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So, December. A time for everything to settle down and for us to reflect calmly on the past year in EVs.
Aye, right. Even in its last few weeks this tumultuous year has continued to surprise and delight. Well, surprise at least.
Just as we were putting this issue together the government dropped the bombshell that it is launching a consultation into the ZEV mandate, following heavy lobbying from the car industry.
Car makers have, for months, been expressing their concerns about the targets and fines, but first the Conservatives and then Labour insisted the mandate is here to stay. What form it will take now seems to be up for debate, although we’re still waiting to see what is in the consultation and what outcome it produces.
What is clear is that however well intentioned the targets are, the industry being told to deliver them doesn’t believe they are attainable, which is a huge obstacle.
Some observers will blame ‘old guard’ manufacturers who were too complacent for too long, others will blame unrealistic targets set by illinformed politicians, too few affordable cars, or misleading stories in the media discouraging buyers. There’s some truth in all of those but, like any complex issue, there is no single cause. Nor is there an easy single solution.
Hopefully, the consultation will allow a clearer dialogue between the industry and the government and come up with a path that helps the move towards net zero while supporting the hugely important UK car industry, and helping drivers make the right choice for them.
The short-term impact of the mandate aside, it is clear that EVs are central to the future of the car industry. Even as some manufacturers say they will extend ICE and PHEV lifecycles, they are still developing new EV tech and launching new models. You only need to look at our news and reviews pages to see the scale and variety of models arriving every month.
For me, exploring that variety has been the highlight of the year, and something that gives me real hope for 2025.
At the start of the year I was driving a £400,000 Rolls-Royce designed for the 1% of the 1%. Then just a couple of weeks ago I was at the wheel of a £9,000 quadricycle designed to offer affordable, practical and clean urban transport for all. In between I’ve been lucky enough to drive electric hot hatches that are as exciting as their petrol counterparts, experience the next generation of premium executive cars and mess about in ridiculous fringe models like a 286bhp Transit van. And I’ve spent a fair amount of time in sensible family SUVs and hatchbacks which demonstrate how many more accessible EVs there are compared with a year ago.
Sticking with the theme of variety, it was fascinating to hear the diverse Christmas wishes of those involved in the sector, which cover everything from governmental support and stronger messaging to new technology and stronger infrastructure (page 18). What’s clear from their comments is the huge positivity around the EV sector but also the work that still needs to be done.
We at EV Powered will continue to support that work over the next 12 months, reporting on the good, the bad, and the surprising to keep you informed.
Until then, have a great Christmas and happy new
Editor - EV Powered
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The UK government has confirmed it will launch a review of the ZEV mandate following pressure from car makers.
Business Secretary Jonathan Reynolds announced that a consultation would be launched in the coming weeks, saying that he was 'profoundly concerned' about the likelihood of industry meeting the targets.
Speaking at the Society of Motor Manufacturers and Traders (SMMT) annual dinner, Reynolds said the government remained committed to a 2030 phase out of purely petrol and diesel cars, however he added "we have heard you loud and clear on the need for support to make this transition a success".
Reynolds and Transport Secretary Louise Haigh recently held talks with SMMT members. During that summit, car makers called for changes to the rules, arguing that the targets were set during a period of unusually high demand and don’t represent the current state of the market.
Under the existing mandate, 22% of a manufacturer’s new sales must be zero-emission
cars by the end of 2024, rising to 28% in 2025. It also requires that 10% of van sales are zeroemissions.
While EV sales fall in other countries, they continue to grow in the UK and accounted for 20.7% of new car registrations in October. The SMMT says this has only been achieved through ‘unsustainable’ discounting, and warned that the industry looked set to reach around 18% EV sales by the end of the year.
Speaking to SMMT members, Reynolds said: "I don't believe the policies that we have inherited, and I mean specifically in relation to zeroemission vehicles, are operating today in a way anyone intended them to."
He said the consultation would be launched in coming weeks and would provide clarity for the industry.
Earlier in November, Ms Haigh insisted that the ZEV mandate would not be weakened –
suggesting there will be no change to the annual sales targets. But she did say the government would look at ‘flexibilities’ within the legislation.
Such flexibility could include allowing zeroemissions credits to be transferred between cars and vans, awarding credits for UK-built EVs sold overseas, and possibly supporting new incentives to boost private sales.
The news comes as Stellantis announced plans to shut its Luton factory, which was due to build its range of mid-sized electric vans from next year. That operation will now move to Vauxhall's Ellesmere Port factory in a decision made 'within the context of the UK's ZEV mandate' according to Stellantis.
After the government talks, Nissan, which plans to build three EVs at its Sunderland factory, warned that urgent action was required to help manufacturers. It called for the planned £15,000-per-vehicle fines to be paused for two years and for more flexibility in the ‘credit trading’ programme.
The SMMT warned of 'alarm bells' as car makers faced £1.8 billion in fines for missing 2024's targets, on top of a claimed £4bn worth of discounts on electric models.
SMMT chief executive Mike Hawes said: "We need an urgent review of the automotive market and the regulation intended to drive it. Not because we want to water down any commitments, but because delivery matters more than notional targets.
"The industry is hurting; profitability and viability are in jeopardy and jobs are on the line. When the world changes, so must we. Workable regulation – backed with incentives – will set us up for success and green growth over the next decade."
The Renault Scenic E-Tech has added to its awards haul after being named the 2024 Scottish Car of the Year.
The all-electric family SUV scooped the prize at a glittering ceremony, sponsored by Arnold Clark, after impressing the Association of Scottish Motoring Writers’ judging panel with its blend of practicality, range and value.
It also took home the title of family EV of the year, beating the Ford Explorer and Hyundai Kona in the highly competitive segment.
Electric and electrified models enjoyed a strong showing at this year’s awards, the 27th annual running of SCOTY. The Kia EV9 was crowned best large EV of the year, beating the BMW i5 Touring
and KGM Torres EVX to the prize. Its award was one of three titles for the Korean brand, which also scooped Manufacturer of the Year, and a used car gong for the Sportage.
Kia’s sister brand, Hyundai also enjoyed success with its most headline-grabbing car to date. The Hyundai Ioniq 5 N was one of two all-electric models shortlisted in the Performance Car category, showing how the segment has progressed in just a handful of years. In the end, the hot crossover from Korea beat the MG Cyberster and petrol-powered Audi S3 thanks to its staggering performance and cutting-edge technology.
Two EVs were also in the running for the tightly contested Premium/Executive Car category. The BYD Seal and Polestar 3 fought it out with the BMW 5 Series, with Polestar’s stylish Swedish SUV securing the judges’ decision.
Adam Wood, managing director and country head for Renault Group UK, said: “The Renault Scenic E-Tech 100% electric has been designed for modern families. The judges’ reasoning behind this prestigious award underlines how it is completely unrivalled in what it offers, blending optimum practicality, refinement and convenience with a fantastic driving and ownership experience.”
Alisdair Suttie, ASMW president, explained: “The standard of cars across the board for SCOTY 2024 has been exceptional, so it was always going to take a very special car to achieve overall victory and that is exactly what the Renault Scenic E-Tech is.
“The judges were bowled over by its comfort, space, versatility, and how good it is to drive plus the excellent driving range. It encapsulates all of the great values of the Scenic name in a sharply styled package that's affordable to buy and own, and, just as importantly, a pleasure to live with.”
The Scenic’s SCOTY victory marks the latest in a line of EVs to win the prestigious title. Previous years have seen the Hyundai Ioniq 6, Skoda Enyaq and Jaguar I-Pace take the overall title.
Renault has revealed the UK price and specification for the new Renault 5 ahead of the car’s imminent launch.
The all-electric supermini will be available to order from January 2025, priced from £22,995. Customers keen to be among the first owners can already purchase the R-Pass, giving them early access to ordering and delivery.
The European Car of the Year contender will be available with two powertrain options – badged urban and comfort – and in three trim levels from launch – evolution, techno and iconic five.
Cars with the urban powertrain get a 118bhp motor and 40kWh battery, which Renault says will provide up to 190 miles of range. Stepping up to the comfort option brings a 148bhp motor and a 52kWh battery capable of up to 248 miles on a charge. All versions come with 100kW DC charging, 11kW AC charging, plug-and-charge capability and bi-directional charging for vehicleto-load functions.
Evolution grade cars are only available with the urban battery/motor setup and are priced from £22,995. These come with 18-inch diamond cut alloy wheels, full LED lights, a 10.1-inch central central
Vauxhall has dropped the price of its Grandland Electric as it looks to entice more private buyers.
Prices have been cut across all trim levels of the family SUV, resulting in savings of up to £4,700 just weeks after the car was launched.
The reductions mean the Grandland Electric Design now starts at £37,345 – a £3,650 drop over its launch price.
The mid-tier GS – the predicted best-seller – has been reduced by £4,650 to £38,495, while the top-of-the-range Ultimate has dropped £4,700 to £40,495.
The changes mean that the Design and GS trims now fall below the £40,000 threshold for the expensive car supplement. This additional tax is due to be applied to new EVs from April 2025, adding £410 per year for five years, on top of the standard vehicle excise duty.
touchscreen with wireless smartphone mirroring, 7-inch digital driver information display, auto air conditioning and cruise control. They also get hands-free entry/start and rear parking sensors.
Techno models start at £24,995 for versions equipped with the smaller battery, and £26,995 for the longer-range comfort version. These add a 10-inch digital instrument display, adaptive cruise control, reversing camera, wireless phone charging and selectable driving modes. They also benefit from charging preconditioning and a charge indicator built into the ‘5’ bonnet badge, and the option of two-tone paint.
Top-spec iconic five is also available with both battery options and adds heated front seats and steering wheel, hands-free parking, blind spot warning and lane centring assist, along with a unique 18-inch alloy wheel design. Prices for the iconic five start at £26,995 for the urban version and £28,995 for the comfort.
Pricing puts the reimagined 5 up against a broad range of alternatives, from the sub-£23,000 Hyundai Inster and Citroen e-C3 to the Peugeot E-208, Vauxhall Corsa Electric, Mini Cooper E and Fiat 500e.
Orders for the Renault 5 open in January, with the first customer deliveries expected in March or April.
Vauxhall estimates that by avoiding the ‘luxury car tax’ the Grandland Design and GS could save drivers £40 a month in tax costs over a typical four-year ownership cycle. That assumes the tax is applied as planned, but the government has hinted that it might be reconsidering the price at which EVs become liable for the additional duty.
While the Grandland EV has been reduced in price, the hybrid variant remains unchanged, meaning the gap between the all-electric and plug-in versions has narrowed to as little as £1,845.
Vauxhall has made several aggressive pricing moves in recent months to boost sales of its EVs, including launching more affordable special editions of the Corsa and Astra, and reducing prices on other trim levels.
In August it also became the first brand to announce list price parity across powertrains, with the upcoming Frontera starting from £23,495 for both petrol hybrid and electric versions.
The latest changes appear to be more evidence of car makers taking drastic action to boost private retail sales of their EVs in a tough market. While EV sales continue to grow in the UK, figures from the SMMT show that the majority are still fleet and business sales.
Stimulating private interest is seen as a key element in manufacturers reaching tough EV sales targets set under the ZEV mandate.
The US firm’s Supercharger network took top spot for the first time in the ‘large operator’ category for services with more than 300 charging points. The firm had previously been excluded from the rankings due to its closed network but has been considered this year after opening up a growing number of its sites to drivers of any electric car.
Netherlands-based Fastned was named the best ‘medium’ operator in the category covering those networks with between 100 and 300 UK charge points. And supermarket giant Sainsbury’s took the ‘up-and-coming’ category thanks to the speedy rollout of its Sainsbury’s Smart Charge ultra-rapid hubs.
The survey, now in its seventh year, asks drivers to rate their overall satisfaction for the networks they use regularly, as well as digging down into five key areas: reliability, ease of use, customer support, value for money, and payment options.
Tesla came out on top with an overall satisfaction rating of 4.7 out of five. Drivers were particularly happy with the Supercharger networks’ value for money, with costs often significantly lower than other high-powered networks. They also praised its reliability and ease of use.
MFG, which has more than 780 devices at 195 filling stations, came second to Tesla, with a rating of 3.8. Drivers praised the reliability of the firm’s 150kW chargers and the ease of payment. Just behind MFG and also scoring highly for ease of use was Osprey, which has installed
more rapid/ultra-rapid chargers than any other network, now boasting more than 1,200 devices at 380 locations.
While Fastned remains a ‘medium’ player in the UK, with 150 devices across 26 sites, it is one of Europe’s largest ultra-rapid providers. UK users rated it very highly for reliability, ease of use and the payment options offered.
Close behind it was another pan-European operator, Ionity, which scored 3.5. Users rated it highly for the reliability of its 270 devices across 37 locations. Third place in the medium operator list went to the rapidly expanding Applegreen Electric, which scored 3.2.
It is fantastic to be able to highlight and celebrate the UK’s best EV charging networks, as chosen by EV drivers.
Melanie Shufflebotham, co-founder & COO at Zapmap
Melanie Shufflebotham, co-founder & COO at Zapmap, said: “This year has seen another huge increase in charging provision across the country, particularly for the ultra-rapid chargers, and charging hubs; and it is fantastic to be able to highlight and celebrate the UK’s best EV charging networks, as chosen by EV drivers.
“A record 17 networks are on the rankings table, and it is clear that reliability in the broadest sense remains key with EV drivers showing appreciation for networks rolling out consistent, reliable charging hubs which provide convenience and charging confidence. Whilst excellent payment options, customer support and ease of use are all highly valued, this year value for money, is an increasingly important consideration.”
TV LEGEND JAMES MAY talks exclusively to us about why electric cars are the ideal transport, how he sees EV technology progressing and why he’ll never own an electric classic
EV POWERED: The last episode Grand Tour saw Jeremy Clarkson launch into a diatribe about how he detested electric cars, describing them as white goods. I don't think you subscribe to his theory, so could you elaborate where you are on your motoring journey and electric cars?
JAMES MAY: I think the thing we forget is the vast majority of cars have always been white goods. They're utilitarian things. They are appliances. That is true whether they're powered by petrol, diesel, hydrogen, steam, batteries, whatever.
I think, if you're a true car enthusiast, you have to take an interest in the future of the car.
And that means taking part in the experiment. And if you're in the fortunate position, as I find myself, of being able to take part in it, then you should. I think you almost have a moral duty to be an early adopter, even if it turns out to be the wrong direction – as hydrogen seems to be for the moment.
We've known almost since the invention of the car that electric motors make perfect sense. They're low maintenance, they're quiet, they're clean. They're easy to operate. The problem has only ever been the storage of electricity. It's a very cussed animal that doesn't like to be caged.
The electric car in the early 20th century, certainly in places like New York, was more popular than all other types of car, but they eventually fell foul of battery technology. And I think battery technology is still a problem, but it won't be conquered unless people use it and push the technology forward by demand.
EV POWERED: So where do you see electric vehicles evolving? Do you see battery technology going crazy and having the ability to drive 1,000 miles, or smaller, lighter batteries taking over and going back to doing 200 miles or something?
JAMES MAY: I think it's smaller batteries. This is where electric cars have become slightly wrong footed. The reason we crave cars with a huge range is because we have charging anxiety. It's not really range anxiety. It's the thought of having to sit around for anything between half an hour and a day.
So we end up with these cars with enormous batteries, which are very heavy and very expensive and use a lot of resources. Whereas actually for the electric car to be accessible, to be a car of the people, it does need to be more like the Dacia Spring.
It needs to be a bit more modest in its ambitions and recognize that for most people a car with a
If you're a true car enthusiast, you have to take an interest in the future of the car
modest range and, more importantly, a modest price is what will drive it forward.
I'd love an electric car that had a moderate range. It could be 150 miles and therefore a small, cheaper, lighter battery, but that could be recharged in under five minutes. I think that's when it will really work.
And the next that will drive it will be an improvement in battery technology that means people don't have to fear stopping for a long time.
The argument that a lot of the electric car lobby put forward is that once I've driven 150 or 200 miles, I need a break anyway, so I might as well have a cheeseburger while my car recharges. But they always assume that their hunger, the exhaustion of the battery and a suitable charging point occur at the same time and place. And they generally don't.
So if you're doing long journeys in electric cars, you end up navigating between fast chargers and it is a bit burdensome and it requires forward planning, which people don't really like.
We've known almost since the invention of the car that electric motors make perfect sense. They're low maintenance, they're quiet, they're clean.
EV POWERED: So what electric car are you driving at the moment?
JAMES MAY: I've currently got a Tesla Model 3 Highland, but before that I had a Model S and I've also had a couple of BMW i3s and I've had the two Toyota Mirai hydrogen cars.
My first electric car was a BMW i3 RX with the original small battery. I bought that in 2014, so I'm now a 10-year veteran of electric motoring.
But I should also come clean, they're not my only cars. I do have some petrol engine cars as well, and for some complicated journeys, yes, I go in the 911. But my regular driver is the Tesla.
EV POWERED: We're speaking shortly after Donald Trump was re-elected. Do you think that and his talk of tariffs strikes fear into the global automotive sector?
JAMES MAY: No, I think they probably have greater fears looking at what's happened to VW recently and so on. And I think the change of attitude towards cars and perhaps in Europe, the possible declining use of them, that's more of a worry.
The whole tariff thing, if it actually comes off, I think is very sketchy. I'm not really a historian, I'm definitely not a politician, but I can't think of an example in history where tariffs have actually, in the long term, done any good for a domestic industry. So if he does do it, I'd brace yourself for another American car manufacturing disaster like they had in the 70s.
EV POWERED: What's your opinion on re-engineered classic cars? Should we be taking the internal combustion engines out of 40, 50-year-old cars and swapping them over, or leave those where they are, put sustainable fuels in those and go an alternative route for new cars?
JAMES MAY: I looked into synthetic fuels years ago when I made a science program for the BBC, and there is something in it. I struggled to see how it's going to be scaled up to anything beyond the boutique fuel, but it is great news if you're into classic cars, because it means you can continue to have your Jaguar E-Type engine with this glorious straight-six without feeling guilty about it.
But my honest view about electrifying classics is: buy a new electric car, because modern cars are better anyway. Classic cars are a hobby.
I don't buy into the idea that if you electrify an MGB, you're ruining it and you're destroying our heritage. They're very common. They're not rare artefacts. They're just old white goods. I can see why people
would get upset if you did it to a Ferrari 250 GTO or an original De Dion-Bouton because they're the artefacts of history. But it doesn't trouble me that people are doing it.
At the same time, I don't want to do it. I don't want an electric classic car. I want an electric modern one.
EV POWERED: Also as a 911 driver, you're potentially going to embrace the Porsche sustainable fuel idea?
JAMES MAY: Yes. Porsche have been doing a lot of work and investing a lot of money in sustainable synthetic fuels and I hope they can do it.
I like mechanical things. I find internal combustion fascinating, but we should acknowledge that we love it for its flaws. That's what gives it character, but it comes from actually mechanical inadequacy. The fact that it has to idle, that the torque delivery is uneven. You have all this reciprocating motion, turning to rotary motion, back to reciprocating motion. At the end of it, you just get a rotating shaft. That's all it's for.
And that is a job done very easily by an electric motor. So electric motors make sense. But internal combustion is a glorious and fascinating thing. And I enjoy the vibrations from my 911 and my Ferrari.
But day-to-day electric driving where possible is right. It's quiet. It's easy. It's low maintenance. It's just correct, really. There's no denying it.
For most people a car with a modest range and, more importantly, a modest price is what will drive it forward.
Kia has built a reputation as one of the leading brands in the electric car revolution thanks to models like the EV6 and EV9. They’re hugely impressive and capable cars, but they’re also on the large and expensive side, so Kia has set out to balance the books with the EV3.
It’s a compact SUV priced from around £33,000, and the Korean brand says it’s going to bring new levels of range, technology and versatility to the family car segment.
But every car maker makes similar bold claims, so we got behind the wheel to see if the EV3 really is something special in a field that includes cars like the Volvo EX30, Peugeot E-2008 and Smart #1 as well as family hatchbacks like the Volkswagen ID.3 and the Cupra Born.
As with any new car, there’s a lot of design waffle around the EV3. Apparently, it’s a ‘geometric
What really matters is that it’s a modern, blocky looking thing that bears a close resemblance to the excellent EV9. Unlike the EV9, however, you can fit the 4.3m by 1.85m EV3 into a supermarket parking space.
The basic shape is defined by straight edges and sharp angles that wouldn’t look out of place in Minecraft, but softened by a mixture of different colours and materials, including elements such as the wheel arch trims, which are made from recycled industrial plastic. It’s possible to see shades of the Niro but elements such as the ‘star map’ LED lights and flush-fitting door handles, plus those boxy wheel arches, give the EV3 a character of its own.
There’s a slight ‘boat tail’ design that narrows the rear to aid aerodynamics and efficiency, and the overall effect is a car that wears its SUV identity proudly without being brash or aggressive.
Like the exterior, the interior has echoes of the EV9. That’s partly thanks to the massive threescreen dashboard array and partly thanks to materials and design shared between the models.
The overall design and layout is smart and (mostly user-friendly). The digital instruments are clear and configurable, the 12.3-inch main touchscreen is responsive and well laid out, and there’s a 5.3-inch panel dedicated to the air condition set between them. Thankfully, though, there are also still proper rocker switches on the dashboard to control the temperature, as well as other shortcut keys beneath the main screen. I’m all for shortcut keys but, like the EV9, these are effectively squishy sections of dashboard that require a firm prod to activate and give no feedback to let you know your input has been recognised.
The simple look and layout, along with big, easy to use buttons isn’t as cool as an EX30 or as showy as a Smart #1 but the construction and materials – again using lots of recycled plastics – feel topdrawer. Touches like the fabric dash facia and the slimline ambient lighting look great. But there’s a lot of grey plastic that reminds me of C&A loafers from the 1980s and is going to age badly.
The most impressive element of the interior is probably the space. Kia classes the EV3 as a B-SUV – a segment not famous for interior room. But there’s too much driver legroom even for me. Even set up for a 6’ 5” driver, there’s more than enough space for a 5’ 8” adult (or teenager) to fit comfortably behind them. That puts it in the same sphere as the excellent but larger and more expensive Renault Scenic and not far off cars a full class above it.
Kia says it’s the widest car in its class and it does feel pretty spacious up front. That’s partly thanks to the low, open centre console and big arm rest. However, it doesn’t feel so wide in the back, where the middle seat is really only an occasional use thing.
On the luggage front, a two-level boot offers up to 460 litres of storage, plus there’s a 25-litre frunk that’s big enough for a charging cable but not a lot else.
Kia is proud of the cutting-edge technology that’s filtered down to the EV3 from its more expensive models. This includes those big screens, an optional head-up display and a phone-based digital key, plus plug-and-go charging and in-car payment for parking. There’s also Highway Assist 2.0, which includes lane changing assistance but takes so long to work that you'll give up and do it yourself.
Exclusive to EV3 is the soon-to-arrive ability to download services such as Netflix and Disney+ so you can watch TV on the infotainment screen while you charge.
Kia has confirmed that there will be a performancefocused EV3 GT to rival the likes of the Abarth 600e and VW ID.3 GTX. But that all-wheel-drive version isn’t coming until 2025, so for now the EV3 comes with a single 201bhp motor matched to either a 58.3kWh or an 81.4kWh battery.
That latter is huge by any standards, especially the B-SUV class, and offers a class-leading range of 375 miles. The smaller unit offers 270 miles –substantially more than the entry-level EX30 and more than alternatives like the Fiat 600e or Peugeot E-2008. Charging is capped at 100kW for the smaller battery and 127kW for the larger, allowing the EV3 to add 125 miles of range in 15 minutes, or go from 10-80% in around half an hour.
Kia quotes efficiency of 3.8 to 4.1m/kWh and I found that to be pretty spot-on. Our first drive, mostly on motorways, saw us achieve 4.1m/kWh. On a second longer route along a mix of mountain climbs and motorways the car still managed 3.88m/kWh. In both cases we were in GT Line trim with the larger wheels, which should hurt efficiency.
While that’s pretty impressive, the overall driving experience is unremarkable. Like so many electric SUVs there’s sufficient punch from the motor but the steering is largely lifeless. Body control also isn’t brilliant and the EV3 wobbles and leans more than I’d like. But the damping is brilliant at dealing with a variety of horrible road surfacesfrom root-ravaged rural A roads to urban streets blighted by potholes.
The Air spec car perhaps rides slightly more sweetly on its 17-inch wheels but the difference between that and then 19s of the GT Line cars is surprisingly small.
Which brings us conveniently onto the different trim levels of EV3. Like the EV6 and EV9, it’s a simple three-grade arrangement. Air spec is the entry level grade with the headline-grabbing price of £32,995.
That gets you the smaller battery — the 81.4kWh unit is an extra £3,000.
It also gets you LED lights all round, keyless entry and start, the three-screen dashboard, heated front seats and steering wheel, adaptive cruise control and a reversing camera, among a laundry list of other things.
It’s an attractive entry price and generous starting spec but Kia reckons most buyers will opt for the £39,495 GT Line spec, which comes as standard with the larger battery. This adds larger wheels, ‘small cube’ LED lights, powered door handles, gloss black body trim and tinted rear glass. Inside there’s two-tone upholstery, powered lumbar support for the driver and wireless phone charging, plus a sliding centre console topper, which I’m not sure is any more useful than the extra storage space in the Air.
For £42,995, you’ll get the GT Line S, which brings a powered tailgate, Harman Kadron stereo, electrically adjustable, ventilated ‘premium relaxation seats’ and a head-up display. The rear seats are also heated and there’s a 360-degree parking camera along with remote parking and blind spot cameras.
Frustratingly, unlike Renault, a heat pump isn’t standard on the EV3. Even more frustratingly, it’s only an option on top-spec GT Line S which in a climate like the UK’s is unforgivable.
That spec-stupidity aside, Kia doesn’t seem able to put a foot wrong at the minute.
Its EV game has been getting stronger since the first e-Niro and the EV3 is yet another step on that progression, effectively burying the Niro EV in the process.
It’s not the most scintillating car to drive (but nor are its rivals) and the interior colour scheme is
PRICE: £39,495
TRANSMISSION: Single-motor, front-wheel-drive
BATTERY: 81.4kWh
POWER: 201bhp
TORQUE: 208lb ft
dubious but everywhere else it does exactly what it needs to.
The powertrain is punchy enough for a family vehicle and its large battery and excellent efficiency puts range anxiety in the rear-view mirror.
More than that, though, it offers hugely impressive levels of interior space and comfort along with advanced and useful technology that make it a convincing option for a one-car family.
And it does it for less than the car it is superseding. The top-spec model may be straying into ‘luxury car tax’ territory but in Air or GT Line spec, it represents a seriously attractive all-rounder.
TOP SPEED: 0-62MPH: RANGE: CONSUMPTION: CHARGING:
My Christmas wish would be for the government and automotive sector to realise that the EV transition isn't only about reaching net zero - it's about saving lives as well.
Roughly 36,000 people die every year as a direct result of air pollution, and over half of the UK’s domestic vehicle emissions were as a result of cars. It’s simply unacceptable that many are dragging their heels when this is the case.
The debate between EVs and petrol and diesel is pointless. It's clear that EVs are the answer - the only wish I have is that everyone would realise how important this goal is and band together to get behind it.
UK country manager at Omoda/Jaecoo
With UK consumers embracing the joy of EV motoring, and with EVs now an accepted mainstream choice of powertrain, my main wish for the year ahead is for the continued roll-out and expansion of the UK’s public charging network. Although the network has expanded by more than 40% this year, there is a still a way to go if we are to ensure that the network can keep up with the increased demands of the future.
With Christmas just around the corner we asked senior figures from across the EV landscape about their hopes and dreams for the industry in 2025
My wish for 2025 is for a clear road ahead for the charging sector. For the last couple of years due to policy changes, the general election, then the consultation government announced in November we’ve lacked clarity on key measures such as the ZEV mandate. And yet ChargeUK members have made huge strides in rolling out vital charging infrastructure in that time.
I’d like the government to set out clearly that the ZEV mandate is settled, that they will support our industry to stay ahead of demand and that they are committed to removing remaining barriers to connection.
“My EV-related wish for 2025 is to help more EV drivers to save money. At Ohme, we try and encourage EV drivers to switch to dynamic energy tariffs which can see a typical motorist run an EV for less than £10 a month.
Ohme has also been involved with several grid flexibility trials in 2024 and will continue to do so in 2025. These will help Ohme and energy providers to balance supply and demand on the grid while also helping EV drivers to earn rewards for simply plugging in their cars.
We need levelling up in the world of EVs. For someone with the tax breaks of salary sacrifice and off-street parking, switching to an EV is a no-brainer, practically and financially.
But for someone doing shift work, living in a tower block with no off-street parking, it is almost impossible financially and practically. Hence we need incentives to help those on lower incomes to snap up some of the used EV bargains with zero-interest loans or indeed targeted incentives. More community charging on streets, carparks, office or industrial car parks or supermarkets not used at night, would also help local residents. Reduced VAT on street charging would also help to level the playing field.
My one EV Christmas wish as 2024 draws to a close would be for the government to maintain its positivity, proactivity and ambition around the UK’s transition to Net Zero.
Decarbonisation, decentralisation and distributed energy have remained at the forefront of the conversation for a number of years now, and I believe that this has proven pivotal to accelerating national progress towards a cleaner, greener, more sustainable future.
Over the next 12 months, I’d like to see this ambition continue. This includes holding firm on ZEV mandate targets, as well as maintaining progress towards decarbonising homes and heating.
PHM’s greatest wish for 2025 is for the majority to recognise that while EVs aren’t perfect yet, they remain the best mobility solution available today. We hope to see EV advocacy triumph over the half-truths and misinformation spread by negative influencers. Unfortunately, satisfied EV users are less vocal than those who are disappointed, and defenders of combustion engines dominate the conversation among those resistant to change. The transition to EVs will be driven through proactive education, open conversations, great experiences and, hopefully, governments that actually provide clear, consistent support for EVs.
Ultimately, one thing I would like to see in 2025 is a much clearer vision from our government on what the plans are between 2030 and 2035. Pure ICE cars are due to be banned, but there's still uncertainty around hybrids and plug-in hybrids.
Fortunately, we are in good stead for the future with a wide, and constantly increasing, range of cutting-edge EVs consistently recognised as leaders in each of their respective segments. EVs, hybrids and plug-in hybrids have made up around 50% of our sales in 2024, giving customers plenty of choice, even if they don't yet feel ready to go fully electric. We need to know the government's plans for phasing out non-EV options, in clear and obvious terms.
My wish - and it is achievable - is for the government to be much louder in their support for EVs in 2025. They’ve allowed sections of the media and social media to construct a strong anti-EV narrative that has slowed both consumer demand and investment. Labour made much of electrification before the election and then fell reprehensibly silent. I’d like to see more EV-focussed policies like cutting the VAT on public charging, scrapping the VED Expensive Car Supplement on EVs and offering incentives to private buyers. The DfT also needs to launch a national campaign to rebut the most entrenched and mischievous myths and present the facts that have persuaded 1.2 million UK drivers to successfully fold battery-only electric cars into their lives.
My Christmas and New Year wish for the EV industry is the widespread adoption of autocharge and plug & charge technologies. These features eliminate the need for apps, cards, RFID tags, or even credit cards. With vehicles automatically identifying themselves and charging sessions seamlessly billed to the owner’s account, we’re looking at the future of destination charging. It’s all about convenience, simplicity, and reliability—making charging as effortless as plugging in and driving away. Let’s embrace these innovations and make 2025 the year of truly seamless destination EV charging.
My wish for 2025 is greater support for the large van fleet retrofit EV market. Retrofitting existing large vans with electric drivetrains is a practical, cost-effective way to accelerate decarbonisation while maximising asset value. It reduces waste, extends vehicle lifespans, and offers an affordable pathway for fleet operators to meet sustainability targets. However, for this market to thrive, we need clearer regulations, financial incentives and support for enabling technology, like what we are creating at BEDEO Group. By supporting the retrofit market, we can unlock significant emissions reductions and make sustainable transportation accessible for businesses, driving meaningful progress toward our climate goals. We have started to see progress in 2024, I hope 2025 continues in the right direction.
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But Abarth’s design team has done a good job. Lowering and widening the car definitely helps, as does chucking on some blingy 20-inch wheels and adding a new front end treatment. A shark-nose element sharpens up the car’s face, jutting out over a massive boxy front bumper inspired by the old Abarth 850 TC. The rear end has had a similar treatment. A decidedly square bumper and diffuser element work to sharpen up the 600e’s soft edges. There’s also a much larger rear spoiler which, like the bumper, wheels and front wings, features a bold scorpion graphic.
The package works as a whole to give an aggressive hot hatch air to the car which is carried over to the interior via a few key elements. The Abarth gets Sabelt sports seats as standard, with top-spec Scorpionissima models getting grippier versions finished in eco-leather and Alcantara. There’s also a two-spoke steering wheel wrapped in Alcantara and finished with a scorpion centre boss to enhance the sporty look, plus metal sports pedals. Abarth has also tinkered with the dials and infotainment system to add its own graphics and some performance-focused data displays.
Unfortunately, that’s where the Abarth treatment ends and the higher-quality elements highlight the cheaper materials used elsewhere in the cabin. Look past the Alcantara and the unique dashboard trim and the lower parts of the cabin are finished in some thin, shiny and cheap feeling plastics.
The Abarth also can’t magic up any extra space, so practicality remains an issue. Adults will fit in the front seats without complaint but legroom in the rear is tight and even taller children won’t be happy there for too long.
From launch there are two versions of the Abarth 600e which differ in technical as well as equipment levels.
The ‘regular’ Abarth 600e comes with 236bhp for a 0-62mph time of 6.2 seconds and a top speed of 124mph.
Above that is the Scorpionissima with 276bhp and a 0-62mph time of 5.9 seconds. Abarth says it will build just 1,949 versions of that – to mark the year the brand was formed – but I’d be astonished if that more powerful motor doesn’t become a permanent fixture in a different trim level.
I would be disappointed too, because with approaching 300bhp and some decent chassis work, the 600e is a surprisingly fun little car.
WHERE THE REGULAR FIAT IS BLOBBY AND SEDATE, THE ABARTH IS AGGRESSIVE, QUICK AND CHARACTERFUL
Like any reasonably powerful EV, the 600e darts away from a standstill but unlike a lot of sanitised models, it’ll do it with just a little squirm of torque steer like an old-school hot hatch. On the move, there’s a nicely measured throttle response and Scorpion Track mode deactivates braking regen so you have full control of when and how hard you brake via the four-piston Alcon units. It also slackens up the stability control to allow the car to move around more and you can – to a degree – steer the car on throttle.
There’s loads of grip from the Michelin Pilot Sport EV tyres that allow you to properly attack corners, and you can feel the Torsen mechanical LSD
doing its job as you get on the throttle early on the exit. The steering isn’t hugely communicative but it is well-weighted, and the Abarth 600e will change direction with speed and enthusiasm, and impressive levels of body control for a class that isn’t famous for it.
As a package, it feels lively and playful like a hot hatch should, certainly in the full-power Scorpion Track mode. Below that, Street and Turismo modes limit the power and dial back the aggression.
However, it’s important to note that a lot of my dynamic impressions were formed on-track in the
relatively risk-free environment of Abarth’s Balocco test circuit. We had far more limited time on the road to see how the fun aspect translates to more limited roads. And we were limited to the less powerful regular model. Still, on the road, the terrier-like willingness to dive into a corner and drag itself out again was evident and the Abarth still felt more lively than the ID.3 GTX I drove the following day.
On a practical front, the 54kWh battery should, claims Abarth, manage a measly 207 miles – a significant 45 miles less than the regular 600e. That’s in the lower-powered car on the eco tyres,
too. Opt for the 276bhp model on Michelins and it drops to just 199 miles. DC charging is also a relatively slow 100kW, which will give a 10-80% charge in a little over 30 minutes.
The Abarth 600e’s price is quite interesting. The regular 600e starts at £36,975 – about the same as a top-spec Fiat 600e. The limited run Scorpionissima is £41,975. That’s not exactly cheap for a small crossover but, in performance terms you do get plenty of bang for your buck.
The price difference between the two 600e trims is explained not just by the extra power but by
PRICE: £41,975
POWERTRAIN: Single-motor, front-wheel-drive
BATTERY: POWER: TORQUE: TOP SPEED:
0-62MPH: RANGE: CONSUMPTION: CHARGING:
some notable equipment changes. All versions get 20-inch alloys, LED lights, a 10.25-inch infotainment screen and seven-inch head-up display, plus automatic air con, wireless phone mirroring and keyless go.
However, only the top-spec car gets the ridiculous sound generator, powered tailgate, heated seats, keyless entry, reversing camera and autodipping headlights. It also gets a wealth of gloss black exterior trim, painted brake callipers and an extended ADAS package that includes adaptive cruise control.
What’s really interesting about the price is that it means the 600e with its extra, power, chassis tech and space is the same price as the smaller Abarth 500e, creating quite a problem for the little two-door model.
Often a ‘tuned’ version of a mainstream car is nothing more than a bit more power and some stupid bodykit. But the Abarth 600e is a surprise package that takes a very bog-standard car and turns it into something exciting.
Where the regular Fiat is blobby and sedate, the Abarth, especially in Scorpionissima trim, is aggressive, quick and characterful. It suffers the same practicality limitations and problems with cheap interior trim as the Fiat, but pours on enough charm and fun to compensate.
I haven’t been on many car events that start in a Morrisons cafe on a cold November morning, but that’s where my Genesis GV70 long-termer took me this month, all in the name of science.
Well, science might be pushing it but I and a handful of other Genesis keepers had gathered in a non-descript corner of Workington in the pursuit of knowledge. Viz: can you drive a GV70 from one side of England to the other and back on a single charge?
As I mentioned last month, range and efficiency don’t seem to be the GV70’s strongest suit, so I was intrigued to see how the Big Red Machine would fare, especially in the recent freezing conditions.
Hence half a dozen of us sitting about drinking supermarket tea while we fully charged our cars ahead of a 204-mile drive from Workington in the west to Whitley Bay in the east, and then back again.
None of us taking part in the drive were EV sceptics but there was still an element of doubt around the trip, especially given that this was the first ‘long’ trip in these cars for most of us and we were doing it during the first true cold snap of the winter, with temperatures that hovered around 2C.
Fully juiced and pre-warmed we did all the nerdy things EV journalists do, resetting trip computers, noting odometer readings and sucking in our breath at how much range we would lose if we activated the heating (15 miles, if you’re interested).
Genesis claims an official WLTP range of 286 miles for my AWD GV70 but I usually see around 235 predicted and the sudden cold snap dropped that further. Setting off, my car was claiming it could manage 224 miles, or 239 if I turned off the heating.
I refused to do that. Partly because I hate being cold but, more relevantly, because that’s not what most right-minded people will do unless they’re desperate. My only concession was to use the clever ‘driver only’ function so it didn’t waste energy heating empty parts of the cabin.
So with the air con set to 21C and the heated seat and steering wheel on (did I mention I hate being cold?), we set off from the Workington Shore car park overlooking the Irish Sea.
In truth, the coast-to-coast route via Carlisle, Haltwhistle and Corbridge isn’t the most challenging of drives. The route is a good mix of twisty A roads with some climbs and descents, plus a good few miles on the dual-carriageway A69. But apart from that high-speed stretch and a brief stint on the A1 there aren’t any hugely energy-sapping elements.
Our whole group travelled at the prevailing speed of the traffic around us, to reflect how owners will use the car rather than attempting some hypermiling heroics. The only concession to efficiency was a slightly lighter right foot when accelerating, and dropping 5-10mph below the limit on the dual carriageway just to save a little juice.
The result was that when I stepped out into the bracing seaside air of Whitley Bay, I’d managed a personal GV70 best of 3.2m/kWh and had 54% left in the battery – or 126 miles if the computer was to be believed.
After a brief lunch stop we were back on the road heading into the already setting sun and substantially more confident that we’d all make it back. So
confident, in fact, that I was happy to sit at 70mph along the dualled A69, and when the car pinged to warn it was down to 10% charge I didn’t even glance at the remaining distance. Generally higher speeds on the return leg hurt my efficiency slightly, meaning I only managed 2.9m/kWh.
Still, I made it back to the Workington Shore car park (decidedly less inviting after dark) with 17 miles of range left – just 3 miles off the car’s initial prediction. That’s pretty good when some cars I’ve driven recently have been out by 20 or more miles.
What isn’t brilliant is a real-world range of 220 miles. If I was paying £70,000+ of my own money, I’d expect more, especially when a £50k Kia with the same battery will break 300 miles. It does limit the GV70’s long-range credentials compared with alternatives, both premium and more mainstream.
Playing devil’s advocate, most people will probably need to stop for a break after a couple of hundred miles, anyway, and the 230kW+ charging means a topup takes very little time. But that’s a tougher sell than a better real-world range.
That Kia comparison and, more relevantly, the Genesis GV60 which took part in our challenge show up the shortcomings of the GV70’s shared platform and its bulkier design. The most efficient of our GV70s finished with 19% charge and 43 miles of range left. The one GV60 driver on our test finished with 34% and 68 miles of range to spare thanks to a more compact form and a platform designed to get more out of the same 77.4kWh battery.
All that said, heading into the colder months, our little coast-to-coast jaunt gives me confidence that whatever else we get up to with the GV70, I can rely on its accurate trip computer and ultra-rapid charging to see me right.
Arrived: Price as tested: Mileage since arrival: Average consumption:
Pivot has updated its Shuttle LT electric mountain bike, equipping it with a Bosch Performance Line CX Race Limited Edition motor, replacing the previous Shimano EP8 unit. Despite not adopting Bosch's latest Gen 5 motor, Pivot chose the Gen 4 Race motor for its high performance, offering 85Nm of torque, 600 watts of peak power, and up to 400% assistance.
The Shuttle LT Pro comes standard with a 750Wh PowerTube battery, with an optional 250Wh PowerMore range extender available for £450. The battery is integrated into the carbon frame and is designed to be removed only by professionals.
The bike's geometry has been refined rather than overhauled. It features a slackened head angle of 64 degrees (a 0.5-degree change), slightly shorter reach measurements across all sizes, and a lowered bottom bracket height by 7mm to 350mm. The seat tube angle is marginally slacker, now at 76.5 degrees on the medium size.
Designed with a mixed-wheel setup
(29-inch front and 27.5-inch rear), the Shuttle LT can be converted to a full 29-inch configuration using a flip chip. The bike offers 160mm of rear travel via the DW-Link suspension system, paired with a 170mm Fox 38 Factory fork featuring the latest GRIP2 damper.
The Shuttle LT Pro model boasts a high-end spec, including a SRAM X0 AXS rear derailleur with GX AXS Transmission chain and cassette, Shimano XT four-piston brakes, and DT Swiss Hybrid HX 1501 wheels wrapped in Continental Kryptotal tyres with soft rubber compounds and enduro casings.
Weighing in at 24.17kg for a size medium (with pedals), the Shuttle LT Pro carries a hefty price tag of £11,400. However, the investment translates into toptier components and impressive performance on the trails.
The Shuttle LT Pro delivers a lively and balanced ride, despite its significant suspension travel and weight. The DW-Link suspension provides an excellent balance between traction and support, allowing for confident handling on both technical climbs and descents. The bike feels agile and responsive, enabling riders to hop and maneuver with ease.
The Bosch Performance Line CX Race motor offers substantial power, making steep and technical climbs more manageable and enjoyable. The overrun feature, which continues to provide assistance after pedaling has stopped, is particularly beneficial when navigating uphill obstacles. The motor's power delivery is smooth and controllable, even in the highest "Race" mode.
During testing, the battery life proved adequate, with a full charge allowing for 36km of riding and 1,771m of climbing in Turbo mode. The bike's handling benefits from the refined geometry, feeling neither unwieldy nor overly heavy on the trail.
Pivot's new Shuttle LT Pro successfully combines a powerful motor, refined geometry, and high-quality components to deliver a fun and dynamic riding experience. While the price is steep, the performance and build quality make it a compelling option for riders seeking a top-of-theline electric mountain bike capable of tackling a variety of terrains with agility and confidence.
Electrifying commercial vehicles and HGVs is not just about the vehicles themselves – it involves a detailed consideration of how to keep them on the road without disrupting existing operations. Mer has the experience and knowledge to support you on this journey.
Download Mer’s free eguide for fleet managers to learn more about installing the right EV charging to keep your vehicles powered for their mission-critical journeys
Click here to find out more
Electric vans are a tricky business. Buyers want ever- increasing range from the battery pack, while cargo demands mean there’s got to be a large payload limit. A big battery pack and a 3.5-tonne gross vehicle limit means there’s always compromise.
The old eSprinter, which unhelpfully looks identical to this new eSprinter, compromised too far. A range of well under 100 miles meant a fully loaded van in midwinter would struggle to crack 50 miles. Mercedes has fixed that problem with the new van, but in doing so, has compromised in other areas.
You can have an eSprinter in two forms. I’ve got the keys to the 81kWh model, with a useful WLTP range of 167 miles. Splash out on the 113kWh option, and the range increases as far as a very handy 272 miles — ahead of the Ford E-Transit’s 249 miles and behind Renault’s new Master E-Tech and its 285-mile range.
There are two motor choices: an entry-level 134bhp unit or a more potent 201bhp option. Both provide 295lb ft of torque, and there’s no more than a 2% difference in the official range and only a 2% or so price difference.
Whatever model you pick, they can charge at 115kW from a suitable charger, so you should see a 10% to 80% top-up achieved in 32 or 42 minutes.
With just 167 miles in the ‘tank’ on my van, range anxiety kicked in a little, but despite some cold temperatures and long motorway runs, the eSprinter did itself proud. At the end of the week, it had re-
turned 2.0m/kWh, giving it a 162-mile range — just a rounding error away from the official figure.
Three driving modes help that. There’s no ‘sport’ mode, thankfully, with the options being limited to Comfort (for everyday driving), Eco (power is cut, responses are dulled), and Maximum Range (which is tediously restrictive). You can also alter the regenerative braking by flicking paddles behind the steering wheel, although no one-pedal driving option exists. Ride quality is surprisingly good, and the van is impressively quiet, even at motorway speeds, which will make for a more relaxing day for drivers.
Updating the eSprinter’s cab has added a load of tech, much of it accessible via the 10.25-inch infotainment screen. Unusually, it’s integrated into the dashboard, rather than stuck on top like an afterthought. Even more unusually, Mercedes hasn’t gone all-in on touchscreens, so there are plenty of physical buttons around the dashboard for many functions.
That said, the text on the buttons is small, and they’re placed a little haphazardly, making operating them on the move a little tricky. You could use the buttons on the steering wheel for many features, but that’s a touch-sensitive panel that reacts to touches when you don’t want it to (such as when you’re reverse parking) and resolutely refuses to operate when you want them to. Let’s go back to proper buttons, please.
One issue is that none of the touch-sensitive panels work when wearing gloves. That’ll frustrate drivers, especially those on multi-drop schedules, during winter.
Two trim levels are offered, Pro and Select, but there’s not much between them. The entry-level model, Pro, gets air conditioning, a heated driver’s seat, heated and electrically adjustable door mir-
rors, a reverse camera and cruise control. You’ll need the Select model for LED headlights, a more comfortable driver’s seat, and, bizarrely, cupholders.
I mentioned compromises earlier, so hold tight: In 3.5-tonne, 81kWh form, the eSprinter has a maximum payload of 646kg. Take a longer L3 model in Select trim, and it drops down to 490kg. That’s less than half of the payload in a new Renault Master. Want the big battery? That’s fine, but you’ll have to move beyond 3.5 tonnes. Yes, you’ll get more range, and payload limits on the 4.25t van of up to 1,003kg (still 600kg away from the 4.0-tonne
version of the Master), but you also enter a world of difficulties as an operator — tachographs, more stringent MOT regulations, driver’s hours, 56mph speed limiters, etc.
If you’re carrying something bulky and light — perhaps bubble wrap? — then the eSprinter will be great. If that’s you, there are two body lengths and one roof height, with the largest able to accommodate 14m3 of cargo — a little less than you can squeeze into a Master E-Tech or Movano Electric. At a smidge under 7m long, the L3 can take on extremely long loads, though, with a floor-length of 4,410mm.
Mercedes doesn’t make budget vans, so the £59,880 starting price shouldn’t surprise you. That gets you the 81kWh L3 model in Pro spec. Opting for an L2 or Select spec makes very little difference in price. It ramps up if you want the 113kWh battery pack, with prices from £73,260.
The plug-in van grant will knock £5,000 off that, but then it’ll also knock £5,000 off the Renault’s £42,500 price tag.
Mercedes has solved the range and performance issues of the eSprinter, but in this facelifted model, introduced an even more egregious problem. While UK legislation can be blamed to a degree, the fact that its rivals can carry substantially more payload for considerably less money without compromising range or performance suggests Mercedes has got its sums wrong. It’s a shame, as in isolation the eSprinter is an excellent van.
PHIL HUFF
PRICE: £63,750 plus VAT and OTR
POWERTRAIN:
Rear-motor, rear-wheel-drive
BATTERY: 81kWh
POWER: 201bhp
TORQUE: 295lb ft
TOP SPEED: 74mph
0-62MPH: N/A
RANGE: 167 miles
CONSUMPTION: 1.87m/kWh
CHARGING: up to 115kW
The new Renault Master E-Tech van is now available to order, with first deliveries expected before the end of the year.
The rival to the Ford E-Transit is priced from £37,500 before VAT but after the application of the plug-in van grant.
The fourth-generation model uses a new battery and motor setup to offer major improvements in range and power alongside major upgrades in convenience and safety technology.
Using a 141bhp/221lb ft motor and an 87kWh battery, the new model offers a range of up to 285 miles – a 20% improvement on the previous model and almost 40 miles more than Ford’s segment leader. A 130kW DC fast charge adds 142 miles of range in just 30 minutes, while a 22kW AC charger tops up the battery from 10% to 100% in just under four hours.
The new Master E-Tech comes in four body variants offering load spaces of between 11 and 14.8 cubic metres, a carrying capacity of between 1,074kg and 1,625kg, and a towing limit of 2.5 tonnes.
Kia has announced a new partnership with logistics specialists DHL to develop bespoke versions of its upcoming PV5 van.
The PV5 is Kia’s first light commercial vehicle and is designed to be an allelectric rival to vans such as the Ford E-Transit Custom and Volkswagen ID Buzz.
Under the new agreement, Kia will work with DHL Korea to identify the delivery firm’s specific needs and develop optimized versions of the PV5. The first results of the collaboration are models due to hit the roads in 2026.
Beyond the PV5, Kia also plans to develop customer-opitimised versions of the larger PV7 van, which will go on sale in 2027.
It also said it would use learnings from the partnership with DHL in its native Korea to offer optimised vans for customers in a number of other markets, including Europe.
Electric vans have shorter servicing times than petrol, diesel or hybrid models, according to new figures from fleet management specialist epyx.
The data, which tracks the first four years of vehicle life, shows that in the first year average servicing times for electric vans are 0.74 hours, followed by ICE at 1.05 and hybrid at 1.15. EVs continue to have the shortest service times in years two and three, although ICE performs best in year four.
Tim Meadows, CCO at epyx, said the data was restricted by the relatively low number of EVs on fleets at the moment but added: “What we are seeing is in line with what has long been predicted. There is a strong technical argument that while electric vans are more expensive to buy, their reduced number of wear parts should mean that they spend less time being serviced.”
The data also shows that total vehicle-off-road times are still higher for EVs, at 1.96 hours compared with 1.82 hours for ICE, something Meadows said could be down to relatively immature servicing infrastructure and parts supply for EVs.
Bus
operator Stagecoach has chosen VEV to fit high- powered EV charging stations at four of its UK depots.
The e-fleet specialist will fit the DC devices in Leamington, Nuneaton, Rugby, and Chesterfield, helping to power 150 all-electric buses on Stagecoach’s fleet.
VEV will also install solar power generation at the Chesterfield, Leamington and Nuneaton depots to help reduce Stagecoach's reliance on the national grid. The project has an estimated lifetime cost saving of more than £1 million.
At the same time, VEV will use its charging and energy management platform to support a new charger-sharing initiative being trialled by Stagecoach in Scotland.
The operator is testing the viability of allowing third parties to use its charging infrastructure at its depot in Aberdeen. The aim is to maximise use of the highpowered DC chargers when buses are out during the day, and offer other EV users additional charging options. If successful, the trial will be extended to another depot in Aberdeen and one in Perth, totalling 54 charge points.
It arrives alongside updates for its Stellantis stablemates: the Citroen e-Dispatch, Fiat E-Scudo, and Vauxhall Vivaro Electric, with all four vans (and the badge-engineered Toyota Proace Electric) sharing the same proven platforms, powertrains and tech.
The E-Expert faces some stiff competition, not least from its Stellantis stablemates - the Vivaro
outsold the Expert almost six to one last year. But this most competitive sector of the market also includes the Ford E-Transit Custom, and rivals from Maxus, Mercedes-Benz, Nissan, Renault, Toyota, and Volkswagen. So, does this update keep it competitive? Let’s dive in.
Despite very little changing, the E-Expert’s facelift is surprisingly successful. The exterior gains a bold new grille, complete with claw marks com-
The Peugeot E-Expert isn’t exactly new — it’s a facelift of an eight-year-old van, but a thorough one.
ing in from the headlights. And that pretty much covers the exterior changes.
Inside, the dated dashboard is replaced with a modern, if unexciting, layout. A 10.0-inch touchscreen dominates the centre, offering Android Auto and Apple CarPlay connectivity across all trims. Higher-spec Pro models add built-in navigation and other niceties. Drivers also get a 10inch digital instrument cluster, customisable to display essential (and some non-essential) data.
While the digital tech is the attention-grabbing update, minor upgrades, like a properly sized phone tray with a USB socket alongside, also address past frustrations. Little things.
The higher spec Asphalt trim (a meaningless name that sits above Professional) includes features like Dynamic Surround View, a digital rearview mirror
with an additional feed for the van’s blind spotsgreat on motorways, although the system’s angles can be less useful in tight urban spaces.
Everything is fine, if not exactly exciting, until you get to the driving position; the offset pedals and steering wheel create an awkward twist despite six-way adjustable seating, a moveable armrest, and steering that adjusts for reach and rake. All the cab improvements in the world can’t cover the fact that it’s simply uncomfortable.
Under the skin, the 50kWh battery is gone, leaving the 75kWh pack, although only 68kWh of that is usable. Depending on the spec, this larger battery provides a WLTP range of up to 219 miles. In real-world conditions with a 250kg load, the E-Expert managed around 163 miles — reasonable, though not outstanding.
The familiar 136bhp motor delivers 192lb ft of torque, which provides decent urban performance. It feels less sprightly with heavier loads, as you would expect, but a 0–62mph time of 14.3 seconds reflects its steady, rather than sporty, nature. While not fast, the low centre of gravity helps keep body roll in check, and the steering offers surprising precision for a van, making it quite fun to drive.
Charging isn't that fast, either, with 100kW DC capability, meaning topping up from 5% to 80% takes 45 minutes.
The Peugeot E-Expert carries over its cargo capabilities from the previous model unchanged. It
did once boast a class-leading payload of 1,001kg across all configurations, but rivals like the Ford E-Transit Custom and Renault Trafic E-Tech have surpassed it now.
Cargo space is less competitive. The L1 model offers 5.3m³, and the longer L2 stretches to 6.1m³, making the E-Expert the smallest in its segment. Load lengths range from 2,512mm to 2,862mm, with a width of 1,636mm and height of 1,397mm. High-roof options are absent, limiting volume but allowing the van to fit into height-restricted areas like multi-storey car parks or home garages.
Dual sliding side doors come as standard, along with barn-style rear doors, providing easy access
PRICE: £43,885 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 68kWh usable
POWER: 134bhp
TORQUE: 199lb ft
TOP SPEED: 81mph
0-62MPH: 14.3 secs
RANGE: 219 miles
CONSUMPTION: 3.22m/kWh
CHARGING: up to 100kW
for loading and unloading. Even though plenty of vans are larger, it'll still take two Euro pallets.
Starting at £41,210 (plus VAT and on-the-road costs), the E-Expert is one of the most affordable medium-sized electric vans. The XL variant adds just £800 for extra load space. It undercuts rivals, including the Ford E-Transit Custom and Maxus eDeliver 7, but the Renault Trafic E-Tech will save you a couple of thousand.
Entry-level models, badged as Professional, come well-equipped, with highlights such as a large infotainment screen with Android Auto and Apple CarPlay, air conditioning, cruise control, rear parking sensors, and automatic lights and wipers.
Upgrading to the Asphalt trim for an extra £2,675 adds more convenience, including navigation, Dynamic Surround View, under-seat storage, a loadthrough bulkhead, and a fold-flat passenger seat. Body-coloured bumpers and side mouldings enhance its visual appeal for image-conscious buyers.
However, the electric version, after the government's plug-in van grant, costs £10,000 more than its diesel counterpart. While running costs are lower, breaking even requires significant mileage. Leasing costs reflect this, with the electric model priced around £150 or so more per month than the diesel. Still, savings on fuel and taxes can offset the difference over time.
A year ago, the Peugeot E-Expert would have been a solid option, alongside its Stellantis twins, that I wouldn’t hesitate to recommend. But with new rivals like the Ford E-Transit Custom and Renault Trafic E-Tech raising the bar, it now falls into the “best of the rest” category.
That’s not to say it’s a bad van - its flaws, like the awkward driving position, are outweighed by strengths like a competitive price, decent real-world range, and near-class-leading payload. But it’s not the best.
PHIL HUFF
The original Soul EV was among the first truly ‘mainstream’ electric cars in the UK. With just 109bhp and a 27kWh battery, its specs are almost laughable now but its 132-mile range was class-leading at the time. Kia’s ambitions for it were modest –
100 to 200 sales per year – and it sold just 1,000 examples in four years through a network of just 19 specialist dealers, but the Soul EV helped pave the way for the wave of EVs that would follow.
If the Soul EV was a niche product aimed at very early adopters, the e-Niro was a full-on assault on the mainstream. Launched in 2019, it was a spacious and practical family SUV that brought major improvements over the Soul, with a 64kWh battery capable of up to 282
miles, and a 201bhp motor. Pricing of around £36,000 meant it was still expensive compared to a petrol version but it was more affordable than many EVs and that value, plus rave reviews, led to strong demand and long waiting lists.
While the first-gen Soul soldiered on after the arrival of the e-Niro, it was showing its age and limitations, so in 2020 Kia launched a new model with far more modern capabilities. Using the same battery and motor as the e-Niro, the new Soul EV took the stormtrooper-helmet-on-wheels look
even further to create a quirky alternative for those trying to stand out. To widen its appeal further, after launch Kia added a 32kWh ‘Urban’ version that dropped the price and the range, but the singular Soul remained a less popular choice than the E-Niro.
The Kia Stinger GT-S turned perceptions of the brand upside down when it arrived in a cloud of tyre smoke. It was a 300bbhp+ rear-wheel-drive saloon that proved this sensible family car maker could do silly things. But in the age of electrification, a 3.3-litre twin-turbo petrol engine isn’t
a great image, so Kia developed the EV6 GT as the spiritual successor to the Stinger. With 577bhp from two motors and enough torque to rip up Tarmac, it can crush the 0-62mph run in just 3.5 seconds, while still being a refined grand tourer. Just one that has a hidden drift mode...
In 2020 Kia dropped the first details of its large-scale electrification strategy –Plan S – and the following year revealed the first of its new EV models. The EV6 was a huge departure from the Soul and Niro. Not only was it far bigger and sleeker but it was built on an entirely new EV-only platform. This allowed for
a sea-change in technology, with a 77kWh battery capable of up to 328 miles, the option of powerful all-wheel-drive variants and 230kW charging that can add 70% charge in just 18 minutes. A facelift for 2025 brings new looks and even more range – up to 361 miles, courtesy of a new 86kWh battery.
The EV9 was another big step for Kia – the first Kia to start at more than £60,000. The brand justifies that price tag with one of the most competent and complete EVs on the market. This flagship seven-seater offers some of the most generous passenger space and equipment in the segment,
along with a choice of powertrains that offer up to 349 miles of range, and some of the fastest charging on offer. The gamble to go big has paid off, too, with the EV9 gathering awards from across the globe, including being named World Car of the Year 2024.
While we have to wait until 2026 for Kia’s first official electric supermini –the EV2 – Kia UK had some fun earlier this year with its own interpretation of the idea. Replacing the 1.3-litre engine in a 1996 Kia Pride with 20kWh of batteries and a first-gen Soul motor, the UK team created the Pride EV. The
one-off ‘socket rocket’ boosted power from 60bph to 107bhp and doubled the torque, while retaining the original five-speed manual gearbox. It also kept the comically small 12-inch steel wheels but, in homage to its GT cars, was finished in the EV6’s White Pearl paint with neon green interior trim.
Whether or not the EV9 needs a performance variant is debatable but it’s a sign of Kia’s confidence that it has decided to build one. The EV9 GT uses a two-motor setup to pack an impressive 501bhp, which gets this 2.6-tonne SUV from 0-60mph in just 4.3 seconds. There are bespoke
brakes, an e-LSD and active adjustable damping to help control all that power and the EV9 GT also gets the synthesised gear shifts and engine sounds found in the outrageous Hyundai Ioniq 5 N. Necessary? No. Intriguing? Definitely.
The EV3 is a brilliant demonstration of how far EVs in general, and Kia in particular, have come in the last decade. It’s a replacement for the Soul EV in the B-SUV segment and brings huge advances in every area. A massive 85kWh battery offers a range of up to 375 miles, a 10-80% charge
takes just half an hour, and safety and convenience systems have been borrowed from the more expensive EV6 and EV9. The boxy SUV shape brings class-leading space and, more importantly, starting at less than £33,000 it’s the same price as the Soul EV was back in 2020.
The PV5 represents an interesting new direction for Kia. Unveiled earlier this year and due to go on sale in 2025, it is the brand’s first entry into the competitive light commercial vehicle segment. Rather than mess about with diesel, Kia has gone all-electric from the outset with its first van, which
will compete with the likes of the Ford E-Transit Custom and VW ID Buzz in the growing eLCV sector, and will come in cargo and people carrier formats. Technical details are scarce but we know it will feature 150kW charging for rapid top-ups and is expected to have a battery capacity of around 64kWh.
The proportion of electric cars running out of charge has fallen to an all-time low, according to the AA.
The breakdown service has revealed that just 1.85% of all EV call-outs in 2024 were due to a car running out of charge – down from 2.26% in 2023.
The new data shows there has been an 80% drop in the proportion of out-of-charge call-outs since the AA started tracking numbers in 2015. In that first year, 8.26% of EV call-outs were for a flat drive battery but since then the number has been on a downward trend apart from small blips in 2017 and 2019.
The recovery service's president Edmund King OBE said the latest figures showed range anxiety should be a thing of the past.
He commented: “The AA has the biggest database of breakdowns in the UK and our figures clearly show that year on year the proportion of EVs running out of charge has dropped dramatically.
“In fact, in the last eight years the proportion of EVs running out of charge has dropped by about 80% which is due to an increase in the number of chargers and their reliability; better charge post support for customers; improved range on newer EVs; and better driver education and information.”
The AA deals with around 8,000 breakdowns every day, and just five or six related to an EV that’s out of charge. Often the vehicles are not actually out of charge but are low on charge, or not able to charge due to technical problems,
leaving the driver worried about getting to the next charger.
The AA predicts that within the next few years the proportion of out-of-charge breakdowns will fall to around 1%, in line with the proportion of call-outs for petrol and diesel cars that have run out of fuel. It has also found the top 30% of EV breakdowns are almost identical to petrol and diesel cars, with tyres, wheels and the 12V battery being the most common issues.
King added that better education would help address fears around EVs such as running out of charge. He said: “We understand why many drivers have been hesitant about switching to
EVs as it is a major change, but it is important that their decisions are based on accurate information.
“Once drivers have made the switch, the vast majority enjoy the ride and won’t go back. Now is a brilliant time to switch as both new and used EVs are massively discounted, full of exciting tech, and for those who can charge at home, the economics and savings are a no-brainer.
“Many drivers are excited about the technology that EVs offer but are still unsure about what it takes to own, charge and live with one. The EV transition is revolutionary, and drivers want clear leadership, authoritative advice, and support to help them on this journey.”
Daniel Forsberg, marketing manager at charger specialist CTEK, argues that we must look beyond the headlines for the real story of EVs' evolution
Read the room and you could be forgiven for thinking electric vehicles have shifted into reverse. Car manufacturers are shouting that they can’t meet mandated EV sale shares in time. Some politicians argue that the race to net zero is being run too fast, or even unnecessarily.
Plenty of commentators look at each month’s new vehicle sales data and interpret a slowdown as a terminal decline. Social media is a parked garage of fixed opinion that EVs are too expensive, too untrustworthy, too slow to charge and too short on range that they will never prevail.
The legacy manufacturers surely are feeling a pain of transition from petrol and diesel that the new wave of electric-only vehicle makers can only imagine. The old guard wants governments to relax, extend and de-penalise the timeframes and targets amid a perceived consumer rejection of the EV switch.
But is that what is really happening? Are there fewer and fewer consumers left who are willing and able to plug into EVs and who have not already done so? Are the disappearance of subsidies, discounts and other encouragement to choose EV shutting down the electric transport revolution?
Anyone tempted to surf this wave of scepticism should consider a different kind of curve. When new technology is introduced, it often follows Gartner’s ‘Hype Cycle’, a model that describes the maturity process of new tech.
After an initial period of inflated expectations, there is usually a phase of disappointment when the technology doesn’t immediately live up to the hype. This is where EVs are today – transitioning
from the cycle’s ‘trough of disillusionment’ to its ‘slope of enlightenment’ which rises toward expectation equalling reality. Despite short-term hurdles, we are entering a period of steady EV growth and maturity.
Part of the international discord over the outlook for EVs is amplified by the different maturity of various major markets. A month with bad news from the US echoes across to the EU. A dip in Swedish sales of new EVs reverberates beyond Sweden.
To see where we are all headed eventually, it can be instructive to look at perhaps the most mature EV nation – Norway. In September BEVs (battery electric vehicles) took more than 96 per cent of new car sales. And it was not a blip. BEVs had 94 per cent of new car sales in August and almost 92 per cent in July. Plugin hybrids (PHEVs) were at 1.1 per cent in September.
In Sweden, the proportion of newly registered EVs is predicted to exceed 60 per cent by 2025. This growth is driven by technological advancements, political initiatives and an expansion of charging infrastructure that is also accelerating rapidly. The EU plans to have more than one million public charging points by 2025. And in the US, tax credits have contributed $2 billion so far in 2024 to help buyers choose an EV.
Meanwhile in Germany, one month (August 2024) of woeful headlines about plunging EV sales is followed the next month (September) by articles about rising EV sales. The explanation is the ending of a German subsidy which saw a deadline boom in EV sales in August 2023 followed by a post-subsidy slump in September 2023.
Overall, new car sales are down in Germany but it is the EV that gets the headlines, not the melting ICE
sales. In September 31,115 purely diesel cars were registered, fewer than the 34,479 BEVs. But one need to look across the whole timeline, not just one month. In the UK there was a record number of new BEV registrations in September at 56,387, according to the Society of Motor Manufacturers and Traders (SMMT). That was up almost a quarter on the same month in 2023. Add in PHEVs, and the EV market share is more than a third of the total.
A bump in the UK road is revealed by fleet and other business buyers being behind much of those BEV sales. Year to date BEV demand from private buyers is down. In contrast to Norway, PHEVs are proving enduringly popular in the UK. Sales of PHEVs grew faster than any other fuel type.
That popularity is maybe reflected in the new UK government’s decision to allow sales of some new PHEVs until 2035 whilst reinstating to 2030 the previously relaxed ban on new cars running solely on petrol or diesel.
The direction of travel – in the UK, EU, US and elsewhere – is clearly towards EVs. New battery technologies, lower production costs and better and more plentiful charging infrastructure will all impel us along the EV road. Battery prices fell from over US$1,100 per kWh in 2010 to about US$156 per kWh in 2023. And BEV ranges keep increasing; Tesla has just launched a 436-mile long range Model 3.
Any blips in sales and satisfaction we are experiencing are not a sign of failure but rather an indication that the technology is maturing and finding its place.
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
+ The latest news and updates for everything Electric Home
The British Embassy in Manila has celebrated two significant milestones in UKPhilippines renewable energy cooperation, highlighting the United Kingdom's dedication to supporting the Philippines' transition to cleaner, greener power sources.
Over two consecutive events, the Embassy underscored this commitment. On 20 November, it hosted a celebratory dinner to spotlight the partnership between Citicore Renewable Energy Corporation and Actis, a UK-based infrastructure investment firm operating through its Southeast Asia renewable energy platform.
This dynamic collaboration involves the development of four new wind farms across Luzon and Visayas, with a combined capacity of 380 megawatts. Backed by an equity investment of $150 million, the partnership marks a substantial step forward in expanding the Philippines' renewable energy capacity. The projects, which have secured offtake agreements through the Department of Energy's Green Energy Auction
Programme (GEAP), exemplify the potential of international partnerships to advance clean energy initiatives.
The following day, on 21 November, Actis celebrated the groundbreaking of the Terra Solar Project in Nueva Ecija, poised to become the largest solar energy project in the Philippines. Developed by Solar Philippines New Energy Corporation and supported by Actis's substantial $600 million equity investment, the project will provide affordable, reliable, and sustainable power to millions of Filipinos. This venture reinforces the UK's role as a key partner in the Philippines' renewable energy transition and highlights Actis's long-term commitment to sustainable infrastructure in the region.
His Majesty's Ambassador to the Philippines, Laure Beaufils, commented: "The United Kingdom is proud to be a partner in the Philippines' renewable energy journey. These investments reflect our shared vision for a sustainable future and underscore the strong ties between our two nations. Projects like these not only provide clean energy to millions but also create opportunities for innovation and progress in the fight against climate change."
Both events demonstrated the transformative impact of UK-Philippines partnerships in renewable energy. The Embassy also celebrated Citicore's achievement in securing $12 million in UK investment through its initial public offering, further solidifying the UK's support for the Philippines' clean energy ambitions.
A new study reveals the Sofia offshore wind farm's £760 million contribution to the UK economy, supporting thousands of jobs and boosting local communities and the renewable energy sector.
translates to up to 2,000 direct and indirect jobs during peak construction, and over 80 long-term, high-skilled roles, predominantly locally based, to support the project throughout its more than 25 years of operation.
Tom Glover, UK Country Chair at RWE, said: "Offshore wind is not just about delivering clean power—it's about creating a ripple effect of positive change.
"The Sofia Offshore Wind Farm project demonstrates how renewable energy can boost economic growth, support the supply chain, and bring lasting benefits to local communities.
"By investing in skills, infrastructure, and community initiatives, we are ensuring that offshore wind delivers for the UK both today and in the future."
A recent study on the socio-economic impacts of the 1,400 MW Sofia offshore wind farm project has highlighted the significant value it is bringing to communities across the UK.
Conducted by Wavehill Social and Economic Research, the study estimates that during its development and construction phases, Sofia will generate around £760 million in gross value added (GVA) to the UK economy.
The project is supporting 8,810 full-time equivalent (FTE) person-years of employment, including 1,600 FTE person-years in Yorkshire and the Humber and 490 in the North East. This
By utilising a shared grid connection, these hubs can enhance efficiency, minimise land use, and reduce costs, the report indicates. Commissioned by Telis Energy UK, the study reveals that hybrid hubs could optimise energy transfer to the grid, generating power over 50% of the time. Experts note this is a significant increase compared to standalone renewable sources, with solar operating approximately 11% of the time and wind around 30-35%.
Integrating multiple technologies into a single energy hub maximises grid utilisation, potentially easing the backlog in grid connections while supporting the UK's clean energy objectives. Additionally, the report highlights that such hubs could lower wholesale electricity prices and balancing costs, offering savings for consumers.
Cornwall Insight's analysis also suggests that hybrid hubs could support future technologies like hydrogen production and small modular reactors, further expanding the UK's renewable energy portfolio. However, realising this potential will require new financing models and clear regulatory support from the government.
The project's investments are also creating a lasting legacy by helping to establish a pool of skills and specialisations that will benefit the broader industry in the future through outreach and engagement programmes. So far, the project has reached over 12,700 students from primary schools to universities to discuss STEM career pathways. Locally, the study considers investment in community initiatives that have a positive impact on the region's economy. The Sofia Construction Community Fund has already supported 23 local charities and projects addressing social isolation, poverty, and sustainability.
Hybrid clean energy hubs, which integrate multiple renewable energy sources such as battery storage, solar power, and onshore wind at a single grid connection, offer a promising solution to alleviate the UK's grid connection bottlenecks, according to a recent report by Cornwall Insight.
The UK's Energy Security and Net Zero Committee has launched an inquiry to explore how to build the workforce needed to support the country's clean energy transition.
The committee aims to address challenges in recruiting and retraining workers to meet the goals of a sustainable energy sector, including projects like retrofitting homes and businesses.
The inquiry will examine how the government can ensure a sufficient and skilled workforce for the clean energy mission by 2030 and beyond. Part of this effort includes assessing the role of the newly established Office for Clean Energy Jobs in aiding workforce planning.
This initiative follows concerns raised over previous schemes, notably the underperformance of the Green Homes Grant Voucher Scheme, which failed to meet its targets. The committee is keen to learn from past shortcomings to better shape future strategies.
Evidence is being invited on several key issues:
• How well does the government understand the skill requirements for decarbonising homes and businesses?
Cornwall has become the first local authority area in the UK to have more than 40,000 renewable energy installations, according to official figures released by the Microgeneration Certification Scheme (MCS).
The MCS, an organisation that monitors standards for renewable products and installations,
What is the optimal balance between utilising the existing workforce and recruiting new talent?
• How can private sector investment in training be incentivised?
By addressing these questions, the committee hopes to formulate effective policies that will support the UK's ambition to achieve its clean energy targets while fostering economic growth and job creation in the sector.
Cornwall becomes the first UK local authority to surpass 40,000 renewable energy installations, highlighting its commitment to carbon neutrality by 2030.
reported that Cornwall boasts 40,873 installations, including solar panels and heat pumps. To meet growing demand, the number of certified installers in Cornwall has risen to nearly 100.
Following Cornwall, MCS stated that North Yorkshire has the next highest number of installations with 30,688, Somerset ranks third with 29,988, Wiltshire is fourth with 24,237, and Aberdeenshire fifth with 21,086.
Within these figures, MCS noted that Cornwall has 29,179 solar panel installations and 9,801 heat pumps, which use electricity to warm buildings by absorbing heat from the air, ground, or water.
Councillor Martyn Alvey, Cornwall Council's cabinet member for environment and climate change, said that homes using renewable energy will play a "big role" in the county's carbonneutral ambitions.
"We are pleased to see the positive steps in the amount of renewable energy measures being installed to homes in Cornwall, through retrofitting and other improvements to make homes warmer, greener, and cheaper to run," Mr Alvey commented.
Cornwall Council declared a climate emergency in 2019 and is committed to becoming a carbonneutral local authority by 2030. As part of this commitment, the council is increasing the amount of renewable energy generated locally, with about 40% of the county's energy already coming from renewable sources.
Other projects earmarked by the council to help achieve this aim include planting 8,000 hectares (19,768 acres) of trees and hedges and protecting existing woodland and hedgerows throughout the county.
Prime Minister Keir Starmer has unveiled the Global Clean Power Alliance, a UK-led initiative that unites developed and developing countries in a mission to fast-track the global shift to clean energy. Announced at the G20 Summit in Rio de Janeiro, the alliance brings together countries including Brazil, Australia, France, Canada, and Tanzania, alongside key partners like the United States and the European Union.
The alliance is committed to achieving the COP28 goals of tripling renewable energy capacity and doubling energy efficiency worldwide. Its first major project, the Finance Mission, co-chaired by Brazil, aims to unlock private finance for clean energy projects in developing nations. This initiative will provide investment platforms and ensure clean finance flows to where it is most needed, leaving no country behind.
The UK has already cemented its role as a global clean energy leader. Since July, £34.8 billion in private investment has been poured into UK clean energy industries, creating thousands of jobs and reducing dependence on fossil fuels.
There are now 640,000 green jobs in the UK, a 20% increase since 2020, growing four times faster than overall employment. The government has also ended the de facto ban on onshore wind, pledged to halt new oil and gas licences, and launched GB Energy, a national clean power company.
Prime Minister Keir Starmer said: "The UK is already leading the way in the clean power transition – we’ve phased out coal power, lifted the ban on onshore wind and launched GB Energy – but we will not stop there.
"This is a once-in-a-generation opportunity to tackle the climate crisis head-on while delivering more jobs, growth and prosperity for people across the planet."
Brazil, a key ally in the alliance, will co-lead the Finance Mission, a partnership hailed as pivotal for scaling up clean energy investment. Foreign Secretary David Lammy underscored the urgency of global cooperation, calling the climate crisis "the greatest challenge the world faces." Energy Secretary Ed Miliband highlighted the strategic importance of clean energy to Britain’s future prosperity and energy security.
Miliband added: "The UK is back in the business of climate leadership. Our partnership with Brazil is a huge vote of confidence ahead of the crucial COP30 summit in Belem next year, sending a strong message that together we can accelerate the clean energy revolution."
As we bid farewell to 2024, it's astounding to reflect on the monumental strides made in home renewable energy technology over the past year.
From revolutionary solar panels to intelligent energy management systems, homeowners are now more empowered than ever to embrace sustainable living. Let's delve into the most significant advancements that have transformed the renewable energy landscape for residences across the UK.
One of the most talked-about breakthroughs of 2024 is the commercial viability of perovskite solar cells. These cells offer higher efficiency at a lower cost compared to traditional silicon-based panels. Manufacturers have overcome previous stability issues, leading to perovskite panels with efficiencies exceeding 25%.
Impact on Homeowners:
Affordability: Reduced production costs make solar installations more accessible.
Efficiency: Higher energy output from smaller surface areas suits urban homes with limited roof space.
Expert Insight:
Dr. Emily Hughes, a leading solar researcher, notes, "Perovskite technology has the potential to democratise solar energy, making it feasible for a wider range of households."
The surge in electric vehicle (EV) adoption has led to an abundance of used batteries. In 2024, companies have begun repurposing these "second-life" batteries for home energy storage. These systems are more affordable and environmentally friendly, reducing waste while providing reliable energy storage solutions.
Benefits:
Cost-Effectiveness: Lower price points compared to new battery systems.
Sustainability: Extends the life of batteries, minimising environmental impact.
Case Study:
The Johnson family in Birmingham installed a second-life battery system, reducing their reliance on the grid by 60% and saving hundreds on annual energy bills.
GRID INTEGRATION ENHANCES ENERGY EFFICIENCY
AI-Powered Energy Management Systems
Artificial intelligence has revolutionised how homeowners interact with energy consumption. AI-driven platforms now analyse usage patterns, weather forecasts, and energy prices in real-time to optimise energy use.
Features:
Predictive Analytics: Anticipates energy needs and adjusts settings automatically.
Dynamic Pricing: Utilises off-peak tariffs to reduce costs.
Industry Voice:
James Patel, CEO of GreenGrid Solutions, states, "AI integration into home energy systems is not just a trend but a necessary evolution towards smarter, more efficient homes."
Peer-to-Peer Energy Trading Becomes a Reality
Blockchain technology has facilitated secure and transparent peer-to-peer energy trading platforms. Homeowners generating surplus energy can now sell it directly to neighbours, fostering community-based energy ecosystems.
Advantages:
Monetisation: Turn excess energy into income.
Localised Grids: Reduces strain on national grids and promotes energy independence.
Success Story:
A neighbourhood in Bristol implemented a blockchain-based energy sharing scheme, resulting in a 20% reduction in collective energy costs and strengthening community ties.
Incentives Boost Adoption of Ground and Air Source Heat Pumps
In 2024, the UK government expanded incentives for installing heat pumps, recognising their importance in achieving carbon neutrality goals. Subsidies and tax credits have made these systems more attainable for average homeowners.
Impact:
Environmental: Significant reduction in household carbon emissions.
Financial: Lower heating costs over time due to high efficiency.
Government Perspective:
Energy Minister Caroline Lawson commented, "By supporting heat pump adoption, we're investing in a greener future and helping citizens reduce their energy expenses."
Home-Scale Hydrogen Storage Systems
Emerging technologies have introduced hydrogen as a viable medium for home energy storage. These systems convert surplus renewable energy into hydrogen, storing it for later use in fuel cells.
Benefits:
High Capacity: Stores more energy than traditional batteries.
Longevity: Hydrogen systems have longer lifespans with minimal degradation.
Expert Opinion:
Professor Alan Mitchell of the Renewable Energy Institute notes, "Hydrogen storage could be a game-changer, offering a sustainable solution to one of renewable energy's biggest challenges."
Integration and Interoperability
The trend towards integrating various renewable systems is expected to continue. Interoperability between solar panels, wind turbines, battery storage, and home management systems will provide seamless energy solutions.
Predictions:
Enhanced User Experience: Unified platforms for monitoring and control. Increased Efficiency: Systems working in harmony to optimise performance.
Legislative Support and Funding
Continued government backing through legislation and financial incentives will likely accelerate the adoption of home renewable technologies.
Anticipated Developments:
New Policies: Further incentives for zero-carbon homes.
Investment in Research: Funding for innovative technologies.
The advancements in 2024 have significantly lowered barriers to adopting renewable energy solutions at home. Technological innovations, coupled with supportive policies, have made it feasible and attractive for homeowners to invest in sustainable energy.
Key Takeaways:
Accessibility: More affordable options are available for diverse households. Efficiency: Improved technologies offer higher performance.
Community Engagement: Energy sharing and smart grids foster collective benefits.
As we move into 2025, the momentum shows no signs of slowing. With continued innovation and a collective commitment to sustainability, the future of home renewable energy looks brighter than ever.
MIGHT ASSUME THAT THEIR RENEWABLE ENERGY SYSTEMS ARE LESS EFFECTIVE.
However, with the right strategies and technologies, you can not only maintain but also optimise your home's energy efficiency during the colder months.
SOLAR PANEL MAINTENANCE AND OPTIMISATION CLEARING SNOW AND DEBRIS
Snow accumulation on solar panels can significantly reduce their efficiency. Regularly clearing snow, leaves, and debris ensures maximum exposure to sunlight. Use a soft-bristle brush or a specialised solar panel cleaning tool to avoid scratching the surface.
The sun sits lower in the sky during winter. Adjusting the tilt of your solar panels can enhance their exposure to sunlight. If your panels are on a fixed mount, consider consulting a professional
about adjustable racking systems that allow seasonal angle changes.
Advancements in photovoltaic technology have led to the development of panels that perform better in low-light conditions. If you're considering an upgrade, look for panels with a higher efficiency rating and better low-light performance.
THE BENEFITS OF HYBRID SYSTEMS
COMBINING SOLAR AND WIND ENERGY
Winter often brings stronger winds, making it an ideal time to supplement your solar energy with wind power. Hybrid systems that incorporate both solar panels and wind turbines can provide a more consistent energy supply throughout the year.
Not all wind turbines are created equal. For residential use, look for turbines designed for lower wind speeds, typical in urban or suburban settings. Vertical-axis wind turbines are often quieter and more suitable for residential areas.
Pairing your hybrid system with an efficient battery storage solution ensures that excess energy generated is stored for use during peak demand times or when generation is low.
INNOVATIONS
ADVANCED
Modern insulation materials, such as aerogel and vacuum-insulated panels, offer superior thermal resistance compared to traditional options.
Retrofitting your home with these materials can significantly reduce heat loss.
Upgrading to double or triple-glazed windows reduces heat transfer, keeping your home warmer and reducing the workload on your heating system. Look for windows with low-emissivity (low-E) coatings for added efficiency.
Smart thermostats learn your heating habits and adjust accordingly, ensuring efficient energy use. Zoning systems allow you to heat only the rooms you use, reducing unnecessary energy consumption.
CASE STUDIES OF WINTER OPTIMISED HOMES
THE THOMPSON FAMILY, YORKSHIRE
Facing high energy bills every winter, the Thompsons decided to act. They installed a hybrid solar and wind system and upgraded their home insulation. The result? A 40% reduction in their energy costs and a warmer, more comfortable home.
ECO-LODGE IN THE SCOTTISH HIGHLANDS
This remote lodge utilised advanced insulation materials and a ground-source heat pump system. By combining renewable energy generation with efficient heat retention, they've created a self-sufficient haven that's cosy even in the harshest winters.
An old townhouse was transformed into an energy-efficient masterpiece. Solar panels with adjustable mounts were installed, and the home was fitted with smart heating controls. The homeowners now generate most of their energy, even in winter, and have significantly reduced their carbon footprint.
Ensure all components of your renewable energy system are in good working order. Regular checks can prevent minor issues from becoming major problems.
Use energy monitoring tools to understand your consumption patterns. Identifying peak usage times can help you adjust habits to optimise efficiency.
Renewable energy technology is rapidly advancing. Staying informed about new products and innovations can provide opportunities to enhance your system's performance.
Winter doesn't have to be a time of energy inefficiency and high costs. By taking proactive steps to winter-proof your renewable energy system, you can enjoy a warm, comfortable home while maintaining sustainability goals. Whether it's through regular maintenance, embracing hybrid systems, or investing in insulation innovations, the strategies outlined above offer pathways to maximise efficiency during the cold months.
In the past, integrating renewable energy into homes often meant compromising on visual appeal. Bulky solar panels perched awkwardly on rooftops and conspicuous wind turbines in gardens were common sights. However, a transformative shift is underway.
Architects and designers are now fusing functionality with form, creating homes where renewable energy systems are not just necessary
additions but integral elements of aesthetic design. Welcome to the era where sustainability meets style.
THE EVOLUTION OF RENEWABLE DESIGN From Function to Form
Renewable energy technologies have advanced significantly, allowing for
sleeker designs and more versatile applications. The clunky solar panels of yesteryear have given way to streamlined modules, and wind turbines have evolved from industrial giants to elegant structures suitable for residential settings. This evolution reflects a broader trend in sustainable architecture: the belief that eco-friendly features should enhance, not detract from, a home's visual appeal.
Several factors contribute to this shift:
Technological Advancements: Innovations in materials and engineering have made renewable energy systems more adaptable to various designs.
Consumer Demand: Homeowners increasingly seek environmentally responsible options that do not compromise on aesthetics.
Regulatory Support: Governments encouraging sustainable building practices have spurred the industry to develop more attractive solutions.
INNOVATIVE MATERIALS AND TECHNOLOGIES
Solar Roof Tiles: Discreet and Efficient
Solar roof tiles, also known as solar shingles, are a game-changer. They replace traditional roofing
materials, blending seamlessly with the home's architecture while generating electricity.
Tesla Solar Roof: Perhaps the most famous example, Tesla's solar tiles mimic the look of conventional roofing materials like slate and terracotta.
Benefits: They offer a dual function—protection and energy generation—without the visual bulk of traditional panels.
Transparent Solar Windows: Harnessing Light Twice
Imagine windows that not only let sunlight into your home but also convert it into electricity.
How They Work: These windows are coated with photovoltaic materials that absorb ultraviolet and infrared light, generating power without obstructing the view.
Applications: Ideal for modern homes with large glass façades, they exemplify how renewable technology can be fully integrated into design elements.
Vertical Axis Wind Turbines: Sculptural Energy Sources
Unlike traditional horizontal-axis turbines, vertical axis wind turbines (VAWTs) are more compact and can be aesthetically pleasing.
Design Variations: Ranging from helical designs to artistic interpretations, they can serve as garden sculptures or architectural features.
Advantages: They operate silently and capture wind from any direction, making them suitable for urban environments.
INTEGRATING RENEWABLE SYSTEMS SEAMLESSLY
Architectural Planning
Incorporating renewable energy systems at the design stage allows for a harmonious integration.
Roof Orientation: Designing roofs with optimal angles for solar exposure enhances efficiency and visual coherence.
Structural Considerations: Building walls or façades that accommodate solar panels or green walls ensures these elements feel intentional.
Material Selection
Choosing materials that complement renewable technologies enhances the overall aesthetic.
Complementary Colours: Selecting panel colours that match or contrast pleasingly with roofing materials.
Textural Harmony: Using similar textures between renewable components and traditional building materials.
Landscape Design
Renewable energy can extend into the garden, blending with natural elements.
Solar Garden Lights: Functional and decorative, they enhance outdoor spaces while being eco-friendly.
Integrated Wind Sculptures: Wind-powered kinetic sculptures add movement and generate small amounts of power.
Architect Sarah Greenwood
Specialising in sustainable design, Sarah believes that renewable energy should be invisible yet impactful.
"Our goal is to make renewable systems feel like a natural part of the home. When designed thoughtfully, these elements enhance the property's beauty and the owner's connection to their environment."
Designer Michael Chen
Michael focuses on integrating technology and aesthetics.
"Advancements in materials have opened up possibilities we couldn't have imagined a decade ago. We're no longer limited to retrofitting; we can now design with renewables at the forefront."
The Solar Seamless Home, Cornwall
This coastal property showcases how solar integration can be both subtle and stunning.
Design Features: The home uses solar roof tiles that match the local slate, maintaining the region's architectural heritage.
Outcome: Achieves energy self-sufficiency without compromising on style, blending into the picturesque landscape.
The Wind House, Norfolk
An example of innovative wind energy integration.
Design Features: Incorporates VAWTs designed as garden sculptures that complement the property's modern aesthetic.
Outcome: The turbines generate enough power for the home, and their artistic design has become a talking point among visitors.
The Glass House, London
An urban residence utilising transparent solar technology.
Design Features: Floor-to-ceiling solar windows provide abundant natural light while generating electricity.
Outcome: Demonstrates that even in densely populated areas, renewable energy can be stylishly integrated.
TIPS FOR HOMEOWNERS
Start with a Vision
Consult Professionals: Engage architects and designers who specialise in sustainable aesthetics.
Set Clear Goals: Determine your priorities—be it energy generation, visual appeal, or both.
Research Products: Stay informed about the latest materials like solar tiles and transparent photovoltaics.
Sample Visuals: Request images or visit installations to see how these materials look in real settings.
Assessment: Evaluate how existing structures can accommodate renewable systems without appearing tacked on.
Custom Solutions: Sometimes bespoke designs are necessary to achieve the desired aesthetic.
Blend with the Environment
Natural Integration: Use colours and materials that complement the surrounding landscape.
Cultural Sensitivity: In heritage areas, ensure designs respect local architectural styles.
The trend is moving towards designs where renewable energy is not an afterthought but a core element.
Biophilic Design: Incorporating natural elements to create harmony between the home and its environment.
Smart Integration: Using technology to control and optimise energy use subtly.
Attractive renewable installations can inspire neighbours and communities.
Education: Visually appealing systems pique interest and encourage discussions about sustainability.
Collective Action: Aesthetic acceptance can lead to broader adoption of renewable technologies in neighbourhoods.
Challenges:
Stability: Perovskite materials can degrade when exposed to moisture and heat, affecting longevity.
Technological advancements are accelerating, and homeowners are increasingly empowered to take control of their energy consumption.
From groundbreaking solar technologies to revolutionary energy storage solutions, the coming year promises to bring innovations that could redefine sustainable living.
NEXT-GENERATION SOLAR MATERIALS: THE RISE OF PEROVSKITE CELLS
Perovskite solar cells are a new class of photovoltaic technology that has garnered significant attention for their potential to outperform traditional silicon-based panels. Made from a family of materials with a specific crystal structure, perovskite cells offer high efficiency at a lower production cost.
Benefits:
Higher Efficiency: Perovskite cells have achieved efficiency rates exceeding 25% in laboratory settings.
Flexible Applications: Their lightweight and flexible nature allows for integration into windows, façades, and even wearable devices.
Lower Costs: Simpler manufacturing processes could reduce the price of solar installations for homeowners.
Scaling Up: Moving from lab-scale to mass production presents technical hurdles.
Industry Insight:
Dr. Laura McKenzie, a solar energy researcher, notes, "If we can overcome the stability issues, perovskite solar cells could revolutionise the market, making solar energy more accessible and efficient."
HOME HYDROGEN FUEL CELLS: A NEW FRONTIER IN ENERGY STORAGE
Hydrogen fuel cells convert hydrogen gas into electricity, producing only water and heat as by-products. For homes, this means a clean and efficient energy source that can be stored and used on-demand.
Benefits:
Energy Independence: Produce and store your own hydrogen using surplus renewable energy.
Zero Emissions: A completely clean energy cycle with water as the only emission.
High Efficiency: Fuel cells are more efficient than combustion-based power generation.
Challenges:
Infrastructure: Requires installation of hydrogen production and storage equipment.
Safety Concerns: Hydrogen is highly flammable, necessitating strict safety measures.
Cost: High initial investment compared to traditional storage solutions.
Preparing Your Home:
Consult Professionals: Engage with certified installers who specialise in hydrogen systems.
Space Requirements: Ensure adequate space for equipment installation, preferably outdoors.
BLOCKCHAIN AND PEER-TO-PEER ENERGY
Blockchain technology enables secure and transparent transactions without a central authority. In the energy sector, it facilitates peer-to-peer (P2P) energy trading, allowing
homeowners to buy and sell excess renewable energy directly with each other.
Benefits:
Monetise Surplus Energy: Sell excess energy back to the grid or neighbours.
Community Engagement: Foster a local energy ecosystem, promoting sustainability.
Transparency: Immutable records ensure fair and accurate transactions.
Challenges:
Regulatory Hurdles: Energy trading regulations may vary, requiring compliance with local laws.
Technical Complexity: Requires smart meters and blockchain platforms to be in place.
Getting Involved:
Join Pilot Projects: Look for community initiatives or companies offering P2P platforms.
Upgrade Metering Equipment: Install smart meters compatible with blockchain technology.
ADVANCED ENERGY MANAGEMENT SYSTEMS WITH ARTIFICIAL INTELLIGENCE
Artificial intelligence (AI) is taking smart home technology to new heights. AI-powered energy management systems analyse consumption patterns, weather forecasts, and energy prices to optimise energy use automatically.
Benefits:
Personalised Optimisation: Tailors energy usage to your habits and preferences.
Cost Savings: Reduces energy bills by shifting usage to off-peak times.
Integration: Seamlessly connects with various home devices and renewable systems.
Challenges:
Privacy Concerns: AI systems collect data, which raises privacy and security considerations.
Initial Setup: May require professional installation and configuration.
Steps to Embrace AI Energy Management: Research Products: Look for reputable systems with strong privacy protections.
Professional Consultation: Work with experts to ensure compatibility with existing devices.
ENERGY STORAGE BREAKTHROUGHS: SOLID-STATE BATTERIES
Solid-state batteries replace the liquid electrolyte found in traditional lithium-ion batteries with a solid material. This innovation promises higher energy density, faster charging times, and improved safety.
Benefits:
Increased Capacity: Store more energy in a smaller space.
Safety: Reduced risk of fires and thermal runaway.
Longevity: Longer life cycles mean fewer replacements over time.
Challenges:
Production Costs: Currently more expensive to produce than conventional batteries.
Availability: Still in developmental stages for mass-market home storage solutions.
Future Outlook:
As manufacturing processes improve, solidstate batteries are expected to become more accessible and affordable for residential use.
THE INTEGRATION OF ELECTRIC VEHICLES (EVS) INTO HOME ENERGY SYSTEMS
V2G technology allows electric vehicles to discharge electricity back into the home or grid, effectively turning your car into a mobile energy storage unit.
Benefits:
Dual Purpose: Your EV becomes both transportation and a backup power source.
Energy Arbitrage: Charge during low-rate periods and use or sell energy during peak times.
Grid Support: Helps stabilise the grid by providing additional energy resources.
Challenges:
Battery Degradation: Increased cycling may affect the lifespan of your EV battery.
Infrastructure Needs: Requires compatible charging equipment and grid systems.
Implementing V2G:
Check Compatibility: Ensure your EV model supports V2G functions.
Install Appropriate Chargers: Invest in bidirectional chargers compatible with your vehicle and home system.
BIOPHILIC DESIGN AND GREEN ROOFS
Biophilic design incorporates natural elements into living spaces, enhancing wellbeing and sustainability. Green roofs covered with
vegetation provide insulation, absorb rainwater, and improve air quality.
Benefits:
Thermal Regulation: Natural insulation reduces heating and cooling needs.
Biodiversity: Supports local ecosystems and promotes urban greening.
Aesthetic Appeal: Creates visually pleasing environments.
Challenges:
Structural Support: Roofs must be able to support the additional weight.
Maintenance: Requires ongoing care to sustain plant health.
Getting Started:
Professional Assessment: Consult architects or engineers to evaluate feasibility.
Choose Appropriate Plants: Select native species suited to your climate.
PREPARING FOR THE FUTURE: HOW HOMEOWNERS CAN PARTICIPATE
Stay Informed:
Follow Industry News: Keep up with the latest developments through reputable sources.
Attend Workshops and Webinars: Gain knowledge from experts and early adopters.
Financial Planning:
Budget for Upgrades: Allocate funds for future investments in renewable technologies.
Seek Incentives: Research government grants, tax credits, and subsidies.
Engage with Community Initiatives:
Join Local Groups: Participate in sustainabilityfocused organisations or community projects.
Collaborate: Share experiences and resources with neighbours.
INSIGHTS FROM INDUSTRY LEADERS
Expert Opinions:
Emma Watson, Renewable Energy Analyst: "The convergence of technologies like AI, advanced materials, and blockchain is creating a synergy that will propel home renewables into a new era."
Michael O'Leary, Sustainable Architect: Integrating natural elements and cutting-edge tech isn't just a trend—it's the future of holistic, sustainable living."
CONCLUSION: EMBRACING THE RENEWABLE REVOLUTION
The innovations on the horizon for 2025 represent more than just technological advancements; they signify a shift towards a more sustainable and self-sufficient lifestyle. By staying informed and proactive, homeowners can position themselves at the forefront of this renewable revolution.
The festive season is upon us, and as we deck the halls and trim the trees, many of us are also pondering the perfect gifts for our loved ones. This year, why not make your gifts count for more than just a moment of joy? By choosing eco-friendly and sustainable tech presents, you can delight your friends and family while also contributing to a greener planet.
Why It's Eco-Friendly
Solar chargers utilise renewable energy from the sun, reducing reliance on electricity generated from fossil fuels. They're perfect for those who are always on the go and need to keep their devices charged without harming the environment.
Top Picks
Predictive Analytics: Anticipates energy needs and adjusts settings automatically.
Dynamic Pricing: Utilises off-peak tariffs to reduce costs.
Price Range Starting from £30, making it an affordable and practical gift option.
According to the Waste and Resources Action Programme (WRAP), the UK produces around 30% more waste during the festive period. By choosing sustainable gifts, you're actively contributing to waste reduction.
Why It's Eco-Friendly
Smart home devices can significantly reduce energy consumption by optimising the use of electricity, heating, and lighting in the home.
Top Picks
Nest Learning Thermostat: Adapts to your schedule to heat your home efficiently, saving energy and reducing bills.
Philips Hue Smart Lighting: LED bulbs that can be controlled remotely, scheduled, and dimmed to save energy.
Price Range
Nest Thermostat: Around £200
Philips Hue Starter Kit: Starting at £70
Why It's Eco-Friendly
Appliances with high energy ratings consume less power, leading to lower electricity bills and a reduced carbon footprint.
Top Picks
Eco Kettle by Russell Hobbs: Boils only the amount of water needed, saving up to 66% energy compared to standard kettles.
Bosch Series 6 Eco Dishwasher: Uses less water and energy without compromising on performance.
Price Range
Eco Kettle: Approximately £30
Bosch Dishwasher: Starting from £400
4. Reusable and Sustainable Accessories
Why It's Eco-Friendly
Single-use plastics and disposable items contribute massively to environmental pollution. Reusable products reduce waste and encourage sustainable habits.
Top Picks
KeepCup Reusable Coffee Cups: Made from tempered glass or BPA-free plastic, perfect for coffee lovers.
Beeswax Food Wraps: An alternative to cling film, these wraps are biodegradable and reusable.
Price Range
KeepCup: From £10
Beeswax Wraps: Packs starting at £15
5. Bamboo Tech Gadgets: Natural and Biodegradable
Why It's Eco-Friendly
Bamboo grows quickly and doesn't require pesticides, making it a sustainable material for various products.
Top Picks
Bamboo Wireless Keyboard and Mouse: Stylish and eco-friendly, these peripherals add a natural touch to any desk.
Bamboo Bluetooth Speaker: Combines great sound quality with a sustainable build.
Price Range
Keyboard and Mouse Set: Around £50
Bluetooth Speaker: Approximately £40
Why It's Eco-Friendly
E-readers reduce the need for physical books, saving paper and the resources associated with printing and distribution.
Top Picks
Amazon Kindle Paperwhite: Features a highresolution display and weeks-long battery life. Kobo Clara HD: Supports multiple file formats and has adjustable colour temperature for night reading.
Price Range
Kindle Paperwhite: Starting at £120 Kobo Clara HD: Around £110
Why It's Eco-Friendly
Made from biodegradable or recycled materials, these accessories prevent additional plastic waste.
Top Picks
Pela Phone Cases: 100% compostable cases made from plant-based materials.
Nimble Wireless Chargers: Made from recycled aluminium and plant-based bioplastics.
Price Range
Pela Cases: From £25
Nimble Chargers: Starting at £40
Opting for eco-friendly gifts has a ripple effect on the environment: Reduces Carbon Footprint: Energy-efficient devices consume less power. Minimises Waste: Reusable and biodegradable products reduce landfill. Promotes Sustainable Practices: Encourages recipients to adopt greener habits.
Enhance your green gifting by wrapping presents sustainably: Use Recycled Wrapping Paper: Look for paper made from recycled materials or reuse brown paper bags.
Avoid Glitter and Foil: These materials aren't recyclable.
Fabric Wrapping: Try the Japanese art of Furoshiki, using cloth to wrap gifts. Natural Decorations: Use twine, dried oranges, or sprigs of holly instead of plastic ribbons.
Consider purchasing from local artisans and companies that prioritise ethical production:
Handmade Gifts: Support local craftsmen who use sustainable materials. Fair Trade Products: Ensure that your gifts are produced under fair working conditions.
80% reduction in embodied carbon - delivered
Three local roads in the North-East of England have become what we believe are the UK’s lowest carbon road resurfacing schemes. By combining material and plant technology, carbon emissions were reduced by 80% compared to conventional approaches.
