Get exclusive savings when you visit Acer at the Festival of Outdoor Photography this weekend!
Our friends at Amateur Photographer are hosting a Festival of Outdoor Photography at the Royal Geographical Society in South Kensington, London, UK from May 30 to 1 June 2025. As a special promotion we have a STUFF40 code that gives you access to 40% off the full price of all tickets.
And if you visit the festival, you'll also get the chance to visit the Stuff space at the event, presented in association with Acer. It's all about portable power, smart connectivity, and making sure your gear doesn't give up before golden hour. Better yet, you'll get access to some exclusive savings.
Acer's range of Portable Power Stations are perfect for photographers who think lugging a backup generator into the wilds is a bit much. And when you pick up either the 600W or 1800W model, and Acer will chuck in a free solar panel worth up to £399. The offer's valid through 30 June and available via Amazon and Currys.
However, if you're going to the Festival you can get aan exclusive 10% discount on any Acer Power Station purchase made during the event – you just have to swing by the Stuff space at the event, presented in association with Acer.
With long-lasting batteries that can be recharged 3000 times, each Acer Power Station means you can have reliable power wherever you go and keep your kit juiced. They also boast Rapid recharge too so there's not much waiting around. You can charge even the 1800W model in under 2 hours!
But it's not just about keeping things juiced. Acer's also showing off its latest connectivity devices – perfect companions to its freshly announced AI-powered laptops. Whether you're backing up field shots, editing RAWs on the fly, or livestreaming your hike, this is the tech to make your mobile set-up sing.
Join us at the Amateur Photographer Festival of Outdoor Photography
So what can you expect from the festival? It will bring together an incredible selection of world-class experts who will share their knowledge and passion. There will be inspiring talks, photo walks, hands-on workshops and other interactive activities covering everything to do with outdoor photography.
Speakers include wildlife and bird photography experts Tesni Ward, Rachel Bigsby and Tim Flach, renowned landscape photographers Liam Man and Quintin Lake, street specialists Nick Turpin and Damien Demolder. Plus, Chris Coe and Bella Falk on travel plus Peter Dench talking about documentary photography.
And a reminder that as a special promotion we have a STUFF40 code that gives you access to 40% off the full price of all tickets.
The event takes place at the Royal Geographical Society in London's historic South Kensington museum district.
The Amateur Photographer Festival of Outdoor Photography at a glance
Dates: Friday 30 May – Sunday 1 June 2025
Location: The Royal Geographical Society (with IBG), 1 Kensington Gore, London, England – SW7 2AR
Ticket prices before the discount: 1 day £50, 2 days £80, 3 days £100
Get your tickets now: https://www.kelsey.events/FestivalOfOutdoorPhotography and remember to use the code STUFF40 to get the discount.
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Stuff.tv
6 hours ago
- Stuff.tv
I ended up liking the BYD Sealion 7 so much I didn't really want to hand it back
Stuff Verdict The BYD Sealion 7 has enough of an identity to stand out in a crowded class, while offering plenty of performance, kit and comfort. Pros Distinctive looks set it apart Great performance and not bad efficiency Very comfortable interior and lots of tech Cons Bulk like all the other SUVs out there Boot space isn't as capacious as some rivals Touchscreen controls dominate the cockpit Chinese mega-company BYD has fingers in a lot of pies, but electric cars is where the portfolio is starting to get really lively. We've already had the decent BYD Dolphin, very impressive BYD Seal and the not-so-great BYD Seal UDM-i, not to forget BYD's first UK arrival, the Atto 3. Now there's the BYD Sealion 7, which is a large family SUV designed to take on the likes of the Tesla Model Y, Hyundai Ioniq 5 or, heaven forbid, the Ford Capri. Those are just three rivals, but the electric SUV marketplace is packed with options. That means the BYD Sealion 7 needs to be good. There are solid foundations, with two battery options along with a trio of trim levels. Prices are keen too, starting out at the middle £40,000 mark and rising to nearly £60,000 for a top specification Excellence AWD model. I think the lower-priced Comfort or Design models are a decent starting point though. They offer up nearly 300 miles of range if the rear-wheel drive-only option is selected, while an all-wheel drive variant delivers up to 283 miles. Either is therefore going to be practical for most drivers. However, the Excellence edition has the potential to offer up to 312 miles if range is still something that bothers you. And, while the BYD Sealion 7 sits on the same platform as the low-slung Seal saloon, this SUV comes with added appeal for folks with a family in tow. 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 It's getting increasingly hard to design an SUV that looks sufficiently different that it can be remembered over rivals. BYD's designers have had a decent stab at it, though, and I think the BYD Sealion 7 looks good from most angles in much the same way as the saloon did. The big difference is the coupe-SUV lines, which offers a raised-up design that is ideally suited to people who'll need to use the back seats on a regular basis. Even the access is good give the slanting rear pillar. The body as a whole is deftly smoothed, with a front and rear end that helps the Sealion 7 stand out. That rear end, with the slender taillight line and high-rise tailgate works a treat. There are simple but effective alloys, and an available range of colours that help make the Sealion 7 look distinguished without being ostentatious or too showy. Overall, the design is a success story on the outside. Moving to the inside and it follows on with the positive vibes I got from the Sealion saloon. In fact, the seats are excellent, with a distinctive pattern on them that looks inviting as the door is opened, while the cockpit area offers everything anyone could ever want, without being too in your face. I like the enveloping line of the dashboard that then runs down into the door panels. The steering wheel looks good and a central console is generous on space and facilities without being intrusive. It all works. The drive For me, one of the biggest and most pleasant surprises with the BYD Sealion 7 was how it drove. After a not great previous experience of the BYD Seal UDM-I, which had terrible handling, I was a little nervous. However, the Seal saloon was a tip-top thing to drive and the Sealion 7 offers more of the same. Sure, it's a big old lump, but does not feel like it when you're behind the wheel. Care is needed, of course, on the rickety old backroads, but the Sealion 7 handles very nicely all things considered. This is a potent machine too. There's more than enough power available, thanks to twin electric motors that deliver a beefy 523bhp. Despite its weight, the Sealion 7 feels quite rapid and can get from 0 to 62mph in a decidedly speedy 4.5 seconds. Eco, Normal and Sport drive modes cover all bases, although there's a Snow option just in case the weather takes a turn for the worse. My test car could charge at up to 150kW but, as an added bonus, the range-topping Excellence model can be charged at up to 230kW on a DC charger, not that there are too many options in the wild on that front currently. Oh, and I love the fact that heat pump is standard kit on all models, which is a definite bonus for the UK market. I loved the grip delivered by the AWD car too, which makes it hug corners and handle highways without any worries at all. It'll tramp a bit over rougher sections of road, but the suspension setup here is great, meaning it got me over rough stuff without fear despite the sizeable 20in alloys on board. Frequency Sensitive Dampers look to be a key part of easing the car over varying surfaces and added to the interior comfort. Overall, I thought the Sealion 7 was a joy to drive. The technology What Car from a Chinese brand would be complete without the odd party trick? In the case of the BYD Sealion 7, there's a 15.6in infotainment screen. Located in the middle of the expansive dashboard, this can rotate from landscape to portrait and back again, depending on your mood and preference for taking on the assembled icons. Naturally, many if not all the control options are located within the realms of the screen, with some core control icons peppered along the bottom. The app icons themselves are of a decent size and relatively easy to manage on the go. There's also a pretty good digital display in front of the steering wheel, while Excellence trim owners get the benefit of a head-up display too. I got on okay with the lack of physical controls, and the steering wheel has some handy control options fitted that help, but anyone not keen on doing most of their daily tasks via a large infotainment screen might find the cockpit of the BYD Sealion 7 takes some getting used to. BYD Sealion 7 verdict Some electric SUVs are quite easy to hand back at the end of a week behind the wheel. Not so the BYD Sealion 7. I got quite attached to it after a range of different stints behind the wheel. I found it really good wending through heavy traffic in town, and it seemed quite efficient on the motorway too where battery life usually ebbs away rapidly. In between, I though the BYD Sealion 7 was a nice bit of kit with a decent build quality, lots of comfort and everything an EV owner could wish for. It is a bit on the chunky side, but that's the main reason most folk buy an SUV in the first place, right? Stuff Says… Score: 4/5 The BYD Sealion 7 has enough of an identity to stand out in a crowded class, while offering plenty of performance, kit and comfort. Pros Distinctive looks set it apart Great performance and not bad efficiency Very comfortable interior and lots of tech Cons Bulk like all the other SUVs out there Boot space isn't as capacious as some rivals Touchscreen controls dominate the cockpit BYD Sealion 7 technical specifications Powertrain Permanent magnet synchronous motor Battery 82.5kWh Power 523bhp Torque 509lb-ft 0-62mph 4.5sec Top speed 133mph Range 283 miles Maximum charge rate 230kW Cargo volume 520 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
Stuff.tv
06-06-2025
- Stuff.tv
Here's why Tesla's New Model Y is the best electric car I've driven
Stuff Verdict Fast, smooth, spacious, smart, and refined. The 2025 Model Y is Tesla's most complete car yet, and arrives at a price that will put electric SUV rivals on notice. Pros Much-improved ride Ultra-modern styling a big step forward Spacious and practical Cons Does everything really need to be controlled by a touchscreen? The one button you do get – hazard warning – is in a daft place Autopilot braking can be a bit eager As a self-confessed Tesla fan, it'll come as no surprise I was quite the fan of the refreshed Tesla Model 3 when I drove one last year. It wasn't a huge overhaul, but was comfortable, quick, and finally fixed the foibles Tesla drivers largely just put up with. The new Model Y isn't a repeat performance – it's a radical rethinking of one of the world's most popular electric SUVs. The boated Model 3 look is gone, replaced with sleek lines, striking curves, and lights that wouldn't look out of place on a concept car. It's equal parts flashy and futuristic, which is precisely what you'd want from a car that silently rockets off the line like it's escaping a black hole. Entry-level models start from $44,990/£44,990, which is lower than the previous generation and puts it among more mainstream electric SUV competition. There are a lot more rivals in 2025 than there were when the Model Y first arrived, though, including plenty of more affordable alternatives. And none carry the baggage associated with the Tesla brand. Does the much-improved Model Y earn the attention of more than just the Tesla faithful? 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 Gone is the stretched, jellybean silhouette of the old Y. In its place is a sculpted, athletic SUV that looks like it was designed by someone who finally got to use the curved lines tool in CAD. It looks ultra-modern, distilling the essence of Tesla's most divisive vehicles – the Cybertruck and the Cybercab – into something far more palatable. A new light bar dominates the car's nose, stretching across the entire front end like a smirking face. The slim LED headlights that flank it on either side are bright without being obnoxious, with adaptive dimming that effectively prevents other drivers from being dazzled. The bonnet is smoother, and crucially, the Tesla badge is gone. Some will say the design is so distinctive it doesn't need branding; others might argue it's Tesla acknowledging the logo has lost some lustre in recent years, due to the actions of its controversy-courting owner. Things are even more interesting around the back. The tail lights cast a red glow that diffuses down onto the Tesla logo beneath the boot release – no actual light bar required. The effect is surprisingly elegant and minimalist, leaving a trail of red light in your wake unlike anything I've driven before. It's effortlessly cool and quite a head-turner. The Launch Edition I drove adds some bespoke badging, but all versions get a subtle rear spoiler. The futuristic theme continues inside the cabin, only this time with an added layer of plush. A new velvet-like trim on the dash and doors feels fancy, but should be easy enough to clean if a toddler smears it with yogurt. An ambient LED strip then wraps around the front and rear of the cabin for a spaceship-style glow – although frustratingly doesn't do a complete loop. There's a gap around halfway down the doors that's small but maddening if you're cursed with detail-oriented OCD like me. Storage is generous throughout, and the magnetic sun visors are a small but very welcome upgrade. They light up with LEDs when flipped down, and snap into place with a satisfying click. You'll probably never use them unless you're reapplying makeup at the lights, but it's the thought that counts. Otherwise the ultra-minimalist interior remains, with a few smarter design choices scattered throughout. Dual wireless phone chargers live just below the screen now, so your passenger can keep their handset refuelled as well. The drive Tap the brake and the Model Y comes alive; no buttons to press or keys to turn, just a quiet whirr as it gets ready to go. The new automatic gear selection almost always gets it right, too. If you've got your seatbelt on and there's a wall in front of you, it'll pick reverse. That spares you the awkward fumbling with Tesla's screen-based gear selector which, let's be honest, no-one asked for. Acceleration remains as brutal as before, with around 500bhp helping it hit 0-60mph in just 4.1 seconds. And this isn't the Performance spec – that is coming later in the year. If leaving other drivers in the dust at traffic lights tickles your pickle, you'll be right at home. More importantly, it feels planted while doing so. The ride is smoother than the already excellent new Model 3, which is largely down to the newly revised suspension. It doesn't wallow like many cushy SUVs do, staying controlled while also gliding over dodgy Tarmac. It's a major improvement over the old Model Y. Tesla has dialled in the one-pedal regenerative braking very well. There's no jerking to a halt, no nervous passengers bracing themselves – just a gentle deceleration that makes the brake pedal almost redundant. Autopilot also returns, taking care of long motorway drives with smooth lane changes and chilled cruising. I did notice it being a bit heavy on the brakes this time around, though. European safety laws forced a rename on my side of the Atlantic, with Autosteer not able to change lanes for you. The Enhanced Autopilot package, a $3500/£3500 extra, can. This also includes Navigation on Autopilot and traffic light detection, which lets the car suggest what to do while following directions. You've got to keep your hands on the wheel the entire time, unlike Bluecruise on the Ford Mustang Mach-E – but Tesla's system can be used anywhere. Whether it's worth paying extra for is still a bit of a headscratcher. It looks like Full Self-Driving might be coming in September, which will be much more compelling. So maybe cash in on Autopilot now in case prices go up. Tesla's Supercharger network continues to make charging a breeze. The newest ones can go up to 250kW, so you can get to full in around 45 minutes. It's the least inconvenient it can be on this car, although Superchargers are more spread apart in the UK than they are in the US. The technology Tesla's signature central landscape touchscreen once again acts as your command centre, with everything – and I mean everything – controlled from it. Want to heat or cool the rear seats? Screen. Fold down the back row for extra boot space? Screen. Watch Netflix while you charge? Yep, that too. It's overkill at times; I longed for a button to adjust the temperature, and having to tap an on-screen button just to open the glovebox feels like tech for the sake of it. Spotify, Apple Music, and Tidal are all integrated into the infotainment, with the Long Range model getting 17 speakers to blast them through. Improved microphones have made calls clearer, helped by the air conditioning being dialled down automatically so it doesn't blast over your voice. A secondary rear display gives rear passengers their own entertainment options, which is ideal for road trips with kids. They can play game, control their seats, or adjust music playback – and if the backseat chaos gets out of hand, you can override it all from the front screen. Storage is better thought out this time around. The centre console offers deep storage under the armrest, and there's a satisfying mechanism to cover your cup holders and front cubby for a cleaner look. And the boot? Absolutely massive. At 854 litres, you'll struggle to fill it, and with the seats down, you get over 2100 litres. They're power-controlled now, which should make trips to the dump that bit easier; the front seats get moved forward to accommodate the rear ones as they fold, then moved back ready for driving – but only when they aren't occupied. Very clever. A new front-facing camera – finally – makes tight spots less panic-inducing. A built-in washer saves you having to get out of the car to wipe it on wet days. The Model Y can still do Tesla's familiar light show party trick. The new light bars mean it's less like a children's birthday party and more like a high-end Vegas lounge act. You can control everything from the companion app, and even use your smartphone as the key (while still in your pocket). These days, you can even open the boot by standing behind the car with your phone in your pocket. It's really rather clever stuff. Tesla New Model Y verdict The new Model Y isn't just a facelift – it's a full transformation. Tesla's styling is bold and confident, the interior is smarter and feels more lavish, and the right quality has majorly improved. While there are a few small irritations – that awkwardly placed hazard light button, for instance – they're hardly deal-breakers. You'll forget about them the moment you tap the accelerator or marvel at how much stuff you can cram into the boot. It's by no means a bargain buy, but considering what else is out there in the $45,000 ballpark, other electric SUV makers should be rather worried indeed. Stuff Says… Score: 5/5 Fast, smooth, spacious, smart, and refined. The 2025 Model Y is Tesla's most complete car yet, and arrives at a price that will put electric SUV rivals on notice. Pros Ride has improved greatly from the last Model Y Ultra-modern styling is a big step forward Spacious and practical Cons Does everything really need to be controlled by a touchscreen? The one button you do get – hazard warning – is in a daft place Autopilot braking can be a bit eager Tesla New Model Y specifications Powertrain 2x permanent magnet synchronous motors Battery 75kWh Power 514bhp Torque 487 lb-ft (approx) 0-60mph 4.1 seconds Top speed 125 mph Range 353 miles Charge rate Up to 250 kW Cargo volume 854 litres
