-built Ariya has been included in the ECG indicates the Japanese-built bZ4X is likely to qualify too.
Toyota bZ4X Electrified Savings
Toyota has also introduced a range of ‘Electrified Savings’ across its full range of hybrids, plug-in hybrids and full electric models.
This mirrors Electric Car Grant savings, but notably brings those hybrids and plug-in hybrids into the mix too. The ECG is restricted only to electric cars.
Savings will be available at Toyota dealers until 30 September.
In a further interesting move, the only model to benefit from the full £3,750 Toyota saving is the bZ4X EV. The discount is valid on Pure, Motion and Vision models – which could take the price of the entry-level model down even further, to just £33,245.
As electric cars become more mainstream, so car insurance companies are responding with a greater choice of policies and lower premiums.
The aim is to address concerns among EV early adopters that they were paying more for car insurance than petrol and diesel drivers.
New analysis from Consumer Intelligence shows 11 new car insurance products began quoting for EVs on a major price comparison site last year. This compares to just three or four for petrol, diesel or hybrid vehicles.
Premiums are falling, as the expansion in repair networks means damaged EVs can be fixed more quickly.
A richer set of claims data is also helping. It shows that the risk profile of EV drivers is becoming similar to that of petrol and diesel drivers. Consumer Intelligence says some electric car insurers have cut prices by nearly 20 percent as a result.
Being more competitive is paying off for insurance companies, too. One increased its ‘EV quotability’ (the frequency at which it quotes) by 40 percent. This earned it a 12 percent increase in its share of the top five quote positions.
More confident EV insurance
“As battery electric vehicles become more mainstream, insurers are no longer treating them as niche risks,” said Consumer Intelligence chief executive Ian Hughes. “That’s creating space for more confident, competitive pricing.”
EV premiums do remain relatively high, acknowledges the insights company. While they may be involved in fewer incidents generally, EV claims tend to be more expensive due to the need for specialist repairs and battery complexity.
Interestingly, London – an EV hot spot – remains a particular issue. Prices were higher in the south east of England than the north west due to differences in traffic congestion, car theft and claim rates.
“While electric vehicle sales remain just short of the government’s Zero Emission Vehicle Mandate target of 22 percent,” added Hughes, “the trajectory is unmistakable. The shift is accelerating and insurers are responding.”
You will often see the acronym ‘APR’ used in car advertising. It stands for ‘Annual Percentage Rate’ – in other words, the total cost of borrowing a certain amount of money for 12 months.
The APR includes the interest you will pay on the car finance, along with any fees associated with the borrowing.
Let’s say you borrowed £10,000 over three years to buy a new car. If the APR is five percent, the finance company will calculate this five percent rate in years one, two and three. The lender will then add it onto the amount of money borrowed and split the total into 36 monthly payments.
Although the monthly repayments are fixed, the earlier payments will include more interest but less of the loan balance. Things change towards the end of the finance period, when the repayments include less interest and more of the balance.
The APR rate will vary depending on the type of car you choose, plus any special offers available. In recent times, higher interest rates have made finance less affordable – not only for cars, but also for mortgages and other types of loans.
Representative APRexplained
There’s a big difference between actual APR and representative APR. Both are calculated in the same way, but representative APR means that only 51 percent of the applicants may actually get the rate advertised. Up to 49 percent of borrowers will be offered a different rate of APR, while some people could be rejected altogether.
The rate could potentially be higher than advertised, which means borrowing could be more expensive than the example presented in the advertisement. As explained by Confused.com: ‘the pitfall of this is that many people would assume that the representative APR is what they’d get. Then when the loan is agreed, the rate can shoot up and make paying the loan off more difficult to manage’.
Exact APR – also known as personal APR – means the advertised APR is the rate you will pay when borrowing. If a car is advertised with an exact rate of three percent, that’s the rate you will be offered. So you know the exact amount you have to repay.
Need more help? This quick video from Volkswagen explains representative APR in a nutshell.
Always treat representative rates as a guide only. And ensure you know exactly how much you’ll have to pay each month before you sign the paperwork.
Restomods divide opinion like a famous jar of yeast extract, but clearly they are here to stay. And rightly so in our opinion – these modified classic cars are more exploitable and exciting to drive than almost anything sold new in 2025.
We have driven some truly fabulous restomods, including cars based on iconic Porsche, Land Rover and Ford models. Here are some of our favourites. Our choices are presented in alphabetical order.
Callum Aston Martin Vanquish 25
Ian Callum designed the original Aston Martin Vanquish, so if anyone has the right to create a Vanquish restmod, it’s him. After retiring as Jaguar’s director of design, the Scot established his own consultancy, creating the Vanquish 25. There are 350 modifications, including a 10mm drop in ride height, 60mm wider track, 20-inch alloys and a reworked 6.0-litre V12 engine. The result is 580hp, around 60hp more than a post-2004 Vanquish S, plus a top speed of 200mph.
We said: ‘A lower seating position and smaller steering wheel also enhance the sense of connection. Back at base, listening to the tick of cooling exhausts, I’m feeling a bit more positive about life after 2030. Maybe, when the world forges into an electric future, car enthusiasts can get their kicks in the reimagined past. I’m not sure what Callum is working on next, but if you’re reading this, Ian, a modernised Escort Cosworth would be just brilliant’.
The David Brown Mini eMastered is arguably the perfect car for Londoners (assuming they can afford the £150,000+ price tag). It’s electric, so there’s no need to worry about the ULEZ charge or those acoustic traffic cameras. A range of 110 miles from an 18.8kWh battery is probably enough for most city-dwellers. And the small battery means it weighs just 640kg – about the same as an original Mini.
We said: ‘When you’re not stuck in traffic or chatting to curious tourists, the Mini is also irrepressibly fun to drive. The latest, BMW-built Mini promises “Maximum go-kart feel”, but this is the real deal. Steering response is instant, acceleration feels lively and the battery-boosting regen brakes are strong and progressive. The rising whine of the electric motor is oddly reminiscent of an A-Series engine, too.’
The Paul Bracq-designed W113 SL ‘Pagoda’ was one of the most beautiful cars of the 20th century. Not everyone will approve of Everrati’s electric conversion, but there are few better (or more elegant) ways to travel. The standard SL conversion comes with a 54kWh battery, but Touring spec adds the Helix electric motor used in the Lotus Evija and Aston Martin Valkyrie, plus a 68kWh battery for a range of 200 miles.
We said: ‘Like all such restomods, the Pagoda is fiercely expensive – close to £400,000 before you even factor in the cost of a donor car (which Everrati can source for you). Nonetheless, for the privileged few who can afford it, this is an elegant and rather wonderful way to travel.’
Although we have included the Ford Escort by Boreham Motorworks amongst our favourite restomods, this is technically a brand new car. Each Mk1 is built from scratch, with Ford’s official blessing, using continuation chassis numbers from where the original car left off in 1975.
Boreham Motorworks has more projects planned, but it has started strong with a homage to the hugely successful Alan Mann Racing Escorts of the late 1960s. With 205hp and a kerb weight of just 795kg, the reborn Ford Escort offers a very visceral experience compared to modern sports cars.
We said: ‘Those are the aspects you need to think about; the rest all comes down to feel. Whether it’s drifting around Brands Hatch in the BSCC or sliding through Welsh forests in the Lombard RAC Rally, the Mk1 Escort is celebrated for its ability to go sideways – and finding that balance at the limit of grip is key to driving it quickly. You sense the car pivot around you in corners, making small adjustments to the throttle and steering angle to maintain your angle of attack. It’s immensely satisfying.’
Rather fittingly, Frontline is based in Abingdon, close to the former MG factory, which closed its doors in 1980. The last car out of the door was an MGB, but the LE60 is a very different beast. Powered by a 375hp Rover-derived 4.8-litre V8 engine that is good for 0-62mph in 4.0 seconds, it has a top speed of 170mph.
There are numerous other upgrades, which is to be expected for a car that costs upwards of £211,000 (plus the price of a donor MGB). For those who prefer their restomod with a 1950s look, Frontline has also created the beautiful MGA Factory Edition.
We said: ‘With its pumped-up wheelarches, widened stance and sawn-off tailpipes, the LE60 clearly takes no prisoners: an impression heightened when the 4.8-litre V8 rumbles raucously into life. Surrounded by supple leather in a hand-formed aluminium tub seat (shaped to fit the buyer’s backside), the view ahead says “British sports car” while the soundtrack yells “Detroit muscle”‘.
As its name suggests, the Kamm 912C is based on a four-cylinder Porsche 912, but the car is far removed from the original – built between 1965 and 1969. JPS Aircooled stretches the 1.6-litre engine to 2.0 litres, adding individual DBW throttle bodies, electronic fuel injection and a custom stainless steel exhaust.
The result is 190hp in a car that weighs just 750kg. Other upgrades include a competition clutch, ZF limited-slip differential and AP Racing disc brakes. Kamm offers the 912C in both coupe and open-top Targa forms. It has also introduced a more comfort-orientated 912T, aimed at those who prefer a softer setup.
We said: ‘It really works on British B-roads. Passing SUVs on country lanes is a sensor-squawking, buttock-clenching ordeal in most modern supercars, but the slim-hipped Porsche (nearly 400mm narrower than a Cayman) rarely needs to slow down. Wind off the adaptive dampers and it’s relatively supple as well, holding its line and responding to the smallest inputs through the lovely Momo Prototipo wheel.’
Land Rover Defenders have long been the subject of restomod conversions, but Kingsley Cars has chosen a different focus. Instead of using the utilitarian 4×4 as its base, the Oxfordshire-based firm has enhanced the Range Rover Classic.
Engine options start with a 270hp 4.6-litre Rover V8, and stretch to modern Chevrolet V8s for more burble and go. Kingsley adds a bespoke and modernised interior, tackling the ergonomic issues of the original Range Rover, while also delivering meticulous, hand-crafted build quality.
We said: ‘In a world where a flagship Range Rover SV costs £178,290, and a fully loaded Mercedes G-Class will set you back £208,375, perhaps paying a quarter-mill for a reimagined Rangie seems less outlandish. I’d certainly rather be seen driving one than a brash Bentayga or unsightly Cullinan.’
Unlike many of the restomods on our list, the Mythron Cars reimagined Austin-Healey Sebring Sprite costs less than six figures. Indeed, a price tag of £65,000, including a donor car, means this enhanced British classic delivers plenty of value for money.
With such tiny dimensions, and a kerb weight of less than 600kg, upping the Healey’s output to nearly 120hp makes for performance that is certainly ‘sprightly’. And only 16 examples will be made, guaranteeing exclusivity.
We said: ‘The Healey FRT’s chassis feels alert and excitable – perhaps too much so on pockmarked surfaces, where I suspect the softer FR version would fare better – yet it doesn’t have the tied-down feel of a modern track-focused car. There’s still plenty of scope for playfulness here, encouraged by a short wheelbase and complete lack of electronic driver aids.’
The Theon Design recipe is not dissimilar to the Singer style of restomods. Start with a Porsche 964 Carrera, ‘backdate’ it with retro styling inspired by early RS and ST models, then dial up the performance.
Each car is built to the customer’s specification, with a choice of three naturally aspirated engines: 3.6, 3.8 or 4.0 litres. If that’s not enough, Theon can add forced induction through supercharging or turbocharging, and offers a Targa model for open-air thrills.
We said: ‘Granted, this is still a powerful rear-drive machine with no electronic safety net, so you need to plan and manage your inputs carefully. But that added frisson of excitement, and sense of connection, is a major reason to own a car like this. If you want ultimate fire-and-forget performance, just buy a 992 Turbo S.’
Thornley Kelham has developed a strong reputation for its restomod builds, winning awards with cars like its Lancia Aurelia ‘Outlaw’. Now, the company has turned its focus to the Porsche 911, with the aim of recreating some of the greatest hits from the sports car’s back catalogue.
Unlike many Porsche restomodders, Thornley Kelham uses an older ‘G Series’ 911 as its starting point, making the car lighter from the outset. Lengthened, lightened and lowered, the European RS gains RSR-style bodywork, plus a host of engine options. There is even a 3.6-litre flat-six that revs to 10,000rpm.
We said: ‘Rocketing between bends, the 911’s neutral to tail-led balance feels fantastically exciting. Its steering bubbles over with fulsome feedback, while the manual shift, with its extended lever and artfully exposed linkage, is knuckly and precise. Above all, you sense the car’s lightness and lack of inertia.’
Twisted Automotive has spent a couple of decades seeking to improve the original Land Rover Defender without eroding its charm. One option is the Twisted T110 in either five- or seven-seat guises, complete with a choice of powertrains. These include a Ford-sourced 2.3-litre turbo four, GM 6.2-litre V8 or a fully electric conversion.
The engine is just the start of it, though. Twisted offers an array of upgrades designed to modernise the Defender experience (without simply buying a new one from Land Rover). The company has also given the Suzuki Jimny the restomod treatment, for those who like their modified 4x4s on the smaller side.
We said: ‘With the Defender TVS, Twisted has managed to retain the spirit and character of the original, but with a more-than-healthy dose of extra performance. There’s certainly no more hate from me here.’
UK owners of plug-in hybrid (PHEV) cars are wasting millions of pounds each year by failing to take advantage of cheaper charging.
By paying to recharge their vehicle at full-rate electricity prices, British motorists are collectively spending £70.9 million more than is necessary.
Analysis by charge point manufacturer Andersen EV notes there are now around 865,000 plug-in hybrid vehicles in the UK.
However, some 21 percent of PHEV owners do not have a smart charging device at home, meaning they are missing out on the opportunity to use low-cost, night-time electricity tariffs.
Charge smarter to save money
Of the 181,650 PHEV owners without a smart charger, Andersen EV estimates that almost two thirds (65 percent) should have access to off-street parking.
As a result, these drivers could potentially have a smart charger installed – and therefore be able to use off-peak charging tariffs.
Such tariffs can be as cheap as around £0.07 per kilowatt-hour (kWh), which compares to the average full-rate tariff of £0.25 per kWh.
This means some 118,254 PHEV owners typically spend an extra £599.94 on charging each year, equating to the estimated total of £70.9 million.
Learn from EV owners
According to the latest Society of Motor Manufacturers & Traders (SMMT) data, some 124,528 new PHEVs have been registered in the UK this year.
Owners of these vehicles could potentially make savings of more than £10.2 million over the next 12 months, should they make use of smart charging devices.
David Martell, CEO of Andersen EV, commented: “While growing numbers of battery electric vehicle (BEV) motorists have discovered they can save huge sums of money by having a smart home charging unit, many PHEV drivers have not taken heed of this opportunity and changed their charging behaviours.
“PHEVs have evolved considerably over the past 10 years. From typically having small batteries capable of 15 to 20 miles just a few years ago, today’s PHEVs can have a battery range in excess of 70 miles, with drivers able to run purely on electric for the vast majority of their weekly motoring.”
Comfort, opulence, presence, performance and the latest technology. These are just some of the things we want, no expect, a luxury car to deliver. It should be as good to drive as to be driven in.
The luxury car market is changing, however. Once upon a time, a luxury car meant a four-door saloon with acres of space in the back and the most relaxing experience this side of a long weekend at a luxury spa.
Today, a luxury car is just as likely to be an SUV, from a Range Rover Sport to a Rolls-Royce Cullinan. If you prefer riding high, check out Motoring Research’s guide to the Best Luxury SUVs. We have even included one suggestion here, among the ‘traditional’ luxury cars.
Audi A8
At £85,000, the Audi A8 is one of the ‘cheapest’ cars on our list. Not that many A8s will leave a showroom at that price. Flagship models command a six-figure price tag, and that’s before you start perusing the options list.
You don’t need to splash out on a pricier model, though. Even the entry-level A8 Sport features the kind of equipment and technology that will delight the most demanding of gadget freaks. Petrol and plug-in hybrid powertrains are available, along with a 571hp twin-turbocharged 4.0-litre V8 in the sporty S8. Diesel options are still present on Audi’s price list, but who knows for how long…
We said: ‘The Audi A8 is a deeply impressive machine. It fulfils demands for luxury, space and discreet performance, and now has a statesman-like appearance that at least makes it the equal of its rivals – or a viable alternative to the Bentley Flying Spur. Whether all this will be enough to entice more buyers into the A8 fold, however, remains to be seen.’
Most luxury cars are best enjoyed from the sumptuous surroundings of the back seat. The advantage of the Bentley is that it’s just as great to drive. Whether you choose the Mulliner or the Flying Spur Speed, you may decide to give the chauffeur the weekend off.
If you’re doing the driving, you’ll want the Speed, which is the fastest and most powerful four-door Bentley ever built. Thanks to a twin-turbocharged V8 with plug-in hybrid tech, it serves up 782hp and 737lb ft of torque. The 0-62mph sprint takes 3.5 seconds, with a top speed of 177mph.
We said: ‘It’s voraciously fast and eagerly responsive, yet invariably smooth and unflustered – whether transitioning between power sources or swapping cogs within the eight-speed dual-clutch transmission. Unlike in some cars of this calibre, it’s also fun to change gear yourself using the paddles, revving out the V8 to enjoy its (authentic and unsynthesised) snarl.’
In the battle between the 7 Series and S-Class, the BMW has always been the luxury car of choice for keen drivers. It’s not as comfortable or opulent as the big Mercedes-Benz, but it handles corners like a smaller BMW saloon. It doesn’t come cheap, though, with prices of the most affordable 7 Series – the fully electric i7 – starting from £105,000.
For that, you get a limousine that offers up to 387 miles of range if you choose the xDrive60 version, plus one of the most technology-rich interiors available in 2025. If the 14.9-inch curved front display isn’t enough, rear-seat passengers can be treated to an optional 31.3-inch theatre screen and a Sky Lounge panoramic sunroof. Oh, and both the i7 and regular 7 Series are available in armoured ‘Protection’ guise, if you’re somebody who has made a few enemies.
The 7 Series is a more traditional alternative to the i7, albeit with a thoroughly modern plug-in hybrid powertrain. Even the ‘entry-level’ 750e xDrive will hit 62mph in just 4.8 seconds, while the M760e xDrive manages the sprint in 4.3 seconds.
Amazingly, despite the car’s weight and luxury trimmings, the plug-in hybrid offers up to 55 miles of electric range. If you remember to recharge its battery, that is.
Genesis is the luxury division of Hyundai and it’s been doing a grand job of muscling in on the premium and luxury establishment in South Korea and the US. It’s taking a little longer to grow in the UK, but on the evidence of cars like the G80, Genesis deserves to succeed.
It’s not the Korean brand’s largest luxury saloon – the G90 flagship isn’t available in the UK – but with Bentley-esque styling and a level of quality that’s more than a match for the Germans, the Genesis is worthy of your shortlist. The G80 was previously available with a 2.5-litre petrol engine, but is now electric-only. The headline numbers are 370hp, 0-62mph in 5.1 seconds and a fully charged range of 354 miles.
We said: ‘As a line-in-the-sand car, the Genesis G80 is a good introduction to this new premium brand. It’s got a lot of work ahead, to draw people from their BMWs and Mercedes-Benz – and to cement itself as a successful alternative (Lexus), rather than a pointless failure (Infiniti).’
Short of entering the lofty world of Bentley or Rolls-Royce, no other four-door saloon does luxury quite like the Mercedes-Benz S-Class. For generations, it has been accepted as the ‘best car in the world’ and a shop window for future technology.
The current S-Class is no exception. It’s based on an all-new platform and boasts next-generation infotainment and driver assistance tech. Prices start from around £98,000, with only long-wheelbase versions available new in 2025.
We said: ‘Whether you’re relaxing in the back or at the wheel, the Mercedes-Benz S-Class is one of the most comfortable cars on sale. Few vehicles offer such a delightful blend of quality, sophistication and dazzling technology.’
The days of AMG shoehorning V8 engines into every conceivable Mercedes-Benz product are, sadly, now behind us. But Affalterbach still has a handful of ways to deploy eight-cylinder firepower.
The four-door coupe version of the AMG GT 63 S E Performance combines a hybrid motor with its 4.0-litre twin-turbocharged V8, resulting in a grand total of 843hp. That makes it one of the most powerful AMG cars ever made, yet it still offers a luxurious, leather-lined interior and vast amounts of technology.
We said: ‘On paper, the results are quite something. This elongated ‘four-door coupe’ (to use M-B’s terminology) can blast to 62mph in 2.9 seconds and keep going to 196mph. On the road, the powertrain feels like the best of all worlds: effortless at low speeds, absurdly muscular in the mid-range and furiously intense as the revs rise.’
With a starting price of £89,500, the Porsche Panamera is one of the cheapest options on our list of the best luxury cars. But that’s just the beginning, because the flagship Turbo S E-Hybrid maxes out at around £175,000.
Yes, the Panamera is a hatchback, but this is as luxurious as a Porsche can get – on par with the Cayenne SUV. Some versions are as quick as a 911 Turbo, while others offer enough electric range to tackle the daily commute.
Reviewing the mid-range Panamera GTS, we called it ‘sports car in a saloon car suit’, adding that it ‘strikes a deft balance between luxury and performance’. We added ‘this isn’t a tyre-smoking hooligan’, praising its ‘refinement and sheer breadth of ability that make the Panamera easy to live with’.
Can a car be sporty and luxurious? It can when it’s a Porsche Taycan. Whether you opt for the standard saloon or the more practical (and cooler?) Sport Turismo and Cross Turismo estate models, the Taycan looks great, is brilliant to drive and boasts a beautifully appointed interior.
Choose a rear-wheel-drive Taycan with the now-standard 105kWh Performance Battery Plus and you can look forward to an official 421 miles of range between charges. Yet even the high-performance versions are knocking on the door of 350 miles. For maximum performance, the extreme Taycan Turbo GT delivers more than 1,100hp, and has set multiple lap records across the world.
Of the entry-level Taycan, we said: ‘Zero to 62mph in 4.8 seconds is hot hatch territory in 2025, yet the 435hp Taycan definitely feels faster. Perhaps it’s the – literally – electric throttle response or the smooth way it gathers speed, but my impression was of proper Porsche performance.’
Given how the new car market continues to shift ever more towards SUVs, the iconic Range Rover is likely to be a genuine alternative to many of the long and luxurious saloons listed here.
Pushed even further upmarket, the latest-generation Range Rover is one of the very best luxury SUVs around. Its interior design and quality is more than a match any rival, and it comes with the added ability to venture off-road – should you need to.
We said: ‘How does it drive? Oh, like a Range Rover: impeccably. The serenity and sense of wellbeing is all-encompassing. It’s not uncannily silent, like an electric car, but the background hum of the super-smooth engine merely seems to enhance the experience. A bit like the vibration-free noise of a car in the movies, when they are driving on a green screen.’
The Rolls-Royce Phantom takes luxury to a higher plane – and we’re not just talking about the executive jet that will likely form one of the owner’s stable of transport options.
As before, power is sourced from a 6.75-litre V12 engine, but the difference here is that the oomph is more likely to be enjoyed by the chauffeur. For those who prefer to enjoy driving their Rolls-Royce, the (marginally) smaller Ghost Series II Black Badge delivers tremendous power with greater involvement.
We said: ‘Bury your right brogue in the deep-pile lambswool and the V12 wakes up with a muted snarl, thrusting this 2,685kg leviathan to 62mph in 5.5 seconds. The Phantom is more agile than you might expect, helped by rear-wheel steering that tightens its turning circle in town and aids stability at speed.’
We could have included the Rolls-Royce Ghost as our final luxury car, but with the Phantom taking care of four-door duties, why not slip into something more elegant? Besides, the Spectre is the company’s first electric car, so it represents a vision of the future.
This isn’t your typical impractical coupe; it’s 432mm longer than a Range Rover with ample space for four people. Its 102kWh battery delivers 329 miles of a range, which is arguably the most underwhelming part of the car. In every other respect, the Spectre delivers a fabulous sense of occasion in near-silence.
We said: ‘The Spectre offers the comfort and craftsmanship of a traditional Rolls-Royce, but with electric power. Unlike most coupes, the Spectre can accommodate four adults in comfort, even if you’re sitting behind somebody tall. From behind the wheel, there’s little to suggest this is an EV: just the familiar mix of hand-crafted veneers, tactical analogue controls and slick, BMW-derived infotainment.’
Gordon Murray Automotive brought California’s Monterey Car Week to a standstill with the first of its new bespoke hypercars.
Known as the S1 LM (for Special One Le Mans), the car is a very obvious tribute to the legendary McLaren F1 LM.
Limited to five examples, just like the original McLaren, the road-legal S1 LM also launches the new Gordon Murray Special Vehicles (GMSV) division.
Part of the existing Gordon Murray Automotive (GMA) business, GMSV will focus on one-off builds and heritage-inspired custom commissions.
Return of the Mac
Making its racing debut in 1995, the competition-spec McLaren F1 GTR claimed a dominant victory at that year’s 24 Hours of Le Mans.
To celebrate this success, McLaren created five examples of the F1 LM, in recognition of the five cars that finished the race at Le Mans.
Three decades on, hypercar specialist Lanzante has already launched its own F1 LM homage – the McLaren 750S-based 95-59 – revealed at this year’s Goodwood Festival of Speed.
However, as the designer of the original F1, a celebratory model penned by Professor Gordon Murray himself is arguably the truest tribute.
All that glitters is gold
The S1 LM makes use of the existing Gordon Murray T.50 hypercar as its starting point.
Every carbon fibre body panel is different to the T.50, and designed with aerodynamic efficiency in mind – along with creating a visual link to the McLaren F1 LM.
Notable details include a deep front splitter, roof-mounted air intake, substantial rear diffusers and a huge dual-element rear wing. GMSV has ditched the downforce-generating rear fan found on the T.50, putting all the emphasis on a new aero kit instead.
Removing the fan has also liberated space to expand the naturally aspirated V12. An increase in displacement to 4.3 litres, along with lightweight internals and higher compression ratio, results in more than 700hp. As before, the engine remains capable of revving to more than 12,000rpm.
A bespoke Inconel exhaust system has 18-carat gold-foiled heat shielding. The four tailpipes are mounted centrally as another nod to the F1 LM.
Old-school driving experience
As with the GMA T.50, the S1 LM makes use of a traditional six-speed manual gearbox. The linkage has been improved to deliver ‘short rifle-bolt throws’, helping to ensure an analogue driving experience.
GMSV has given the S1 LM a bespoke suspension setup, with new geometry, unique damper settings and a lowered ride height.
Being based on the GMA T.50 also means that, like the McLaren F1, the S1 LM has a three-seat cabin layout, with the driver positioned in the centre.
The interior combines classic elements from the F1 LM, along with modern digital components. High-end materials add some luxury to this motorsport-inspired special.
All five cars already sold
Following the S1 LM’s debut in Monterey, Professor Gordon Murray said: “I love timeless design. I never want us to join the race to make the most outrageous looking supercar at the expense of balance, beauty and proportion. Look at the result, the car is timeless and beautiful.”
Sadly, all five planned examples of the S1 LM have already been sold to the commissioning client.
GMSV has not disclosed the price tag, but LM-specification examples of the McLaren F1 have sold for more than £14 million at auction. It means even such a bespoke hypercar is likely to be (a little) more affordable than the original.
The first example of the S1 LM should be completed in early 2026. GMSV will then embark on further bespoke car commissions.
The majority of UK drivers are missing out on the chance to use their 4×4 off-road, according to new research.
A survey of 2,000 drivers, conducted for Jeep, has found that more than half (58 percent) were unaware of their rights to drive off the beaten track.
Thousands of miles of unsurfaced ‘green lanes’ exist across the UK, which drivers are able to access.
However, almost three quarters (72 percent) of respondents said they were unaware of what a green lane actually was.
Driving on green lanes
Jeep has therefore started a collaboration with the Green Lane Association (GLASS), along with TreadLightly UK, to help 4×4 owners make the most of the new vehicle.
Some 78 percent of survey respondents said they would not know where the closest green lane to them was.
Now, Jeep dealerships will have access to GLASS mapping software, allowing them to highlight potential routes to be explored. Local GLASS representatives will also be available to offer extra advice.
Almost one-in-five (19 percent) of those questioned said off-road capability was an important factor in a new vehicle purchase. Despite this, 25 percent of respondents admitted that their current car was not at all capable of off-road driving.
Time to explore the world
Along with showing Jeep drivers where to find their nearest green lane, the new collaboration also aims to boost knowledge about driving off-road. Only nine percent of drivers surveyed said they would feel confident in heading off tarmac.
As a result, Jeep dealerships will also offer off-road test drives to potential customers, allowing them to experience directly what their new 4×4 could be capable of.
Kristian Cholmondeley, managing director of Jeep UK, said: “Jeep vehicles allow people to get outside and explore the world around them. This partnership with GLASS allows us to not only educate our drivers on what our cars can do, but how to do so with care.
“We hope to encourage customers to get out on the green lanes of the UK and experience the off-road capabilities of our vehicles including Wrangler and new Avenger 4xe, both of which allow drivers to reach their full adventurous potential.”
