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Bentley is readying pure-petrol successors to the Bentayga, Continental GT and Flying Spur in a reversal of its EV-only plan, brought on by drastic U-turn at Porsche late last week.

Under its Beyond100 strategy, the British luxury car maker planned to phase out petrol engines entirely by 2035. But it's now set for significant alterations as its Volkswagen Group sibling firm doubles down on renewed commitments to ICE development.

Porsche confirmed on Friday that it will commit €3.1 billion to extend the life of its ICE models. This notably includes new “top” models of the next-generation 718 Boxster and Cayman and no longer selling the planned ‘K1’ flagship as an EV. 

Fellow Volkswagen Group firm Audi cancelled its plan to go electric-only by 2033 last year.

Bentley CEO Frank-Steffen Walliser told Autocar that as the three brands share platforms, drivetrains and other key components, decisions and investments in Stuttgart and Ingolstadt have had direct consequences in Crewe.

He confirmed that Bentley still plans to launch a new plug-in hybrid or electric model every year from 2026, beginning with its first EV, an "urban SUV". But with Porsche and Audi continuing to invest heavily in ICE technology for their best-sellers, he said Bentley now has scope to balance its drivetrain mix more towards traditional petrol power further into the next decade than originally anticipated.

As such, pure-petrol successors to the Bentayga, Continental GT and Flying Spur are set to remain part of the line-up, reflecting demand from key markets such as the Middle East and North America. They were originally expected to be offered only with PHEV or EV powertrains. 

Backing the decision, Walliser said: “There is a dip in demand for luxury electric vehicles, and customer demand is not yet strong enough to support an all-electric strategy. The luxury market is a lot different today than when we announced Beyond100.

"Electrification is still our goal, but we need to take our customers with us.”

Despite the change in tack, investment in Bentley’s Crewe facility is pressing ahead, with a new electric model assembly line, paint shop and design centre under construction.

Bentley had already pushed back its target for becoming an all-electric brand from 2030 to 2035, citing slowing demand in the luxury EV market.

The Volkswagen Group’s new direction and multi-billion-euro investments in ICE models are expected to reinforce that decision.

Diesel company cars used to be everywhere, ruling the roads and clogging-up corporate car parks across the country. Thanks to their tax-bustingly low C02 emissions and fuel-sipping efficiency figures, these compression ignition machines were hugely popular with both the fleet managers that paid for them and the user choosers that drove them.

However, the combination of the diesel gate scandal and the Government’s efforts to make the car industry go all-electric has meant derv-drinkers have fallen well out of favour with businesses wanting to offer four-wheeled perks to their employees.

And yet despite the stain on its reputation, diesel still makes a lot of sense. Sure, the Benefit-in-Kind (BIK) rates can still make your eyes water, but for those that spend a lot of time on the road there’s nothing more comforting than seeing a ‘range to empty’ read out of more than 500 miles. Then there’s the trademark welt of mid-range muscle that makes the diesel one of the few run-of-the-mill internal combustion engines to match electric cars for instant torque.

Of course, these machines are becoming harder to find on manufacturer’s price lists, but look hard and you will find them. So here’s our pick of the best of these increasingly rare company car choices.

With more than 50,000 rental e-bikes now in London alone, many used by inexperienced riders, motorists are at risk of accidents that aren't their fault – but, as one has learned, this can be difficult to prove. 

Unlike cars, rental bikes have no registration plates, so they can't be readily identified. However, to ensure redress is obtained for anyone in an accident involving them, rental companies insure them against third-party claims.

Transport for London, operator of the capital's Santander-branded e-bikes, does so to the value of £5 million, with a £250 excess. Voi, another operator, provides third-party insurance up to £10m; Lime insures up to £11.6m. 

In the event of an accident involving a third party, e-bike renters are required to exchange details and notify their rental operator. Santander also requires riders to notify the police and obtain a crime reference number.

Recently, Jack Evans, 30, was stationary at traffic lights in Forest Hill, London in his Kia Picanto when a Lime e-bike collided with its passenger door.

However, rather than sharing their details and notifying the rental company, the rider remounted their e-bike and left the scene.

“It happened so quickly,” said Evans. “The rider’s head struck the passenger side window, but before myself or my wife could react, they had gone.” 

The passenger door was damaged in the incident and Evans has been told that repairing it could cost around £500.

He contacted Lime to report the incident but was told that without the rider’s details, the company was unable to pursue his claim.

A spokesperson for Lime told Autocar that the company purchases third-party liability insurance on behalf of riders and that it ‘encourages’ anyone who has an accident involving a Lime e-bike to report the incident by contacting its customer service team.

Autocar asked Lime how many reports of accidents involving its e-bikes damaging property it receives each year and how many have been reported where the rider has not given their details. However, despite repeated requests, the company failed to answer our questions.  

Meanwhile, medics claim to be experiencing a rise in patients with lower-leg injuries suffered as a result of accidents sustained while riding rental e-bikes.

Alex Liddle, a consultant orthopaedic surgeon specialising in hip and knee surgery at King Edward VII’s Hospital in London, told The Telegraph: “It’s a really common cause of leg injuries today. [The riders] are people who lose balance and fall off, and riders who are just about to stop or are stationary but the bike falls on them.” 

Liddle said a lot of sufferers were inexperienced riders unfamiliar with the weight of the e-bikes (many weigh around 35kg, compared with 10kg for a traditional pedal bike). “They need to know how heavy they are so they don’t stop suddenly on them,” he added.

With more than 50,000 rental e-bikes now in London alone, many used by inexperienced riders, motorists are at risk of accidents that aren't their fault – but, as one has learned, this can be difficult to prove. 

Unlike cars, rental bikes have no registration plates, so they can't be readily identified. However, to ensure redress is obtained for anyone in an accident involving them, rental companies insure them against third-party claims.

Transport for London, operator of the capital's Santander-branded e-bikes, does so to the value of £5 million, with a £250 excess. Voi, another operator, provides third-party insurance up to £10m; Lime insures up to £11.6m. 

In the event of an accident involving a third party, e-bike renters are required to exchange details and notify their rental operator. Santander also requires riders to notify the police and obtain a crime reference number.

It is illegal to ride any cycle, including an e-bike, on the road while under the influence of drink or drugs, and doing so is not covered by e-bike insurance. 

Recently, Jack Evans, 30, was stationary at traffic lights in Forest Hill, London in his Kia Picanto when a Lime e-bike collided with its passenger door.

However, rather than sharing their details and notifying the rental company, the rider remounted their e-bike and left the scene.

“It happened so quickly,” said Evans. “The rider’s head struck the passenger side window, but before myself or my wife could react, they had gone.” 

The passenger door was damaged in the incident and Evans has been told that repairing it could cost around £500.

He contacted Lime to report the incident but was told that without the rider’s details, the company was unable to pursue his claim.

A spokesperson for Lime told Autocar that the company purchases third-party liability insurance on behalf of riders and that it ‘encourages’ anyone who has an accident involving a Lime e-bike to report the incident by contacting its customer service team.

Autocar asked Lime how many reports of accidents involving its e-bikes damaging property it receives each year and how many have been reported where the rider has not given their details. However, despite repeated requests, the company failed to answer our questions.  

Meanwhile, medics claim to be experiencing a rise in patients with lower-leg injuries suffered as a result of accidents sustained while riding rental e-bikes.

Alex Liddle, a consultant orthopaedic surgeon specialising in hip and knee surgery at King Edward VII’s Hospital in London, told The Telegraph: “It’s a really common cause of leg injuries today. [The riders] are people who lose balance and fall off, and riders who are just about to stop or are stationary but the bike falls on them.” 

Liddle said a lot of sufferers were inexperienced riders unfamiliar with the weight of the e-bikes (many weigh around 35kg, compared with 10kg for a traditional pedal bike). “They need to know how heavy they are so they don’t stop suddenly on them,” he added.