Three cars.
No hidden agendas.

The entry-level EV market is a con. Manufacturers take a vehicle platform, strip out every useful feature, slap an "affordable EV" badge on it, and charge £28,000 for a car with a 150-mile range and a steering wheel. Then they offer you a finance deal with a 9.4% APR and a balloon payment that quietly owns you for five years.

The Fault Line started as an internal challenge: build the most honest city car we can manage, price it at what it actually costs plus a declared margin, and deliver it direct. No dealership touching it. No PCP trap. A subscription model where the numbers are published on this page for anyone to scrutinise.

The LFP battery chemistry was a deliberate choice. Lithium iron phosphate degrades more slowly than NMC chemistry over repeated charge cycles, handles higher state-of-charge storage better, and does not rely on cobalt mined under conditions we are not comfortable with. It is heavier and slightly less energy-dense. We decided that was the right trade-off.

The Fault Line has no OTA telemetry reporting your speed, location, or behaviour to us or to anyone else. It has software updates delivered over Wi-Fi. The update package contains code, not a data harvesting mechanism. You can verify this: the update system is open-source and documented at our repair portal.

There is a gap in the EV market between the stripped-out city car and the luxury SUV, and almost every manufacturer has decided the way to fill it is with a crossover at £55,000. We disagree. The Undertow is a proper estate car — it has a real boot, real towing capacity, and seats that fold flat. It costs what it costs because that's what it costs to build it properly.

The recycled materials programme started because we got frustrated with manufacturers marketing the word "sustainable" while sourcing virgin materials and shipping components halfway around the planet. We are not perfect. The Undertow still has a substantial carbon footprint in production. We publish it. What we will not do is describe a car as sustainable when it isn't, just because it has an electric motor.

The dual-motor AWD system was developed in-house. We use a cobalt-reduced NMC chemistry rather than LFP for this vehicle because the energy density requirement for 380 miles in a car this heavy made LFP impractical at a price we could justify. We are working on next-generation solid-state cell partnerships. When we have something real to announce, we will announce it plainly.

The optional 7-seat configuration adds a third row in the cargo area — useful, tight, and honestly designed for children under about 12. We will not lie to you and call it a full adult third row. It is not. If you have three large adults who need rear seating on a regular basis, the Undertow with the third row is not the right car for you.

The Shockwave was not originally in the plan. It emerged from the racing team's insistence that the drivetrain they'd developed was too good not to put in a road car. They were right. The tri-motor setup with per-wheel torque vectoring at the rear creates a handling dynamic that — we will say this plainly — nothing else at this price point can match.

We limit production to 300 units per year deliberately. Not artificial scarcity in the luxury brand sense, but a genuine recognition that we cannot maintain build quality and proper assembly time beyond that volume with our current workforce. When our workforce grows, the production number may grow. It will not grow faster than our quality controls allow.

At £68,500, the Shockwave is not cheap. We know that. The cost breakdown above shows you precisely why it costs what it costs. The carbon fibre bodywork alone is £11,800 in materials and labour. The race-specification battery is £18,500. We are not embarrassed about charging what it costs; we are embarrassed by competitors who charge more and won't tell you what they're spending it on.

The 310-mile range figure is lower than the Undertow's 380 miles despite a larger battery, because the Shockwave is heavier, faster, and has a drag coefficient that reflects the fact that it is a performance car, not an aerodynamic economy vehicle. We will not fudge this figure. Test it in the real world — you will get approximately 290–320 miles depending on driving style and weather. That is honest.