The deliberately quirky DS No8 impressed me, both inside and out
Stuff Verdict
The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy.
Pros Very impressive range on all models
Elegant looks both inside and out
All-wheel-drive version drives super nicely
Cons Interiors might be seen as a little garish to some
It's quite a big old bus when in small spaces
The weight is easy to feel when you're driving
Introduction
DS Automobiles always offers something a little bit different, and that's maybe never been more true with the DS No8. This is a very individual SUV-coupe that oozes class and also packs plenty of innovation, especially when it comes to using lots of unusual materials for the interior.
It's been designed to take on the likes of the Tesla Model Y, Audi Q6 e-tron and, interestingly, the Polestar 4, which in itself is a bit of a curio. The unmistakably French model starts at a sniff over £50,000 for the No8 Pallas trim and climbs to nearly £55,000 for the No8 Etoile. You can have a front-driven version with 230bhp, a long-range variant with 245bhp, or a three-motor, 350bhp range-topper if additional grunt is required.
The DS No8 is therefore going to be ideally suited to anyone who likes a little bit of individuality, lots of comfort and needs to munch miles on a regular basis. The biggest bonus with driving a DS is that it stands out from the crowd, and there's no better example of that than the new No.8. Here's how I've been getting on with it…
How we test cars
Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products.
Find out more about how we test and rate products.
The styling
I was expecting the DS No8 to be different and, seeing it in the metal for the first time, the coupe-style exterior is a bit of a head turner. There was a lot to take in as I worked my way around the outside of this large car – it's 4.8 metres long, although that sloping rearward roofline helps keep the profile surprisingly svelte. The acute styling looks quite dramatic, but despite its bulk the No8 has been designed with aerodynamics in mind.
Case in point is at the front end, where the carefully honed edges have been worked to cut through the air as efficiently as possible. There's also a distinctive illuminated grille here. My only worry with this is just how much that front end would be to repair should it be damaged in an accident.
Standing back for a wider look at the DS No8, it could almost be something from the Rolls Royce stable. The use of colour is quite clever; the Crystal Pearl of my Etoile trim test car works brilliantly against the contrasting black roof, trim highlights and bonnet. The latter, incidentally, is painted using a specially developed new technique that's similar to screen printing, eliminating overspray and thereby wastage. Another bit of innovation.
As for the deliciously minimal back-end, I think there are whiffs of the Lexus LC 500 about those taillights – no bad thing in my book. Lift the tailgate and there's 620 litres of storage space, although there's no frunk under the bonnet.
The DS designers have gone to town with the cockpit of this car. Although there's quite a lot of plastic, it is balanced by the clever use of new and sustainable materials. The pictures, I think, speak for themselves.
The drive
Prior to driving the all-wheel drive No8, I spent a little time in the front-driven No8 Pallas. The latter sounded like it was being quite hard on the front tyres, even when it was being driven sedately. As a result, I found the four-wheel drive Etoile car a much more likeable thing to spend time in, even if the extra power isn't really needed unless you're a fan of pushing EVs to their max.
The DS No8 isn't really that kind of car. I found it delicious to drive when taking things easy. Sure, there's a lot of weight in evidence, which is more noticeable when it's taking on tight bends. Overall, though, the DS No8 offers no trouble and can be handled with the minimum of effort. I was surprised how good the turning circle was too, especially given its size, and parking turns into a breeze thanks to the excellent on-screen reversing camera views.
It's interesting to see how the square steering wheel has made a comeback and the one in the DS No8 was, I thought, surprisingly spindly. It felt good in my hands though, and elsewhere the drive mode controls are all effortless, with a range of options that, naturally, make Comfort the most obvious selection. Sport delivers a boost of fizz, and this large car will still make zero to sixty in 5.4 seconds in the AWD format. That's fine. The Active Scan Suspension will be mighty handy on UK roads too as it uses cameras to spot irregularities in the road ahead and adjust the setup accordingly. Ideal.
The technology
A big part of the DS No8 experience revolves around the in-car entertainment. Oh sure, there's the novelty value of Chat GPT if you want to find something out, but the sound system is where this car felt decidedly high-end. DS has collaborated with French audio specialists Focal to develop the audio setup, with no less than 14 speakers festooned around the cabin to provide a full-on sensory experience. I was mightily impressed with the way it looked and even more blown away by how it sounded.
That works in tandem with a host of other options, all designed to make any type of journey that little more soothing and stress-free. I got so much benefit from the 'Cat paw' massage seat mode that I was surprised I didn't burn the electric motors out. However, it is noticeable that under the posh DS software skin, this looks to be the self-same system found in the Peugeot all-electric range, like the Peugeot E-3008 for example.
The infotainment system is centred around a 16in screen that sits nicely along the dash. There was some occasional lag from this during use, but nothing that put me off dipping in altogether. DS has kept things minimalistic when it comes to physical controls, mind, so expect to spend quite a lot of time delving into the screen's innermost workings. Even more so if you want to peruse the delights of those massage seat settings. It's all in there though. Somewhere.
DS No8 verdict
I was quite taken aback as to how quirky the DS No8 was. The exterior shape and novel design grew on me, and the interior – whilst being a bit wild in places – works when it's enjoyed as a whole. Fair play to DS for keeping up with the innovation and unusual ideas, which in the main work to great effect.
I'm not quite sure how well it'll age over time, but people probably said that about the original DS when it appeared all those years ago.
Stuff Says…
Score: 4/5
The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy.
Pros
Very impressive range on all models
Elegant looks both inside and out
All-wheel-drive version drives super nicely
Cons
Interiors might be seen as a little garish to some
It's quite a big old bus when in small spaces
The weight is easy to feel when you're driving
DS No8 technical specifications
Powertrain Permanent magnet synchronous electric motor Battery 98kWh Power 350bhp Torque 377lb-ft 0-62mph 5.4sec Top speed 118mph Range 469 miles Charge rate 160kW Cargo volume 620 litres
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Stuff.tv
a day ago
- Stuff.tv
The deliberately quirky DS No8 impressed me, both inside and out
Stuff Verdict The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy. Pros Very impressive range on all models Elegant looks both inside and out All-wheel-drive version drives super nicely Cons Interiors might be seen as a little garish to some It's quite a big old bus when in small spaces The weight is easy to feel when you're driving Introduction DS Automobiles always offers something a little bit different, and that's maybe never been more true with the DS No8. This is a very individual SUV-coupe that oozes class and also packs plenty of innovation, especially when it comes to using lots of unusual materials for the interior. It's been designed to take on the likes of the Tesla Model Y, Audi Q6 e-tron and, interestingly, the Polestar 4, which in itself is a bit of a curio. The unmistakably French model starts at a sniff over £50,000 for the No8 Pallas trim and climbs to nearly £55,000 for the No8 Etoile. You can have a front-driven version with 230bhp, a long-range variant with 245bhp, or a three-motor, 350bhp range-topper if additional grunt is required. The DS No8 is therefore going to be ideally suited to anyone who likes a little bit of individuality, lots of comfort and needs to munch miles on a regular basis. The biggest bonus with driving a DS is that it stands out from the crowd, and there's no better example of that than the new No.8. Here's how I've been getting on with it… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling I was expecting the DS No8 to be different and, seeing it in the metal for the first time, the coupe-style exterior is a bit of a head turner. There was a lot to take in as I worked my way around the outside of this large car – it's 4.8 metres long, although that sloping rearward roofline helps keep the profile surprisingly svelte. The acute styling looks quite dramatic, but despite its bulk the No8 has been designed with aerodynamics in mind. Case in point is at the front end, where the carefully honed edges have been worked to cut through the air as efficiently as possible. There's also a distinctive illuminated grille here. My only worry with this is just how much that front end would be to repair should it be damaged in an accident. Standing back for a wider look at the DS No8, it could almost be something from the Rolls Royce stable. The use of colour is quite clever; the Crystal Pearl of my Etoile trim test car works brilliantly against the contrasting black roof, trim highlights and bonnet. The latter, incidentally, is painted using a specially developed new technique that's similar to screen printing, eliminating overspray and thereby wastage. Another bit of innovation. As for the deliciously minimal back-end, I think there are whiffs of the Lexus LC 500 about those taillights – no bad thing in my book. Lift the tailgate and there's 620 litres of storage space, although there's no frunk under the bonnet. The DS designers have gone to town with the cockpit of this car. Although there's quite a lot of plastic, it is balanced by the clever use of new and sustainable materials. The pictures, I think, speak for themselves. The drive Prior to driving the all-wheel drive No8, I spent a little time in the front-driven No8 Pallas. The latter sounded like it was being quite hard on the front tyres, even when it was being driven sedately. As a result, I found the four-wheel drive Etoile car a much more likeable thing to spend time in, even if the extra power isn't really needed unless you're a fan of pushing EVs to their max. The DS No8 isn't really that kind of car. I found it delicious to drive when taking things easy. Sure, there's a lot of weight in evidence, which is more noticeable when it's taking on tight bends. Overall, though, the DS No8 offers no trouble and can be handled with the minimum of effort. I was surprised how good the turning circle was too, especially given its size, and parking turns into a breeze thanks to the excellent on-screen reversing camera views. It's interesting to see how the square steering wheel has made a comeback and the one in the DS No8 was, I thought, surprisingly spindly. It felt good in my hands though, and elsewhere the drive mode controls are all effortless, with a range of options that, naturally, make Comfort the most obvious selection. Sport delivers a boost of fizz, and this large car will still make zero to sixty in 5.4 seconds in the AWD format. That's fine. The Active Scan Suspension will be mighty handy on UK roads too as it uses cameras to spot irregularities in the road ahead and adjust the setup accordingly. Ideal. The technology A big part of the DS No8 experience revolves around the in-car entertainment. Oh sure, there's the novelty value of Chat GPT if you want to find something out, but the sound system is where this car felt decidedly high-end. DS has collaborated with French audio specialists Focal to develop the audio setup, with no less than 14 speakers festooned around the cabin to provide a full-on sensory experience. I was mightily impressed with the way it looked and even more blown away by how it sounded. That works in tandem with a host of other options, all designed to make any type of journey that little more soothing and stress-free. I got so much benefit from the 'Cat paw' massage seat mode that I was surprised I didn't burn the electric motors out. However, it is noticeable that under the posh DS software skin, this looks to be the self-same system found in the Peugeot all-electric range, like the Peugeot E-3008 for example. The infotainment system is centred around a 16in screen that sits nicely along the dash. There was some occasional lag from this during use, but nothing that put me off dipping in altogether. DS has kept things minimalistic when it comes to physical controls, mind, so expect to spend quite a lot of time delving into the screen's innermost workings. Even more so if you want to peruse the delights of those massage seat settings. It's all in there though. Somewhere. DS No8 verdict I was quite taken aback as to how quirky the DS No8 was. The exterior shape and novel design grew on me, and the interior – whilst being a bit wild in places – works when it's enjoyed as a whole. Fair play to DS for keeping up with the innovation and unusual ideas, which in the main work to great effect. I'm not quite sure how well it'll age over time, but people probably said that about the original DS when it appeared all those years ago. Stuff Says… Score: 4/5 The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy. Pros Very impressive range on all models Elegant looks both inside and out All-wheel-drive version drives super nicely Cons Interiors might be seen as a little garish to some It's quite a big old bus when in small spaces The weight is easy to feel when you're driving DS No8 technical specifications Powertrain Permanent magnet synchronous electric motor Battery 98kWh Power 350bhp Torque 377lb-ft 0-62mph 5.4sec Top speed 118mph Range 469 miles Charge rate 160kW Cargo volume 620 litres
Stuff.tv
5 days ago
- Stuff.tv
Driving the refreshed Renault Austral put hybrids back on my family car shopping list
Stuff Verdict Renault's Austral is now better than ever with more hybrid power, better handling, cool new looks and great levels of comfort on the inside. It's way better than the original. Pros Really comfortable nicely finished interior Cosmetic tweaks have tightened up the design Infotainment is respectable and Google-based Cons Tyre choice seems a bit at odds with the car Can be a little revvy if the powertrain is pushed Suspension is a bit lumpy on less great surfaces Introduction Renault is clearly on a roll at the moment, with the Renault 5 and Renault 4 EVs looking like they're going to be in big demand. Elsewhere, the French car makers has quite a lot of models that seemingly look quite similar, like the Rafale, the very good Scenic, the low-key Symbioz and less popular Arkana. The latter car looks like its days are numbered, whereas the Austral has been given a whole new lease of life. Some three years later after I first drove one, the facelifted Austral has kept the same name but has plenty to differentiate it from the original. The C-segment SUV was given a striking cosmetic makeover, a revised interior (with some of the best seats in the business) and a new hybrid powertrain. There are better shock absorbers and larger tyres too, with the latter being very easy to get squealing without much in the way of effort. Sound surprising? The Renault Austral is packed with surprises… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling When I tried the original Renault Austral back in 2022, I thought it was an okay kind of car… but that the looks could have been a little more inspiring. Renault's designers have taken heed and this new model has received some neat cosmetic tweaks. The most dramatic change has been to the front end, with a much more impressive grille array and a chunky-but-flat Renault logo, all sandwiched by rather excellent LED headlights. The stance is upright and pert, which means the Austral is quite tall. That's obviously good news for larger folks getting in and out of the front and back. There's respectable ground clearance too, which makes the Austral good at getting over speed bumps and other everyday obstacles such as raised kerbs or large potholes. Along the bottom of the SUV there's a lot of black plastic, but it contrasts nicely with the body colour and works without looking cheap. Out back, I'm quite keen on the revised angular taillights that cut from the wing into the tailgate. The rear end curves inwards though, which looks like it might make the tailgate and boot opening too small. Somehow Renault has made it work, and the entry point is more than adequate. It's quite high too, which makes loading shopping and the like a fuss-free exercise. There's a choice of alloys, from 19s on the lowlier models and 20s on the high-specification cars. Either option look quite tasty to me. The drive The Renault Austral's hybrid petrol engine gets the job done. It feels like it's got enough power, with the only real downside being a less smooth delivery. There's a dinky three cylinder, turbocharged 1.2-litre lump under the hood, supplemented by an electric motor driving the front wheels. The original car's neat rear wheel steering system is retained on cars destined for Europe, but not on ones heading to the UK. We'll have to make do with a fairly no-frills handling setup instead. This car's engine and transmission won't thank you for giving it the beans. There's also quite a lot of noise if you're parked up with the engine ticking over. Nevertheless, setting off with the full EV power kicking in turns the car into an altogether different experience, which is only spoilt when the petrol power takes over. Considering this is a hybrid, I was chuffed with the way the Austral pottered around town using electric-only propulsion. I was a bit surprised to find just how easy it was to get the Michelin's on my test car to howl if anything enthusiastic was tried through a corner or two, though. Considering how upright the Renault Austral is, the car still gets through turns nicely and feels very good when it's being driven sensibly. It's not fast, but it's not that kind of car. Anyone who fancies the odd audible thrill though, will find those Michelin's granting that wish without too much in the way of effort. The technology Renault has been solid enough recently with its infotainment setups. In the case of the Austral, it's certainly an improvement over the pre-facelift model. The 12.3in touchscreen is portrait-oriented and easy on the eyes, with very legible graphics and a straightforward to use interface that's refreshing. Physical controls are a key cockpit feature too. This is augmented by a 12in digital cluster in front of the wheel. Elsewhere there are all the tech trimmings most of us need including Apple CarPlay and Android Auto, lots of driver assist options, wireless charging and a respectable reversing camera. Anyone craving more in the tech department will need to splash out on the higher-spec models though. Do so and you're rewarded with a head-up display, 360-degree surround view camera (handy, considering the less brilliant view out the back) and an excellent Harmon Kardon audio system. Even the lowlier cars get those adaptive LED headlights that make life that little bit easier. Renault Austral verdict There's a lot of competition among mid-sized SUV right now, so the Renault Austral has its work cut out to get attention. I think there's plenty here to deserve your attention alongside the big-selling Nissan Qashqai, the Kia Sportage, and Peugeot 3008. While it's an improvement over what came before, this new car has its quirks; the ride is a little less refined than some rivals and, perhaps, the biggest downer overall. Driven sedately though, it isn't bad at all and feels even better when EV-only power is being delivered. I thought it was pretty comfortable too. Give it a whirl and see if you can get those tyres singing. Stuff Says… Score: 4/5 Renault's Austral is now better than ever with more hybrid power, better handling, cool new looks and great levels of comfort on the inside. It's way better than the original. Pros Really comfortable nicely finished interior Cosmetic tweaks have tightened up the design Infotainment is respectable and Google-based Cons Tyre choice seems a bit at odds with the car Can be a little revvy if the powertrain is pushed Suspension is a bit lumpy on less great surfaces Renault Austral technical specifications Powertrain 1.2-litre petrol engine + permanent magnet electric motor Battery 2kW Power 200bhp Torque 151lb ft 0-60mph 8.4sec Top speed 108mph Range 683 miles (combined) Charge rate N/A Cargo volume 527 litres
Stuff.tv
11-06-2025
- Stuff.tv
Back-to-back rides showed me how far the VanMoof S6 has been refined in a single e-bike generation
The S6 and S6 open aren't just VanMoof's latest fashion-forward, tech-infused e-bikes. They're a statement of intent from a brand that's been revitalised under new ownership – and which still isn't scared to do things a little differently from the rest of the electric bike world. Having weathered some stormy seas in recent years, the firm is returning stronger under the stewardship of Lavoie and McLaren Applied. The S6 and S6 Open promise a smoother ride, smarter security and styling guaranteed to draw attention wherever you ride it, but also greater reliability and the firm's biggest ever service network. Both are up for pre-order in the Netherlands, Germany, France and Belgium today for €3298. With deliveries set to start from August, and the UK to follow later in the year, I headed to Amsterdam to get an early experience of the new e-bikes first-hand. Having previously tested the VanMoof S5 (and refreshed my memory of it on a VanMoof staff runabout the night before I headed to the R&D warehouse), it's clear the new model expertly refines and improves on what was already one of the most distinctive e-bikes around. How we test e-bikes Every e-bike and electric scooter reviewed on Stuff is used for a minimum of one week, across a range of distances and terrains. We use our own years of experience to judge general performance, battery life, companion apps, and overall value for money. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The new bike is instantly recognisable as a VanMoof, with sharp angles and a frame so slim you'll question whether there's actually a battery inside. Only this time around, everything is somehow even sleeker, with frame welds that are truly seamless. The smaller S6 Open arguably looks even more distinctive with its lower, slanted top tube. It rides on 24in wheels and weighs 22.5kg, while the S6 gets 27.5in wheels and tips the scales at 23.5kg. The new colour options are stunning, too. The Electric Blue in particular looks beautiful in the light, with pearlescent highlights that shine like a sports car. Drift Black is more incognito, while Pearl Mint sits somewhere in the middle. Extra layers of paint have been used this time around, so scratches shouldn't be as noticeable. All the firm's signature features are present and correct, from the integrated front and rear lights to the 'halo ring' LEDs built into the handlebars. Except pretty much all of 'em have been tweaked or retuned in one way or another. The kick lock is more weather resistant, faster to engage, and doesn't need to be lined up as precisely as it did on the S5; the brake light plays a funky animation when the bike powers up; and the halo ring LEDs are significantly brighter, so are far easier to see on the sunniest of days. That's handy, as they'll soon be able to double as directional indicators. VanMoof has teamed up with mapping experts Magic Lane to make its app-based navigation more bike-friendly; it'll be arriving as an update later this year. Once you've plumbed in a route, the bike will then use light and sound to direct you, without needing to stay glued to a smartphone mounted to your handlebars. That's still an option, of course – and now a much slicker one, as every S6 will ship with a Peak Design Slimlink phone mount. While it can't charge your device while you cycle like Cowboy's optional QuadLock mount, it's slim, subtle, and (importantly) secure. Your device is easily detached with a firm squeeze to either side. iPhone, Pixel and Galaxy owners are all catered for, and there's a universal adapter for everyone else. As with the S5, pairing your phone to the bike will let it unlock automatically as you approach. You'll be able to track its location (now with 2G cellular triangulation as well as GPS for greater accuracy) through the app, with one year of the company's 14-day bike tracking service thrown in with each bike sold. iPhone users will also soon be able to add the S6 to their Find My network, once it passes Apple's certification. VanMoof's sense of fun hasn't gone anywhere either. The startup sound doesn't give as strong a spaceship vibe as the S5 did when it powered on, but the bunch of new digital bell sounds have some gems in there. New is the second, softer bell, which raises in volume the longer you hold the button. It's a politer way of announcing your presence to unaware pedestrians than the main 'get out of the way!' bell. Arguably the biggest change is one even VanMoof die-hards might've struggled to spot from my photos. There's now a second saddle option, which has a suspension system built into the seat post. While the ultra-smooth cycle lanes of Amsterdam meant my posterior wasn't exactly crying out for relief during my test ride, the difference the 30mm of adjustable travel made going over kerbs and manhole covers was significant. The UK's rutted roads will be a tougher test for sure. VanMoof S5 owners with numb bums will also be happy to hear the optional upgrade will be backwards compatible with their bikes. The S6 keeps VanMoof's familiar layout: powerful 250W hub motor up front, electronically controlled three-speed chain drive at the rear, disc brakes all round for effective stopping. Rivals might argue belt drive systems are cleaner and require less maintenance, but the chain guard means dirt and grime aren't really a concern here either. One staffer told me that of all the S5 bikes brought in for servicing, very few had any issues with the chain. Pretty much all the internal components have been upgraded, with special attention paid to the transmission. The gearbox (custom-built, of course) is now way smoother and a whole lot quieter than before. On the S5, you could often feel the pedals go slack as the bike changed gear, but on the S6 the transition was a lot more subtle. I actively had to try and feel the changeover, no matter which power mode I was in. Existing VanMoofers will be instantly at home with the minimalist controls; two buttons on either handlebar, with the left side on digital bell duties and the right controlling power and boost. The firm is experimenting with letting users customise one of the left side buttons through the companion app, with functions like skipping Spotify tracks being kicked about – but there's no firm timeline just yet. The Halo rings will feel familiar, too, even if the colours have changed from soft purple to electric blue. The left side indicates remaining charge, while the right side shows which power level is active. Even with sunglasses on, I could always tell which mode I was in; a definite improvement from the S5, which I'd often have to shield with my hand to see clearly in bright light. The new bikes were still going through their final software tune before launch, so the torque curves and power delivery I experienced on my test ride weren't quite what customers will get in August when the first retail units start shipping. They felt pretty dialled in to me, though; the four different power levels gave progressive levels of assistance, and the boost button gets you up to top speed at a wicked pace. I wasn't about to wheelie when activating it at junctions or traffic lights, but it's so much more responsive than similar systems I've used on other e-bikes – and crucially kicks in from a standing start. My short demo didn't give any indication to range, so I'll have to go with VanMoof's estimates. The 487Wh battery hidden inside the frame provides enough juice for a rated 60km / 37 miles at full power or up to 150km / 93 miles in Economy. Once again it isn't user-removable, so you've got to be able to get the bike in range of a power socket. A full charge takes north of four hours. Talking to the VanMoof team, it was clear just as much effort has gone into reliability and serviceability as it has the on-bike tech. Every new component is more durable than the one it replaces, and the brand's service network has never been bigger. It spans 13 countries and some 250 bike shops; mechanics and technicians are visiting the warehouse every week for training, and now 95% of customer issues are solved within twenty four hours. Sensibly, the firm isn't rushing a return to America; instead the plan is to wait until it can establish a support base – most likely in a state with lots of e-bike fans. With off-the-shelf parts not able to be as tightly integrated as custom ones, VanMoof has also worked with its suppliers to ensure spare parts are much easier to get hold of. The wiring is modular, for simpler servicing, and each bike comes with a longer three-year warranty as standard. That'll hopefully put customers' minds at rest, given the issues the firm faced before McLaren Applied stepped in to steer the ship. I won't be ready to deliver a final verdict until I've ridden the finished product, but on these early impressions alone, the total package is arguably as compelling as a VanMoof bike has ever been. The VanMoof S6 and S6 Open will be on sale from August in Europe for €3298, and September in the UK
