As Europe starts to stack its garden furniture, snuggle into its merino and greet the autumn with a shrug, it’s time that we took stock. The season of mists and mellow fruitfulness is doing Keats proud. The roads are still dry enough for a few weeks of four-wheeled fun and the sun, when it does appear, shines just warmly enough to remind you of that blazing fatso of a high-summer blob from a couple of months ago. So you think, with a frisson of good-times excitement, “I know: I’ll get out the convertible.” But you won’t, will you? Because you, like almost every other driver, don’t have one. It’s one of the summer’s sadder statistics: people aren’t buying that once-beloved symbol of carefree motoring and summer escape any more.

As temperatures rise and the seasons continue to squabble over the copyright for “spring” and “autumn”, the news isn’t so hot for sales of the head-turning topless model (and we’re using figures from the UK because it is, despite a rainy reputation, easily the keenest top-dropping country around these parts). Last year, just 12,173 new convertibles were registered in Britain – an 87 per cent plummet in sales from Peak Cabriolet in 2004, making last year’s figures the lowest in two decades. The number of models available to buy new has fallen by almost 50 per cent since 2000, meaning that there are currently only 16 convertibles from the top manufacturers with which to decorate your driveway (down from 31 in 2000). You’d have thought that all of those lockdown puppies, now grown into stinking great Bernese mountain dogs, would need a little more wind-assisted ventilation.

Why have convertibles fallen out of favour? Is it that it’s actually too hot to have the top down in the summer? No way: wear a hat. Could it be the irresistible rise of SUVs? Sales of these family hatchbacks with a nasty whey-powder problem have risen a seemingly steroid-assisted 543 per cent since 2020. Big, bland models have also ushered in the creeping gadgetification of cars – vehicles built more along the lines of smartphones than machines, things of touchscreen serviceability and glassy anonymity. Or maybe it’s the fault of EVs, whose fortunes have ridden a bumpy yet inexorably rising road – with their bulky batteries and built-in vibe of eco-censoriousness, they don’t quite conjure the wonder of going for a spin, just for fun. Then again, there are plenty of alternatives to an electric shopping trolley. I spent a week grinning my way through northern Italy in a convertible electric Maserati last summer and it was so fast and fun that it also had me weeping quietly on a snaking strada provinciale on the outskirts of Carrara. So bloody hell – just cut off the roof.

It used to be different, didn’t it? I remember sliding around Goodwood in my uncle’s Morgan, a wood-framed beauty that felt as organic as its materials, and careening around St George’s Hill in the first MR2, the little Toyota that looked as though it was made of Lego. You put the roof in the boot and had to lay your tennis racquets across your legs. Design genius. My wife and I drove a roofless Mustang down Route 1 from Miami to Key West the day after we were married; the warm Florida air dried our tears of joy. Or was that the hangover? Either way, driving alfresco is just a gearchange away from getting frisky. 

If you happen to have a little in reserve, saved for a rainy day, do as they do with any endangered species and adopt a drop-top. There’s such a wealth of high-value fun to be had in investing in fresh air and the future – you did, in fact, save it all for a sunny day.

Robert Bound is a contributing editor at Monocle. For more opinion, analysis and insight, subscribe to Monocle today.

Europe’s car-makers are stalling. Germany’s automotive exports fell by a quarter between 2016 and 2023, while Italy’s Stellantis, which owns brands such as Fiat, Peugeot and Jeep, produced about 30 per cent fewer passenger cars in the first six months of 2025 than in the same period in 2024. As the industry struggles with weak demand and, in some cases, fines for not complying with the EU’s carbon-emission targets, China’s share of the continent’s electric-vehicle (EV) market is rising swiftly. European registrations of EVs from Chinese brands soared almost 60 per cent in the year to April 2025.

But for all the gloom, there’s a possible path to redemption, lit by the headlights of an unexpected brand: Škoda. Headquartered in the Czech city of Mladá Boleslav, where it was founded in 1895, the firm has become an unlikely champion of the continent’s car industry. Not long ago, Škoda was the butt of jokes about its cars’ perceived unreliability. (“What do you call a Škoda at the top of a hill? A miracle.” Or, “What do you call a Škoda with a sunroof? A skip.”) Now, though, the brand’s image is improving, releases are edging into the affordable luxury sector and its latest all-electric model, Elroq, is taking on the world’s leading EV-maker BYD’s Seal, undercutting its price by more than €11,000.

At the car-maker’s Mladá Boleslav factory, where all of Škoda’s vehicles destined for the European market are manufactured, CEO Klaus Zellmer compares competing against Asia to “a football season”. “First, we were told that the Japanese would march through us, then the South Koreans and now the Chinese,” he says. “New teams will come with brilliant players and conduct their game in an attractive way. We just need to train, get better and stay lean.”

Part of the Volkswagen Group, Škoda overtook Tesla in European electric-car sales this summer. “We are up in terms of sales and profit, and have doubled our battery-EV sales in the first quarter of 2025 compared to last year,” says Zellmer, as production whirrs around him. “So it’s going well.”

In 2022, Škoda launched a brand-identity redesign that included switching to a colour scheme of two different green hues. This year it exhibited at Milan Design Week for the first time as part of a push to broaden the brand’s appeal and improve its design chops. The move sought to challenge any prejudices about the brand that might still persist, says Zellmer. “At Milan, we showed a vision of Škoda that’s different from what people associate with us,” he says. “We have rejuvenated the brand and repositioned it to target new customers.”

Despite their successes, Zellmer and the Škoda team face tough challenges. Though the Volkswagen Group’s EV sales rose in the first half of 2025, recent years have been bumpy, with falling profits and job cuts. Germany, which hosts many of the group’s brands, has seen its economy shrink for two consecutive years, complicating the outlook for businesses and reducing demand. And then there are the US tariffs, which could redirect Chinese car exports from the US to Europe. “[If the US market closes] to China, the country’s cars will have to go elsewhere – and that will be Europe,” says Zellmer. “So it will be even tighter in terms of competition. We will feel that.”

Some of the strategies to stay ahead can be seen on the Mladá Boleslav factory floor. Uniquely in the Volkswagen Group, the production line can produce both electric and internal-combustion-engine (ICE) vehicles. Here, the Elroq and the Enyaq SUV use the same conveyor belt as the Octavia, an ICE model first made in 1996 and still Škoda’s most popular product. “We’re at an advantage,” says Andreas Dick, Škoda’s board member for production and logistics. “This way of working gives us the flexibility to react to changes in the market and customer demand.”

For Škoda, building resilience means never relying on a single market. “Fully concentrating on Europe isn’t a smart strategy,” says Zellmer. “It’s like standing on one leg. If it gets shaky, you might fall. As a global brand, we need to stand on two legs.” Zellmer and his team know this from experience. In 2022, Russia was Škoda’s second-largest market and it had two factories in the country. But after the full-scale invasion of Ukraine and Western sanctions, the Czech brand left Russia, taking a hit of almost €700m. Škoda’s entry into the Vietnamese market in 2023 – as well as a focus on India, where it has had a manufacturing presence since 2000 – has helped the company to recoup its losses and diversify. “We’re concentrating on Southeast Asia, the Middle East and India,” says Zellmer. “We can see strong potential for growth in these places.”

Škoda is wisely planning ahead but success sometimes comes down to being in the right place at the right time too: namely in Czechia, which, along with the rest of Central Europe, has GDP growth outpacing some of the EU’s leading economies, including France and Germany. Coupled with lower wages and less bureaucracy, the positive economic outlook is adding buoyancy to Škoda. “We have a pragmatic way of enabling business here,” says Zellmer. Ilia Sokolov, who is in charge of assembly shop maintenance, also points to the Czech approach to manufacturing when he meets us on the production floor. “Part of Czechia’s story is its people’s golden hands. It’s in their mentality.”

Škoda says that it is committed to putting customer experience ahead of gimmicks. “You can speak to real people and have them help you and answer any questions,” says Zellmer. “We need that human touch. Instead of running experiments such as only selling online or in a couple of stores, we have an established organisation representing the brand.”

Meanwhile, Škoda remains a value-for-money proposition. “We want to amplify our brand to attract those who might not be looking for a status symbol and are seeking something that is authentic, credible and intuitive,” says Zellmer. Epiq, a new EV planned for next year, will cost a mere €25,000. It’s a smart move that will keep Czech-made car sales moving, even as the continent’s once-proud marques from Germany and Italy seem to be running out of gas.
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Japan’s unusually narrow residential streets call for smaller-than-average vehicles – which is why pint-sized hatchbacks and boxy mini­vans are ubiquitous in the country. Now a tiny new motor that has yet to reach market is attracting an outsized amount of attention. Mibot, designed and built by KG Motors in Hiroshima, is an electric vehicle for one. It can travel for 100km on a single five-hour charge at speeds of up to 60km/h and comes in several colours (the cheery yellow is fetching but there’s also blue, white, ivory and grey). It can hold 45kg of luggage and be charged at home without special equipment. Where other solo vehicles prioritise compactness over comfort, Mibot has air conditioning, speakers and heated seats. And at little more than a metre wide, it navigates narrow streets with ease.

Kazunari Kusunoki, nicknamed Kussun, started as a mechanic and parts supplier. In 2018 he launched a Youtube channel, Kussun Garage; before long, 200,000 followers were tuning in to watch him take apart and customise electric vehicles and minicars. As his audience grew, requests for advice flooded in and, along with three others, Kusunoki started working on the idea of making a mini-EV from scratch. They formed KG Motors in 2022 with Kusunoki as its CEO and set about making the concept a reality.

The start-up quickly attracted investment. It raised ¥100m (€579,000) in its pre-seed round in March 2023 and a further ¥150m (€869,000) in the next round in October that year. The lead investor is Energy & Environment Investment; another is Keylex, a Hiroshima-based parts manufacturer. A supplier to Mazda, Keylex is a key partner in realising Mibot’s unified monocoque body. By the close of funding in February 2025, KG Motors had ¥1.39bn (€8m) to work with.

Kusunoki had been thinking about compact vehicles for years. “I grew up in the city of Kure in Hiroshima, where there are a lot of narrow streets,” he says. “I always wished that there were smaller options available.” Japanese government figures show that about 70 per cent of car owners drive alone during the week. How many people really need a family saloon or SUV for their daily errands? “With the shift towards electric vehicles, I wondered whether regular-sized EVs were really good for the environment and began to think about developing a more efficient model.” The result is Mibot (short for “Minimum Mobility Robot”), designed to provide just the right level of mobility for short-distance solo travel.

Kusunoki was also spurred by a change in the law in 2020 that allowed single-seat EVs on public roads. Mibot has a price tag of just ¥1.1m (€6,400) and the advantage of sitting in a category of light vehicles that requires fewer inspections and has lower taxes than conventional cars. “With low maintenance costs and excellent energy efficiency, it reduces the burden of ownership and environmental impact,” says Kusunoki. It can also receive the latest software updates wirelessly and the design – all done in-house – is a winner.

Hiroshima was an obvious base for the project. “We chose this place because the founding members originally worked here, as well as for the presence of many automotive-related companies in the area,” says Kusunoki. “Also, Mibot is designed to address the pain point of limited transportation options in rural regions. It’s a product from a regional area that offers solutions to local challenges. By developing it primarily in Hiroshima, we also receive support and co-operation from the local government.”

Kusunoki’s ambition for Mibot goes beyond cars. He seeks nothing less than a revival of the dynamism of Japan’s postwar years. Mibot, he hopes, will recapture that sense of optimism and could even help to “make our society vibrant again”. The era of relentless growth might be over but demographic shifts and social change can still spur innovation.

KG Motors now employs about 60 specialists across design, autonomous driving, software development, business, marketing and more. Everyone who sees a Mibot wants one. And with 2,000 pre-orders on the books, the team is working hard to meet the deadline for the first deliveries in Japan in 2026.

The goal is to increase production capacity to up to 100,000 vehicles per year. Hiroshima will remain the base for body manufacturing and Mibot assembly, while Kusunoki hopes to eventually expand the line-up and enter international markets. The young CEO believes that Mibot has the X-factor that has held other small, low-cost solo vehicles back in the past. Most importantly, it puts the joy back into driving. “No matter how low the maintenance costs and environmental impact are,” he says, “it’s meaningless if it’s not fun to ride.”
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On any roadtrip, your set of wheels needs to respond to the terrain that you’re tackling, whether that’s city streets or unpaved mountain tracks. It also needs to set the mood in terms of its look and feel. Here are five Monocle-approved motors to inspire your travels.

1.
Crown Sedan by Toyota
This Japanese vehicle was built with the requirements of a chauffeured car in mind. Its hi-tech suspension system makes for a smooth ride, while the large cabin is a perfect size for comfortable city breaks.

2.
Leon Estate by Cupra
The Martorell-based manufacturer has fitted this set of wheels with a generous trunk and Light Assist technology to ensure maximum visibility as you climb winding roads. With a great dynamic performance and race-inspired seating, the Leon Estate will take you to and from the mountains – and then some.

3.
110 R by Skoda
The Czech-made 110 R, a delightfully quirky sports car from the former Eastern bloc. Thanks to its elegant fastback roofline and two-door offering, it makes for a romantic weekend-getaway car.

4.
Truck by Telo
The pick-up truck has had a revamp at the hands of US-based Swiss designer Yves Béhar. Christened the Telo, it’s electric and designed with Mini Cooper-sized proportions in mind. With a US launch imminent and plans for European release in the works, off-road lovers are in for a treat.

5.
Defender 90 by Land Rover
This imposing all-wheel drive is a great urban runaround but it’s ideal for adventures off the beaten path too. The UK car-maker has ensured that it comes with built-in comforts, including an impressive surround-sound system.

Havana’s traffic might be best known for its brightly coloured classic cars – stately Chevrolets imported from the US before Cuba’s socialist revolution in 1959, boxy Soviet-made vehicles that followed during the Cold War and an array of antique Fiats, Minis and others. But increasingly, commuters are opting to use a new crop of small electric vehicles (EVS). These include dinky electric cars, tricycles and cargo trucks, as well as electric bikes and scooters, which are all accelerating the shift from the classic to the contemporary when it comes to getting around.

“It is only very recently that people realised that it’s much better to have some kind of electric vehicle in Cuba,” says Mark Manger, a professor of political economy (with a speciality in contemporary Cuban history) at the University of Toronto. “Because you don’t have to rely on the infrequent deliveries of fuel or contend with volatile gas prices.”

Demand has also been fuelled by these vehicles’ relatively low price tags. “Another big selling point is that these EVS require such little maintenance,” said Manger. “Importing parts to repair a classic car in Cuba is extremely difficult; people often have to improvise and make replacement parts themselves. So it’s much better to have a relatively new electric vehicle.”

Their diminutive size means that they can be plugged into a domestic socket and charged with ease. The distance that they can cover is a draw too. “You can drive 100km on one charge, which is sufficient for wherever you need to go in Cuba,” says Manger. A recent change in import laws means that private individuals can now import electric cars. China’s canopied three-wheelers by Onebot and Lesheng’s four-wheeled, two-seater models are particularly popular, while similar four-wheelers are produced by Japan’s Kimura.

Domestic production is ramping up too. Some 23,000 EVS were manufactured between 2020 and 2022, according to government figures. At Vedca, a miniature-vehicle maker based in Havana, the growth in demand has accelerated the development of new lines. These include miniature tractors and industrial vehicles designed for heavy lifting, which are currently in their testing phases.

Patrick Moylett is director of Harrington’s of Fulham, a used-car dealership in west London. He has also found success selling tweed, property and condoms. Here he shares 10 of his top tips.

1.
In the beginning, sell quickly and…
When I was in property, I noticed that customers were slow to pay because negotiations took so long. If the setting-up costs are too big, you might become one of the 60 per cent of new businesses that fail. So I moved into selling cars: buy them, do them up, sell them. There’s instant reward.

2.
…buy cheap
In the mid-1980s I noticed that old Jaguars were quite cheap so I bought two to get started. I drove from London to Normandy in one and in Paris I stopped at an antiques shop. When I returned to the car there was a man waiting who wanted to know if it was for sale. Parisians loved the old Jaguars so I started driving to Paris once a month in one and parking it on the Champs-Élysées with a “For sale” sign on the windscreen. I made a lot of money.

3.
Decide whether you’re a lone wolf
As I was starting out, I thought, “I want to do this alone”. That’s just the way I am. Other people work better with partners. It helps if you realise this early on.

4.
Selling is easier if you don’t have to explain things
Take an existing product and market it for a new use. Marketing is the most expensive part of a young business. I started selling condoms during the Aids crisis, when their use was still considered largely contraceptive. I marketed them as a prophylactic but didn’t have to spend much on explaining what they were – most people already knew.

5.
Spot opportunity abroad
When I was in France at the age of 18, I realised that every apartment door had a spy hole, which they didn’t have in my native Ireland at the time. So I bought 3,000 of them and took them to Ireland in a box and went door to door in Dublin selling them.

6.
Look at horizontal ways of selling
After I started my condom business, Red Stripe, I began thinking about how the idea of protection could apply to other products. So I started selling Red Stripe-branded cycle gear and rain protection.

7.
Follow your joy
The use of condoms was still very controversial when I was getting into the business – Ireland was very conservative at the time. My girlfriend’s family was strongly against it. So I drew up a list of pros and cons. The con list was very long and the pro list had just one thing: I enjoyed it. So I decided to continue.

8.
Get out there
I was in the lobby of the Time Out offices in London when I overheard two journalists talking about a condom shortage. I told them that I had a business and asked whether they would interview me. I restarted my business the next day and was on the cover of Time Out. It was invaluable publicity.

9.
Choose the right name
When I bought my first car showroom, I called the company Harrington’s of Kensington, even though it was just a railway arch in Ladbroke Grove. I wanted people to associate the brand and the cars with an expensive area of London.

10.
Learn how to read people
As soon as someone comes into my showroom, I can tell whether they will buy a car from what they say and do. I’ve saved a lot of time by not chasing lost causes.