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Allstar One Electric. Got yours yet?
Allstar One Electric
I can’t believe it’s February already.
January seems to have whipped past in a flash. Or in the whirlwind of storms which left me without power but with the opportunity to test one of my longterm Genesis GV70’s neatest features.
You can read how the Big Red Machine’s clever tech came to the rescue during Storm Eowyn on p26.
On a more serious note, along with Storm Eowyn, the last few weeks have brought a storm of positive news for the EV world. Whole-year figures from the SMMT show new EV sales were at record levels, with used sales rocketing as well.
On top of that, Zapmap reported a record-breaking year for the public charging network, with more than 1,600 new devices installed every month (p6). And, as we cover on p7, the government is about to invest £65m in helping expand it even further.
What’s more, if you turn to p42, you can read about the latest study showing that EVs are more reliable and just as long-lived as petrol or diesel cars, putting to bed that persistent falsehood that EVs won’t last as long as ICE cars.
So there’s plenty to be positive about.
As we went to print, rumours also surfaced that the government might be considering subsidising private EV purchases by underwriting low-interest or zero-interest loans. Despite the arrival of more and more affordable EVs such as the Renault 5 (p7) and the £21,000 Fiat Grande Panda, price remains
a concern when it comes to EVs, especially among private owners. Steps to address this will not only be good news for buyers but for car makers as well, who have been calling for months for some sort of government support to stimulate the private market.
Despite all the positives, there remain voices determined to shout down EVs and play up or even invent negative stories. Which is why the work of Electric Vehicles UK is so important. As its co-founder Dan Caesar explains on p10, with anti-EV scaremongering still rife, the EV world needs a voice to fight back, counter the misleading coverage and provide a positive message to motorists. While the car makers and charging industries both have vocal representatives to fight their particular corners, hopefully EVUK will be able to represent the smaller players and be more outspoken in challenging the misinformation and negativity we still face.
I’ll get down off my soapbox now but stay positive.
Closer to home, I’m delighted to say that the EV Powered team has grown, with the arrival of George East as our new news and features journalist. George will be helping us across all aspects of EV Powered as we look to expand our offering to you with more news, more in-depth features and more reviews in print, online and via our Youtube channel and segmentleading podcast. If you aren’t already subscribed to our various channels and email newsletter, then please take a moment to do so to ensure you keep up to date with all the latest developments in the EV world.
Until next month, enjoy the read.
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As the name suggests, the new model is an all-electric replacement for the Japanese firm’s ageing 6 saloon, and is set to rival the Tesla Model 3, Polestar 2 and Hyundai Ioniq 6.
Based on the EZ-6 already on sale in China, it will go on sale in Europe in 2025 before arriving in the UK in early 2026. It will sit alongside the MX-30 as Mazda slowly begins to expand its EV line-up.
The rear-wheel drive fastback will be offered with two marginally different powertrains. The more performance-leaning model packs a 254bhp motor and 68.8kWh battery offering a range of up to 300 miles and a 0-62mph time of 7.6 seconds.
For buyers looking for extra range, there’s an 80kWh variant that also features a less powerful 241bhp motor to improve efficiency. In that guise, the Mazda6e will cover a useful 345 miles and go from 0-62mph in 7.8 seconds.
Both versions pack 236lb ft of torque and feature 200kW DC charging, allowing for a 10-80% top-
up in just 22 minutes for the smaller battery and around 45 minutes in the longer-range model.
Despite being based on a Chinese model, Mazda says the 6e’s steering, suspension and braking have been carefully recalibrated to suit UK and European driving styles.
At 4.9m long, the Mazda6e is roughly 10cm longer than outgoing petrol-powered 6 and Mazda says it brings the next evolution of its Kodo ‘Soul of Motion’ design philosophy. Unlike the 6, the Mazda6e is fastback with a hatchback tailgate rather than a traditional saloon boot. In keeping with Mazda’s pared-back design approach, the Mazda6e features smooth flowing lines enhanced by touches such as flush-fit door handles.
The car’s front end features illuminated ‘wings’ around the grille which are animated to ‘flutter’ when the car is charging. At the rear, the upswept tail includes a full-width light bar and extended spoiler for improved high-speed stability.
Mazda has unveiled its second EV for Europe – the Mazda6e –promising up to 258bhp and a range of more than 340 miles.
Inside, the Mazda6e’s cabin looks and feels airy thanks to a panoramic sunroof and a floating centre console and instrument panel. Mazda’s usual focus on premium materials is in evidence, including the use of tan Nappa leather in the topspec Takumi Plus model.
Like many rivals, the Mazda6e ditches the company’s usual sensible physical controls, relegated everything to a 14.6-inch central touchscreen. This is supplemented by a 10.2-inch digital instrument display ahead of the driver and an augmented reality head-up display.
Commenting on the car’s reveal at the Brussels Motor Show, Jeremy Thomson, Mazda UK’s managing director, said: “The Mazda6e is the car our dealers have been waiting for. With a nod to the popularity of the Mazda6, it’s a real statement of intent for the future and illustrates how Mazda can bring great design, technology and style to battery electric vehicles.”
The UK saw a record year of growth in its public charging network in 2024, according to the latest data.
Analysis of the country’s infrastructure by Zapmap reveals that more than 20,000 new charge points were installed last year as the rate of installation accelerated again.
At the end of December 2024 there were 73,699 public charging points available – an increase of 38% compared with the end of 2023.
New devices were added at an average rate of 1,650 per month in 2024, up from 1,400 per month in the previous year.
Growth was particularly strong in the ultra-rapid segment (150kW+), according to the mapping service’s data. Thanks to their increasing popularity at motorway services and other high-traffic destinations such as retail parks, the number of ultra-rapid devices jumped 84%. There are now more than 7,000 150kW+ chargers, with a total of more than 14,000 ‘rapid’ devices (over 50kW).
The figures also showed that the number of largescale charging hubs – those with six or more 50kW+ chargers – more than doubled from 264 at the end of 2023 to 537 at the end of 2024. These hubs are seen as vital for en-route charging as the number of EVs on the UK’s roads increases.
The news comes just weeks after the National Audit Office reported that England was on track to meet the government’s target of 300,000 chargers by 2030. However, the NAO report warned of a stark geographical split and said there was a risk rural and more remote areas could be left behind.
Zapmap’s data shows that while the provision of on-street chargers has grown, 72% of these chargers are concentrated in Greater London. It cautioned that overall local provision remained ‘variable’ but said with the expected completion of more projects funded by the Local Electric Vehicle Infrastructure (LEVI) programme, the
spread of devices should improve towards the end of 2025.
Melanie Shufflebotham, co-founder and COO at Zapmap, said: “Last year was another record year for charging infrastructure growth with en-route charging points in particular being installed ahead of the growth in electric vehicle sales.
“As we move into 2025, we can expect to see the benefits of the PCPR consumer regulations coming into effect combined with the impact of LEVI-funded projects reaching local authorities and bringing more equitable access to charging devices.
“Confirmation on a strong and clear ZEV mandate, following the government’s recently communicated consultation, will also help to bring certainty and confidence to both infrastructure providers and UK drivers that the transition is happening now.”
Skoda has announced that its updated allelectric Enyaq SUV will start at £39,000 when UK sales begin in the second quarter of 2025.
Recently updated, the new Enyaq features the carmaker’s new ‘Modern Solid’ design language, and is available in three trim levels – SE L, Edition, and Sportline.
The SE L starts at £39,000 and is available only in SUV body style, with a 60kWh battery capable of returning 268 miles, and a single rear motor.
The mid-tier Edition is available with either the 60kW battery – badge 60 – or a 77kW battery – badged 85. In SUV form, the Edition starts at £40,100
for the 60, and £44,300 for the 85. Prices for the Edition 85 Coupe start at £46,200.
The flagship SportLine is all-wheel drive only, and priced from £48,750 for the 85x SUV, and £50,650 for the 85x Coupe.
Cars with the 77kW battery can charge at up to 175kW, achieving a 10% to 80% charge in 28 minutes. In SUV form that battery is capable of delivering up to 359 miles, while the Coupe can cover up to 365 miles.
charging is critical to ensure nobody is left behind on the UK’s electrification journey, with millions of drivers without access to driveways reliant on an effective public charging network.
The UK Chancellor Rachel Reeves has announced a £65 million investment in the UK’s public charging network via Connected Kerb.
The National Wealth Fund will supply £55m, with a further £10m provided by Aviva and is intended to more than quadruple the number of Connected Kerb on-street chargers from 9,000 to 40,000.
Connected Kerb specialises in AC kerbside charging, which is seen as a vital component in the expansion of the UK’s public charging network alongside faster en-route chargers.
Vauxhall has campaigned for better on-street charging and its managing director James Taylor welcomed the funding but said it must be carefully focused. He said: “Support for kerbside
“Whilst the number of charge points is increasing the vast majority of on-street residential chargers are currently in the capital. We need to ensure that these new chargers get installed in the towns and streets where they will get used.”
Orders have opened for the new Renault 5 E-Tech. Available in three trims and with a choice of two powertrains offering up to 253 miles of range, the all-electric supermini is priced from £22,995.
The Ford Mustang Mach-E EV outsold its petrol-powered Mustang sibling for the first time in 2024. In Ford’s native US, the electric SUV shifted 51,745 units compared with 44,003 examples of the petrol pony car.
Volkswagen has celebrated an EV landmark after selling its 500,000th ID.3. The family hatch leads VW’s electric charge, accounting for more than a third of its total 1.35m ID family sales since it launched in 2019.
BYD has revealed details of the Atto 2, a new compact electric SUV coming to Europe.
The BYD Atto 2 is expected to challenge the Vauxhall Frontera and Renault 4 in at the cheaper end of the compact SUV segment, with sales starting in February.
At 4,310mm long, 1,830mm wide and 1,675mm tall, the Atto 2 is marginally bigger than the 4
but slightly smaller than the Frontera and almost identical in size to the Kia EV3. BYD says it will offer ‘generous’ space for the segment.
Based on the same e-Platform 3.0 as the Atto 3, the BYD Atto 2 will initially come with a 174bhp frontmounted motor and a 45.1kWh battery. This should
return a range of 194 miles. In coming months a larger battery will boost the range to well over 200 miles, although exact details are still to be confirmed.
No prices have been announced but, given its potential rivals, we’d expect the Atto 2 to start at around £25,000.
The Peugeot E-208 and E-308 have been named the two most efficient EVs in realworld use by a major independent
The French firm’s hatchbacks beat 82 other electric cars to the top two spots in the Ecotest study by German automobile association ADAC. A third Peugeot – the E-2008 – also ranked sixth overall and best in the SUV class.
The Ecotest simulates real-world driving conditions, including traffic, to create a more realistic measure of cars’ efficiency than offered by the official WLTP test.
This year, the Peugeot E-208 topped the table, achieving a test figure of 3.88m/kWh, including charging losses. It was closely followed by the larger E-308, which used 3.81m/kWh. Both cars use a 154bhp motor paired with a 52kWh battery. The same powertrain also features in the E-2008, which managed 3.59m/kWh.
A Peugeot spokesperson said: “These remarkable results demonstrate the efficiency of Peugeot’s 100% electric models. They are the result of in-depth work carried out by the brand's engineers and designers at all levels: engines, batteries, aerodynamics.”
Nissan has revealed an all-electric version of its iconic R32 Skyline GT-R.
The Nissan Skyline EV was unveiled at the Tokyo Auto Salon 2025, where the brand explained it had ripped out the original 2.6-litre
inline six motor and replaced it with the motors and battery from the race-prepped Leaf Nismo RC02.
The motors produce 215bhp and 251lb ft each and although Nissan hasn’t revealed how that translates to the car’s total output, it’s guaranteed to be more than the 276bhp the petrol-powered GT-R put out.
Nissan says the focus of the R32 EV is not to exceed but to match the original GT-R in performance and driving experience, taking advantage of modern technology to do so. Other hardware upgrades include a bespoke set of Öhlins dampers, and brakes from an R35 GT-R. The car also features simulated gearshifts and a piped-in ‘engine’ note inspired by the original RB26DETT engine.
The five-door family hatch is now available to order with prices starting from £24,995 for the Pure trim. That is £7,000 cheaper than the previous entry model and puts the Ora 03 in competition with the Renault 5 and BYD Dolphin.
Despite the price cut, the Ora 03 Pure retains the same 45.4kWh battery as the previous entry-level car, offering up to 192 miles of range. That’s matched to a 169bhp motor.
Pure grade cars feature a 10.25-inch touchscreen with wireless Apple and Android capability, as well as satellite navigation, wireless phone charging, a 360-degree parking camera, keyless entry and rear parking sensors.
The new GT spec car gets a 59.3kWh battery for 261 miles of range, extra equipment and a cosmetic upgrades including a spoiler, red exterior and interior accents, widened wheel arches over 18-inch diamond-cut alloys, and unique front and rear bumper.
GWM UK has launched an updated line-up for its Ora 03 hatchback, with revised prices and a new range-topping GT variant.
Can you tell us more about Electric Vehicles UK and how it fits into the wider EV ecosystem?
Since 2017, I’ve been working with the Fully Charged Show, blazing a trail for EVs and clean energy. Over the years, we’ve expanded into global exhibitions under the Everything Electric banner. However, in the last two years, we’ve noticed a sharp rise in misinformation about EVs, particularly in mainstream media.
In response, we launched a grassroots initiative called “Stop Burning Stuff” to counteract these myths. While we made some headway, we realised the scale of the problem demanded a more structured approach. With support from industry leaders like Greg Jackson, CEO of Octopus Energy, we decided to formalise our efforts into Electric Vehicles UK, a membership organisation.
Launched in September, it now includes over 120 firms from across the EV industry and around 1,000 drivers. Our aim is to unite manufacturers, consumers, and policymakers to dispel myths, advocate for balanced narratives, and promote the undeniable benefits of EVs.
You mentioned working in Westminster. What progress are you making with the government, particularly regarding the Zero Emission Vehicle (ZEV) mandate?
Engagement has improved, though it’s far from transformative. The Labour Party’s commitment to advancing the 2035 phase-out of petrol and diesel cars to 2030 is a step forward. Yet, the recent backtracking by Rishi Sunak’s government, including delaying key climate targets, has sown confusion among consumers and the industry.
We’re pushing for clarity and consistency. The ZEV mandate, which requires manufacturers to ensure 22% of new car sales are electric, is crucial. Encouragingly, EV adoption in the UK is strong—31% of new car sales in December were electric, and the used EV market is growing. However, there’s still a risk of dilution, particularly regarding hybrid vehicles. We’re advocating for policies that clearly differentiate battery electric vehicles (BEVs) from hybrids, which often don’t deliver the carbon savings they promise.
On hybrids, is there a risk that the mandate could be watered down to include less efficient models?
Absolutely. From the car manufacturers’ perspective, the targets are challenging, and we sympathise to an extent. But allowing traditional hybrids to count toward the ZEV mandate would be a step backwards. Mild and full hybrids don’t offer the same emissions benefits as BEVs, and
including them would confuse consumers while undermining the term “zero-emission vehicle.”
Plug-in hybrids have their place, acting as a stepping stone for some consumers, but their lifecycle emissions still don’t compare to BEVs. That’s why we’re drawing a firm line: if it has a plug, it’s acceptable; if it doesn’t, it shouldn’t be included.
How does the UK’s EV market compare globally?
The UK is currently the largest EV market in Europe by volume, overtaking Germany, which has scaled back subsidies. Globally, the picture varies: Norway leads with EVs comprising over 90% of new sales, while markets like Australia and the US lag behind with EV adoption around 10–15%.
Internationally, the UK remains an attractive market, especially for manufacturers from Asia. Despite challenges, I’m optimistic about growth here. We aim for EVs to represent 50% of new car sales by 2028–2029.
Your Fully Charged Show has expanded globally. What insights have you gained from markets like Australia and the US?
Our international expansion began in 2020 with shows in the US. Markets like Australia and the US are developing quickly, but from a lower base. In the UK, one in five cars sold is electric, whereas it’s closer to one in eight in Australia and one in ten in the US. Local policies and consumer appetite heavily influence adoption. For instance, British Columbia in Canada outpaces regions like Toronto due to strong provincial support.
We’ve also noticed EV adoption often leads consumers to explore wider clean energy options, like solar panels and home batteries. The car is the gateway to a greener lifestyle—a trend we see consistently across markets.
What are the key challenges and opportunities for the UK EV market in 2024?
Challenges include maintaining momentum amid shifting political landscapes and ensuring policies like the ZEV mandate remain robust. However, there’s immense opportunity in ancillary technologies. Beyond EVs, we’re seeing growing interest in electric heating and home energy systems.
The EV market also needs targeted support. Reintroducing grants for home chargers and subsidies for used EVs could help make the technology accessible to more people. A government-backed public information campaign would also help dispel myths and highlight the benefits of switching to EVs.
The UK is currently market in Europe by Germany, which has “
currently the largest EV by volume, overtaking has scaled back subsidies. Abackedgovernmentpublic information campaign would help dispel myths and highlight the benefits of switching to EVs. ”
Caesar believes that there is still room for plug-in hybrids like the latest fifth-gen Toyota Prius but not 'selfcharging' models like its predecessors
For our readers interested in joining your efforts, how can they get involved?
Businesses can reach out to us at evindustry@electricvehicles. uk. EV drivers can support our work via the Stop Burning Stuff Patreon page. Together, we can build a future where EVs are the norm and misinformation is a thing of the past.
Inside, the ID.7 follows a similar pared-back approach to the rest of the ID range but with consideration to some of the early criticism of those cars. For a start, the materials and finish are more worthy of a flagship car than the brittle rubbish of early ID.3s and ID.4s. Major controls feel more robust and the overall quality of touchpoints is noticeably better, enhanced by styling touches such as the faux-suede and vegan leather upholstery and illuminated strip that runs around the lower dash and door cards.
Like all ID cars, the dash is effectively buttonless and dominated by a 15-inch touchscreen that juts up and out from the dashboard. It would still be nice to have proper buttons for key functions like heating, but this latest screen brings a massively improved interface that includes clearer graphics, simpler shortcuts and far faster responses than the old system.
you sit. We’re talking space for four Michael Jordans to fit comfortably. If you and your passengers are more average, then five of you will fit with ease.
And you’ll have plenty of space for all your belongings too. The centre console with its clever split sliding cover and two-part armrest provides plenty of oddment storage, as do the deep, wide door pockets. Behind all that and accessed via a hands-free powered tailgate, the boot offers a capacious 605 litres, rising to 1,714 litres with the rear seats folded. That’s more than the BMW i5 Touring, Audi A6 Avant e-tron or VW’s bulkier, less efficient ID.4 and ID.5 SUVs.
THERE’S NO
partly due to the cold, but even at the lower figure, the ID.7 renders range anxiety a thing of the past. And it’ll charge quickly too. The regular Pro maxes out at 175kW, while the S will charge at up to 200kW, allowing a 10-80% charge in 26 minutes, or to add 145 miles of range in 10 minutes.
Like other ID models, the ID.7 Tourer is rear-wheeldrive, and the Pro S uses a single 282bhp motor to power it. That’s punchy enough to get this big estate from 0-62mph in 6.7 seconds – faster than any Passat.
While the main screen is huge, the instruments are tucked away in a compact but clear panel that gives you the basics such as speed, charge and range. It is supplemented by a massive head-up display with augmented reality which cleverly projects navigation directions onto the glass in front of you.
Volkswagen claims the ID.7 Tourer offers ‘XL’ space and it’s not kidding. The 2.97m wheelbase provides an astonishing amount of room in the ID.7 wherever
There are three powertrain options in the ID.7 Tourer range – Pro, Pro S and GTX. I drove the ID.7 Tourer Pro S. The S means it gets a bigger battery than the standard Pro-spec car – 86kWh rather than 77kWh.
That battery, also found in the 335bhp GTX model, provides an official range of 424 miles (51 more than the smaller battery). On my drive, conducted in single-figure temperatures, the trip computer estimated that a full charge would deliver 345 miles. That’s a fairly big difference, no doubt
Like the Passat, though, the ID.7 is less about scorching getaways and more about having bountiful torque (402lb ft) to make reasonable progress even when fully laden. The chassis reflects that, set up for comfort and refinement rather than handling. Generally that works, its soft suspension smoothing out bad surfaces, but the softness can cause some odd choppiness over long undulating stretches of road.
The ID.7 is also almost eerily quiet, with virtually no sound from the drivetrain or outside world creeping into the cab to disrupt the relaxed ambience.
The ID.7 Tourer sits in an odd middle ground among electric estates – clearly bigger and more
premium than a Peugeot E-308 SW, but not quite in the same camp as the Audi A6 e-tron or BMW i5 Touring.
That position is reflected in its price, which starts at £52,570 for the Pro, and £56,140 for the Pro S.
An entry level A6 Avant will set you back £10,000 more, while a basic i5 Touring is an extra £13,000.
Spec-wise, the only differences between Pro and Pro S are the bigger battery and the alloy wheel design. Aside from those, every car gets plenty of high-end features - from adaptive LED headlights and the augmented reality HUD to three-zone climate control and a 360-degree camera. Heated massage seats, adaptive cruise control and park assist plus with memory function are also standard fit alongside a laundry list of driver aids.
There’s no question that the ID.7 Tourer feels like the most complete and competent ID car yet.
Not only that, but for buyers keen on an electric estate, it feels like the common sense choice –bigger, nicer and more refined than the cheap options but not quite so out of reach as the traditional ‘executive’ marques.
The drivetrain is sufficiently powerful and packs a seriously impressive range. On top of that, it’s refined and comfortable, and there is an astonishing amount of room for people and possessions, as well as a fit and finish that’s reminiscent of VWs of old, rather than the early ID cars.
PRICE: £56,140 (£59,890 as tested)
TRANSMISSION: Single-motor, rear-wheel-drive
BATTERY: 86kWh
POWER: 282bhp
TORQUE: 402lb ft TOP SPEED: 112mph
0-62MPH: 6.7 seconds
RANGE: 424 miles
CONSUMPTION: 4.4m/kWh
CHARGING: up to 200kW
Celebrating the stand-out automotive features from this year’s consumer electronics and technology show in Nevada.
Recent weeks have seen technology fans descend on Las Vegas for the annual CES extravaganza. While the show is largely about consumer electronics, there is always also a healthy automotive presence. This year,
exhibits ranged from a giant stage-filling version of BMW’s new iDrive UX to another glut of ‘self-driving’ vehicles. But there were a few ‘proper’ cars there, including these stand-out models.
Honda’s 0 Series cars were teased at last year’s CES show, but the 2025 event brought new prototypes that are far closer to the final production cars.
The 0 SUV is based on the Space-Hub concept shown at CES 2024 but has shed some of that people carrier’s boxy looks for a more traditional SUV shape. The mid-sized model is expected to challenge cars like the Tesla Model Y and Skoda Enyaq and is slated to be Honda’s first 0 Series model. It will go on sale in the US in the first half of 2026 before reaching Japan and Europe later next year.
The 0 Saloon is also a more refined version of the previous concept but maintains that car’s striking design with a low, wide and angular body. Honda says that its design will set it apart from other EVs, along with a surprisingly spacious interior. The 0 Saloon will be the flagship in a range that will eventually expand to seven all-electric models and Honda says it will feature a number of technologies that embody its ‘thin, light, wise’ philosophy. It too
will go on sale in North America in the first half of 2026 before reaching other markets towards the end of the year.
Honda still isn’t sharing technical details of the platform but has said it will feature more compact and lighter batteries and motors than its current EV models. It has also said both cars should offer a range of around 300 miles, and it’s believed that single- and twin-motor versions will eventually be offered.
Honda says it wants its next-gen 0 Series EVs to lead the way in autonomous driving and has ambitious plans. The company was the first to get approval for Level 3 ‘eyes-off’ automated driving in Japan under specific conditions, and intends to use the 0 Series cars to accelerate the development and international roll-out of the system. It boldly claims that it will become the first car maker to enable eyes-off functionality in all driving conditions.
Honda was definitely making its presence felt at CES, with the Japanese brand also involved in the reveal of the Afeela 1.
The Afeela 1 is a pure EV born from a new joint venture called Sony Honda Mobility and will cost from $89,900 when orders open later this year. However, international customers hoping to get their hands on the high-tech model will have to wait as the Afeela 1 will initially only be offered to buyers in California.
Deliveries to Californian customers will start in mid-2026, before the Ohiobuild EV is offered to buyers in other US states. It will then go on sale in Sony and Honda’s native Japan later in 2026.
The SHM Afeela 1 was shown in ‘near-production’ form at this year’s CES and represents the first in a range of models in the Afeela range, which its makers say aims to ‘redefine the relationship between people and mobility’.
To that end, the 4.9m-long saloon features advanced driver assistance including cutting-edge Lidar technology, an interactive ‘personal assistant’ and multiple displays for the driver and passengers.
Technical details for the Afeela 1 are scarce at the moment but SHM says it will offer a range of around 300 miles. It is believed that the Afeela 1 is based on the same platform as the Honda 0 Series cars and will feature dual motors offering almost 500bhp, and drive-by-wire technology.
The Afeela 1 will be sold in two trim levels – the $89,900 Afeela 1 Origin, and the $102,900 Afeela 1 Signature. Both models will come with a threeyear subscription to a package of features including Afeela’s intelligent drive
ADAS technology. This uses 40 sensors including cameras, LiDAR, radars and ultrasonic sensors to offer semi-autonomous driving.
The package also includes the Afeela ‘Personal Agent’, which the brand claims will be able to converse naturally with occupants and control vehicle functions via voice command. The Afeela 1 also gets a range of content apps to allow video and music streaming to multiple screens around the vehicle.
Reflecting SHM’s sustainability goals, the interior is finished in 70% recycled materials and comes with cutting-edge noise cancelling technology for a refined drive. Interior images also revealed a yoke-style steering wheel and simple button-less design which Afeela says is intended to create a ‘harmonious and timeless’ ambience.
While SHM has confirmed the Afeela 1 will be sold in the US and Japan, there is no indication about other markets, including the UK and Europe.
While CES brought us some near-production prototypes, it also brought at least one wild concept that will never make it to the road.
The Italdesign Quintessenza Concept is longer than a Ford F-150 pick-up, and draws heavily on Italdesign’s signature ‘wedge’ aesthetic and its Nissan GTR-50 project. Not intended for production, the Quintessenza rides on 24inch wheels, chunky tyres, and is built using sustainable materials. Italdesign’s concept electric pick-up accommodates four passengers. The rear seats rotate towards the truck’s flatbed, and are exposed when the hardtop roof is removed. The Quintessenza’s centre console and onboard minibar can also be moved towards the rear occupants.
Under the skin, the Quintessenza boasts an all-wheel drive powertrain. Italdesign claims that its 150kWh battery paired with three electric in-wheel motors will produce 777bhp, and a 0-60mph time of under three seconds. While offroad, the height-adjustable suspension can be extended from 7.9 inches to 11 inches. A front splitter rises to maintain stability when the Quintessenza is at speed. The Quintessenza was created as a special design study to underline the presence of Italdesign’s United States headquarters in a regenerating Detroit. The Quintessenza is intended to emphasise the brand’s willingness to engage with Motor City’s existing carmakers on existing vehicles, as well as with emerging automotive startups.
“Quintessenza is a testament to our ability to innovate, our technological potential and the end-to-end solutions we are able to offer since 1968", said Fabrizio Mina, CEO of Italdesign USA. “Having an operational headquarters in Michigan is essential to effectively support our American customers. This local presence allows us to respond promptly to their needs, and to provide a personalized and high-quality service to the large industry or startups wishing to enter the automotive sector”.
NISSAN Formula E driver, OLIVER ROWLAND, capitalised on a late safety car restart at the to claim his FIRST VICTORY OF THE 2025 FE SEASON
Works Porsche drivers, Antonio Felix da Costa and Pascal Wehrlein rounded out the podium places in second and third respectively.
Britain's Rowland - who qualified fourth behind the DS Penske of Jean-Eric Vergne and the two Porsches - staked his claim for victory on lap 28 of 36. With six minutes remaining, Rowland activated his 350kW Attack Mode and all-wheel drive before the first of the two late-stage safety car periods.
On lap 31 of 36, the Nissan driver used his final minute of additional power and grip to breeze past Jake Dennis’ Andretti in third while exiting the final corner. Rowland then deposed polesitter and 2024 Formula E champion Wehrlein for second in Turn 5. Several corners later in T12, he passed race leader da Costa for the lead just before another safety car was deployed. Despite depleting his attack mode shortly after snatching the top spot, Rowland held on to take
the fourth victory of his Formula E career. After the race, he praised his team for its “great strategy” after initially losing some ground with the timing of the first safety car.
“I’m delighted to take this victory in Mexico, as it’s always been a track that I’ve wanted to win at with these amazing fans in this incredible stadium,” he said.
“It was a great strategy from the
left with around a minute of extra power, so I just knew I had to be decisive when making those overtakes.”
Behind the top three, the Porsche-powered Andretti of Jake Dennis finished fourth after running in the podium places earlier in the race. The Briton was running as high as second around the halfway mark, but he was quickly passed by the two Porsches and Rowland after running out of electrical energy.
The DS Penske cars of Vergne and Maximilian Gunther were fifth and sixth, while the ex-Formula 1 pairing of Stoffel Vandoorne and Nyck de Vries wound up seventh and eighth for Maserati and Mahindra.
After switching from the FIA World Endurance Championship to Formula E for 2025, Andretti’s Nico Muller opened his 2025 points account with ninth. McLaren man Taylor Barnard put in an impressive performance to score the final point in 10th after qualifying 19th out of 22 drivers.
Rowland’s win puts him second in the drivers’ championship on 25
points behind da Costa, who has 37 points to his name. Meanwhile, Porsche sits comfortably atop the manufacturers’ standings on 58 points ahead of McLaren in second on 27. Jaguar and Nissan are tied for third on 25 points apiece.
The next round of the 2025 Formula E season begins on February 13, 2025 in Jeddah, Saudi Arabia.
make no apologies for being a big fan of the Kia EV6.
In the three-and-a-bit years since it arrived, it’s been a consistently brilliant performer in the peculiar £45,000-£50,000 bracket where SUVs, crossovers, fastbacks and saloons all compete.
I’ve driven versions the length and breadth of the UK and cover thousands of miles in Europe in one and never had cause to complain.
But the EV market is ever-evolving and to make sure it remains among the best in its amorphous class, Kia has given the EV6 an update.
The EV6 marked quite a departure for the Korean brand when it launched. Among a range of big, boxy SUVs (and smaller boxy hatchabacks) it was a sharp-edged but sleek thing that sat somewhere between a fastback
For this midlife update, Kia hasn’t messed about too much. The most obvious change is at the front where the lights have been completely redesigned and there’s a new bumper for GT-Line and GT-Line S models. There was nothing wrong with the old EV6’s ‘face’ but the updates give it a slightly sharper look and bring ‘star map’ running lights which tie in with the EV4 concept we saw in early 2024, and the slimline lights of the EV9 and EV3.
Similarly, at the rear, there’s a new star map lighting design intended to emphasise the car’s width.
There have been changes inside too. Again, these aren’t monumental but they do make a noticeable difference. The steering wheel now mimics those in other Kia EVs and the twin 12.3-inch digital displays have been slightly redesigned for a neater look.
The most notable and welcome change is that the cabin’s glossy piano black and shiny silver trim has been replaced. It was always a slight weakness – feeling like it was trying too hard to ape Audi. The new finish is a more subtle slightly grained matte plastic with a duller chrome edging that looks and feels better, and won’t show up fingerprints
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Those changes aside, the EV6’s interior remains a brilliantly thought-out and practical space. There is masses of storage in the door pockets and twolevel centre console, which also features a faster 15W wireless charger. The clever dual-use dials are carried over from before, providing a neat physical solution for heating and media controls.
And there is a wealth of room for passengers. The sloping rear roof steals a little headroom for taller adults but legroom is impressively generous and the EV6 is wide enough for three people to fit without complaint, especially thanks to the completely flat floor.
Safety equipment has also been updated to include the latest lane following assist 2.0 and new hands-on detection to support the highway assist driving mode. Top-spec cars now also get a fingerprint sensor to load driver profiles and start the car without a key, and remote smart parking assist.
KIA’S STRENGTH USED TO BE ITS RELATIVE LOW PRICES BUT THE EV6 ISN’T WHAT YOU’D CALL CHEAP
On the tech front, the updated screen array houses an updated operating system with clearer graphics, better responsiveness and improved connected services including live route planning. It’s still not the slickest or prettiest system on the market, but it works well and is complemented by a sensible array of proper buttons.
While the cosmetic and convenience refreshes are welcome incremental changes, the biggest update lies under the car.
The first-generation EV6’s 77kWh battery has been replaced with an 84kWh unit that boosts maximum range from 328 to 361 miles. That’s not quite class-leading but it is plenty for most day-to-day or week-to-week use.
It’s also worth noting that that performance is for the entry-level RWD car with the 225bhp motor. The all-wheel-drive 320bhp version drops range to 324 miles, with other variants offering between 339 and 347 miles.
The longer range has been supplemented with faster DC charging (258kW v 239kW) that means a 10-80% top-up still only takes 18 minutes.
On the move, the 225bhp motor feels perfectly sufficient to get the EV6 moving along and keep up with most rivals. But there’s no question that the extra 195bhp and 188lb ft of the all-wheel-drive packs a distinctly stronger punch. It’s backed up by clever torque management that keeps things calm and controlled while firing the EV6 from 0-62mph in just over 5 seconds.
That kind of pace needs a decent chassis to keep it under control and, thankfully, the EV6 is set up well. Despite the power, this is by no means a sporty car and it’s not hugely engaging to drive. But the steering is responsive and accurate and the car stays flat and composed enough to make quick progress.
That’s backed up by a fairly calm ride. The twin-motor AWD feels a bit smoother than the single-motor model, which can get a little jiggly on rough surfaces. Neither model is class-leading in its ride but nor is it bad and it’s unlikely to be a deal-breaker for anyone.
All versions of the EV6 feature six regenerative braking modes ranging from off to full one-pedal, or auto. Six modes might sound like overkill but it means you’re better able to find one that suits your driving style or tweak it according to the driving conditions than some rivals.
Kia’s strength used to be its relative low prices but the EV6 isn’t what you’d call cheap.
The range starts at £45,575, rising to a maximum of £57,175 for the AWD GTLine S I drove.
While that’s a pretty punchy starting price, you do still get Kia’s traditional high-value offering, so all versions of the EV6 get LED lights, heated front seats and steering wheel and keyless entry. The twin screens are also standard, as are wireless Apple and Android mirroring, adaptive cruise control, a reversing camera and driver assistance including basic lane keeping assist.
GT-Line gets a host of sportier cosmetic touches plus adaptive LED headlights, faux leather upholstery and electric seat adjustment. GT-Line S bumps the wheels from 19 to 20 inches and gets powered door handles and
a powered tailgate. Inside, the front seats are cooled and the rears heated, and there’s a 360-degree camera, Meridian sound system and head-up display among other fancier touches.
Disappointly, a heat pump isn’t standard and is only an option on the GT-Line S. If Renault can fit one to a £35k Scenic, Kia should be able to manage on a £45k EV6.
The Kia EV6 used to be my benchmark car in the £45-50,000 bracket and despite a slew of new and capable competitors it remains so.
It has always been a brilliant all-rounder that balances generous space and equipment levels with a refined driving experience and truly impressive performance and efficiency. The updates simply take that package and hone it even further.
PRICE: £57,175 (£58,125 as tested)
POWERTRAIN: Two-motor, all-wheel-drive
BATTERY: 84kWh
POWER: 320bhp
TORQUE: 446lb ft
TOP SPEED: 116mph
0-62MPH: 5.3 seconds
RANGE: 324 miles
CONSUMPTION: 3.5m/kWh
CHARGING: up to 258kW
OUR LONGER-TERMER’S CLEVER ON-BOARD TECH COMES TO THE RESCUE DURING THE RECENT BAD
I should have finished this month’s writeup last week but Storm Eowyn came along and knocked out the power, the internet and all the mobile signals round our way.
So I sacked it off, put away the laptop and decided to have a brew. No power for the kettle? No problem. Among the unusual features of the Electrified GV70 is its vehicle-to-load function, which includes a three-pin plug socket in the boot and which allows you to power any number of household appliances off the car’s drive battery.
More and more EVs appear to be adopting this technology and while it's a fairly niche requirement, it does bring an extra level of functionality to the car
and allows you to support a lot more devices than the sad old 12V socket in an ICE car. In fact, another Genesis long-term keeper powered his TV and sitting room lights from his car during the recent power outages. What’s more, it paves the way for the potentially more useful vehicle-to-home and vehicle-to-grid technology. This is still in its infancy as far as chargers are concerned, but in theory it means that your car’s battery can act as a power
station for your home and possibly save or even make you money. The idea is that your car will charge at times of low demand then feed back to your home or the main grid to support supply during peak periods.
How well it works, how willing drivers will be and whether it affects battery health all remain to be seen, but it opens up the door for the car to earn its keep even whilst sitting idle on the driveway.
Which is what my GV70 has been doing a lot thanks to a combination of holidays, bad weather and January’s usual dearth of new model launches.
When I have driven it, I’ve finally given up on Eco mode, accepting that efficiency isn’t the GV70’s thing. I never felt that Eco was throttling the car – it still had perfectly adequate performance for most of the driving I do – but the simple shift to mid-level Comfort surprised me with how much more pep the car suddenly has.
Even driving sensibly in the recent miserable weather, the extra power and willingness is abundantly clear and it makes the GV70 more pleasing to drive. And, realistically, the damage to the range is less than 20 miles per ‘tank’ which isn’t an issue most of the time.
I have also been leaning into the sport side of this Sport trim a bit more (when the weather has allowed). And again, the change is more substantial than you might think. It doesn’t suddenly become some Ioniq 5 N-style monster but it does become a tauter, quicker and more focused machine. And it gives you a wee cuddle courtesy of the pneumatic seat bolsters that expand to hold you more firmly in place through the twisties.
In those twisties it still wallows a fair bit but it grips pretty keenly most of the time and the immediacy of the throttle and propensity to squirm
around under heavy acceleration reminds you that there’s more than 450bhp at your disposal.
It’ll tackle cross-country routes with pace and reasonable composure but still feels happier when you dial things back and take it easier.
When you do that you really appreciate the effort that’s been made to create a soothing executive barge. From the all-round acoustic glazing and road-scanning suspension to the ergo-motion seats that automatically give you a massage after a couple of hours’ driving, it’s a car that offers comfort and refinement that’s more than a match for any of Genesis’ more-established rivals.
Specialized’s Turbo Levo SL II Comp Alloy is the brand’s latest bid for an affordable lightweight eMTB, boasting adjustable geometry and lively FSR suspension.
Priced at £5,250 (or US$7,000/€6,600), it shares the same motor and 320Wh battery as its higher-end siblings but trades a carbon frame for M5 aluminium to bring costs down. On paper, it’s a compelling choice; however, a relatively underpowered motor, limited battery life and some cost-cutting in the spec leave room for improvement.
The Levo SL II’s claim to fame is its sophisticated, easily customisable geometry. This design, echoing the Stumpjumper EVO, allows riders to tweak head angles, bottom bracket heights and chainstay lengths to fine-tune cornering and handling. The 150mm rear travel and 160mm Fox fork serve up a plush, confident
ride. In practice, it’s stable without feeling unwieldy, with ample sensitivity to small bumps and robust support on bigger hits.
Yet the 50Nm SL 1.2 motor and 320Wh battery feel underpowered compared to those offered by Bosch or Fazua in a similar category. Ascending steeper inclines or pushing to keep pace with conventional eMTBs exposes the limitations in torque. Battery life, while respectable enough for moderate rides, also falls short of leaders in the lightweight electric market.
At a glance, the SRAM NX Eagle drivetrain might appear serviceable, but its restricted gear range and less refined shifting dull the bike’s
climbing prowess. Similarly, the stock SRAM Code R brakes lack the feel and power of their higherspec counterparts, particularly on challenging trails. Meanwhile, the mid-weight GRID Trail tyre casing is prone to folding under aggressive cornering, and many riders would benefit from a longer-travel dropper post for added manoeuvrability.
Canyon’s Neuron:ONfly CF9 is a key rival, featuring Bosch’s well-received Performance Line SX motor and a more modern spec in terms of drivetrain, brakes and suspension. That power advantage makes a direct comparison less flattering for the Levo SL II, even if the Specialized’s geometry and suspension are
arguably more polished for hardcharging descents.
In essence, the Turbo Levo SL II Comp Alloy offers a superbly engineered chassis, refined geometry and comfortable suspension. But the motor’s limited torque, restricted battery capacity and weaker components undermine its potential. For those seeking a spirited, lightweight eMTB and prepared to accept less power on the ups, there is plenty to love in its design. However, most riders will want to consider investing in a burlier rear tyre, a higher-spec drivetrain and possibly a range extender—or simply look elsewhere for more muscle and battery life in the same price bracket.
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
There’s a good chance you’ve already seen this van, although it might have been wearing a Vauxhall badge.
The Citroen e-Dispatch is one of a quintet of vans built by LCV behemoth Stellantis, the overlord of Citroen, Fiat, Peugeot and Vauxhall, and thanks to a licensing agreement, the Toyota range of vans.
There’s not much to choose between them, and many of the prices are identical, so each brand has tried to infuse some of its own culture into each model. For this mid-sized van, that’s a bit tricky, as there’s no significant difference once you’ve got past the nose.
Still, it’s a fresh nose, installed during a recent facelift, and leads you inside where there are more changes. But is a mild update enough to keep it competitive against the Ford E-Transit Custom, Mercedes eVito or even the Maxus eDeliver 7?
All of the changes to the e-Dispatch are at the front of the van, where Citroen has done what it can to lean into the brand’s new-found confidence in its French history. It’s not leaned too hard, though — only the new old-style badge gives much away, and that’s surrounded by a sleek dark bar that leads to headlights with square LED daytime running lights.
For such a minor update, the effect is significant. The basic design of the van might be nine years old now, but it still looks reasonably fresh.
Inside, the changes are more impactful. The dated dashboard has been replaced with a cleaner, more modern design. Dominating the cabin is a 10-inch infotainment screen, standard across the range, supported by a lightly configurable digital instrument cluster.
Smartphone connectivity is seamless, with Apple CarPlay and Android Auto included as standard. Higher-spec Driver models also offer built-in navigation and Dynamic Surround View, which
integrates a digital rear-view mirror with a sideview camera feed to improve visibility. It’s a neat touch, and improves rear visibility significantly, although viewing angles can complicate tight urban manoeuvres.
One minor but welcome improvement is a larger, more practical phone tray with a nearby USB port. Ordinarily, that’s not something to get excited about, but it fixes a niggling bugbear on the outgoing model.
The cabin’s biggest flaw remains the offset driving position, where the pedals and steering wheel don’t quite align. Despite adjustable seating, lumbar support, and a tilt-and-reach steering column, it’s hard to find a truly comfortable setup, which mars an otherwise well-designed cabin.
Citroen fits a 75kWh battery pack to the e-Dispatch, dropping the old 50kWh model. With 68kWh of usable capacity, it promises a range of 194–230 miles under WLTP conditions, depending on the van’s configuration. In real-world use, with a moderate 250kg load on board, the van returned 2.4 miles per kWh, equating to around 163 miles. That’s respectable, if not class-leading.
Charging is straightforward, with 100kW DC rapid charging capable of taking the battery from 5% to 80% in just 45 minutes.
The electric motor, producing 134bhp and 192lb ft of torque, provides brisk initial acceleration but tapers off quickly, but it’s fine for city driving. Three driving modes limit power to extend the range, but Power unlocks everything and lets you extract maximum performance.
The van’s car-derived chassis — the underpinnings are fundamentally the same as you’ll find under a Vauxhall Mokka or Citroen C4 — delivers strong road manners, with precise steering and minimal body roll. Its low centre of gravity, thanks to the battery placement, enhances stability. It’s quite a surprise, and a very pleasant one.
The updated e-Dispatch doesn’t improve on the old model’s load-carrying capabilities, but that was always pretty good. Both short and long-wheelbase versions can handle a tonne of cargo, which compares well with its mainstream rivals, although the Maxus eDeliver 7 claims a 1,200kg limit.
Cargo volume is midfield, too, with the smaller L1 model offering 5.3m³ and the larger L2 providing 6.1m³. Thanks to a high-roof option missing from the e-Dispatch, the eDeliver 7 can take as much as 8.7m³ in the back.
For longer loads, the L1 accommodates up to 2,512mm, while the L2 stretches to 2,862mm. That’s shorter than the E-Transit Custom, Renault
Trafic E-Tech and the eDeliver 7, so if long loads are your thing, you might want to look elsewhere.
While the cargo bay provides pros and cons, there’s no doubting the ease of access, with sliding doors on both sides and barn-style rear doors as standard. This dual-side approach is more flexible than Ford’s single-side sliding door setup. With a starting price of £41,210 plus VAT and OTR costs for a short-wheelbase Enterprise model, the e-Dispatch is competitively priced. Incredibly competitive — it’s the same price as its Fiat and Peugeot siblings, to the Pound. Oddly, it undercuts the Vivaro Electric, although not by much. It
also undercuts rivals like the Ford E-Transit Custom and disruptors such as the Maxus eDeliver 7.
Opting for the XL variant to increase cargo space adds just £800, while upgrading to the plusher Driver spec adds £2,675.
The entry-level Enterprise trim is well-equipped, featuring the 10-inch infotainment system, smartphone integration, air conditioning, cruise control, and key safety features like rear parking sensors. Moving to the Driver model introduces navigation, a fold-flat passenger seat, a load-through bulkhead for longer items, and the Dynamic Surround View camera.
While the van is good value compared to its peers, the electric model is roughly £14,000 more than its diesel equivalent. Lower running costs and exemption form congestion and clean air zone charges help offset the premium, but you’ll need to cover significant mileage to see a financial return on your investment.
The updated Citroen e-Dispatch remains a strong contender in the medium eLCV segment but faces tougher competition than ever. While its payload capacity and pricing stand out, newer models like the Ford E-Transit Custom and Maxus eDeliver 7 are raising the bar for practicality and driving comfort.
For businesses prioritizing cost-effective electric mobility, the e-Dispatch offers a compelling package. It’s not perfect, with its driving position and comparatively small load area being notable drawbacks, but it’s far from being left behind.
PRICE:
£43,885 exc VAT, OTR and PiVG
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 68kWh
POWER: 134bhp
TORQUE: 192lb ft
TOP SPEED: 81mph
0-62MPH: 14.3s
RANGE: 194-230 miles
CONSUMPTION: 2.35-2.7m/kWh
CHARGING: up to 100kW
The AA has boosted its vehicle fleet with 15 allelectric vans as it works to be net zero by 2035.
The UK's largest motoring organisation has added the Ford E-Transit Customs to its roadside assistance fleet, along with 15 more Transit Custom plug-in hybrids (PHEVs).
The vehicles form part of the organisation’s major trial of plug-in vehicles via its ‘test and scale’ programme.
‘Test and scale’ allows the organisation’s vehicle fleet to tackle what it considers to be "unprecedented challenges" in the real world as it begins its transition from fossil fuels to battery power over the course of the next decade.
At the start of 2025, there will be over 50 AA roadside assistance vehicles participating in the ‘test and scale’ programme including its mobile
mechanics, workshops, key assist workspaces, roadside patrol vans, and slidebed recovery trucks.
The test and scale assessments include home and off-site charging, plus vehicle efficiency tests when laden with technical kit and equipment recovery. Further tests assess levels of comfort for the vans’ users.
The all-electric Ford E-Transit Custom offers a range of up to 236 miles, which drops to around 120 miles when towing. The PHEV version is capable of towing a full compact recovery trailer (CRT).
Expected to be operational during the first quarter of 2025, the plug-in vans will operate around London, Birmingham, Nottingham, Liverpool, Bristol, and Glasgow.
The AA’s head of fleet, Duncan Webb, said that the test and scale model has already exceeded the organisation’s expectations.
“The famous yellow AA van has seen countless improvements over the decades, but few innovations can be more important than the latest, which sees our ever-reliable fleet of Ford Transit Customs begin its transition to BEV and PHEV,” he said.
“The performance of the low-emissions vehicles we launched earlier this year continues to achieve or exceed our expectations. The results, so far, have proved that our test and scale approach remains the most common-sense way of tackling what are unprecedented challenges.
“If current trends shown in our test and scale approach continue, our strategy could prove pivotal in moving The AA move ever closer to achieving its goal of becoming a net zero organisation by 2035.”
In May 2024, the AA became the first UK-based roadside assistance firm to make the switch to battery power by adding three full-time, all-electric vehicles to its 240-strong fleet.
UK telecommunications provider, BT Group, has made the UK’s largest ever commercial electric vehicle purchase, ordering 3,500 vehicles.
By the time the order is completed in 2026, BT will have a total of 8,000 EVs in its fleet.
BT subsidiary and broadband company Openreach manages the second largest commercial vehicle fleet in the UK with more than 27,000 vehicles used by engineers across the country, including 4,300 electric vehicles.
The order of the new EVs is part of a larger delivery of 6,000 new vehicles, and the electric vans will be supplied by Ford, Stellantis, Toyota, and Renault over the next two years.
“By integrating yet more electric vehicles into our operations, we are taking another significant step towards reducing our carbon footprint and supporting the UK's transition to a greener future.” said Simon Lowth, BT Group chief financial officer.
The first ever van from the Korean brand is set to spearhead its expansion into the commercial vehicle sphere and will help showcase its future CV strategy at the show.
First revealed at CES 2024, the PV5 is expected to rival key models such as the Ford E-Transit Custom and VW ID Buzz Cargo and will be available in three main forms; a panel van, a chassis cab and a passenger variant intended for taxi and ride hailing use. All versions will come with a sevenyear/100,000-mile warranty and Geotab data logging integration to support fleet use.
Kia will reveal key technical details at the CV show in April but we already know that the van is built on a dedicated EV platform and will charge its battery from 10-80% in half an hour, hinting at a capacity of around 65kWh. We also know it will come with 22kWh AC capability for depot charging and vehicle-to-load capability.
Sitting in a bar trying to work it out, I came up with 33 electric models and concluded that a night out with a commercial vehicle journalist isn’t fun for anyone.
There are also, of course, countless diesel-powered vans. What there aren’t many of are plug-in hybrid vans, which is why we’re stretching the definition of an electric vehicle to include electrified vans and taking a look at the new Ford Transit Connect PHEV. Looking at it, Ford has done a great job of giving the VW Caddy-based Transit Connect a unique
style, with the large grille and bumper treatment making the van look every bit a Ford. Arguably, it’s a neater, more attractive design than the Volkswagen on which it’s based.
Inside, there have been few changes. Cover up the badges, and you’d be hard-pressed to tell if you’re in a Volkswagen or a Ford, which means you get all the good bits like a modern car-like dashboard, a clear infotainment touchscreen, and some well-considered storage. You also get the bad bits, like the touch panel for heating controls that’s not lit at night. Madness.
There’s no shortage of electric vans, although most are broadly similar models from Stellantis, badged as Citroen, Fiat, Peugeot or Vauxhall models.
The infotainment is fine but a little slow and looks quite dated. There’s nothing inherently wrong with it, but Android Auto and Apple CarPlay are in place, so you’ll likely stick with them instead.
You can keep your phone charged in a neat charging slot, at least on this Limited model, that keeps the area ahead of the gear selector clear. It’s a neat touch.
Not everything has migrated to the screen, which makes us happy. A row of buttons, some physical switches, and proper tactile buttons on the steering wheel can be used to cover off most tasks.
And, as with a ‘proper’ eLCV, you can precondition the cab while it’s plugged in — perfect for a cold winter’s morning.
A 1.5-litre petrol engine is paired with an electric motor under the bonnet, combining to deliver
148bhp and 258lb ft of torque. That goes through a six-speed automatic gearbox to the front wheels.
With a 19.6kWh battery pack under the floor, the Transit Connect PHEV will go for 73 miles on electricity alone. In freezing temperature — not ideal for any battery — we got around 48 miles in primarily urban conditions before the petrol motor kicked in. While that doesn’t look great, drive it gently and in slightly more favourable conditions, and it wouldn’t surprise me if you could hit, or even exceed, that target.
The petrol engine takes over once you’ve run out of battery power. Economy suffers, of course, as a relatively small engine lugs around a van, its load, and a battery pack and motor. At around 30mpg with no help from the battery, it could be worse. Overall, the van returned 53.7mpg, which included some long motorway runs that completely drained the battery.
Performance is solid if unremarkable. The electric motor is powerful enough to get off the line reasonably sharply but isn’t going to set performance records. Pleasingly, it’ll stick on EV power all the way to motorway speeds. It’s not that slick when the engine kicks in, with a noticeable clunk, especially at lower speeds, but the gearbox is smooth and the brakes consistent.
There are two Connect panel vans to pick from. I’ve got the L1 version, with 3.1m3 of cargo space, but spending an extra £1,00 for the longer L2
model increases that to 3.7m3. Flexcab models add a second row of seats that can be folded away, blurring the lines between a double-cabin-van or a traditional panel van.
Open the doors to the back of the panel van — there’s a 703mm wide sliding door on the passenger side and twin barn-style doors at the back which fold back to 270 degrees — and you’re presented with a useful space measuring 1,797mm long and 1,628mm wide. That’s enough for a Euro pallet with room to spare. The L2 model increases the length to 2,150mm and gains a second sliding door on the other side of the van.
PRICE: £30,500 exc VAT, OTR and PIVG
POWERTRAIN:
Petrol engine and front motor, front-wheel-drive
BATTERY: 19.6kWh usable POWER: 148bhp
TORQUE: 257lb ft
TOP SPEED: No idea. I didn’t hit it, either.
0-62MPH: N/A
RANGE: 73 miles
CHARGING: up to 50kW
There’s more space in the back than any of the Stellantis models (the Citroen Berlingo, Fiat Doblo, Peugeot Partner, Toyota Proace City, and Vauxhall Combo) but the Ford can’t carry as much weight. At up to 741kg for the PHEV, depending on the spec, it’s a long way short of the one-tonne offering from some Stellantis models. Surprisingly, that’s more than you’ll get into a Volkswagen Caddy.
The Transit Connect range starts at £23,500, but you’ll need to spend at least £28,550 if you want a plug-in hybrid version. Our test van is a £30,550 investment, which sounds like quite a lot of money, but the government’s plug-in van grant can bring the cost down.
A £2,500 grant is available for the L1 van, while the larger L2 model attracts a £5,000 grant, making it cheaper than the equivalent diesel model. You’ll get better real-world fuel economy than the diesel models can manage, and avoid many congestion or clean air zone charges.
Two trim levels are available. My top-spec Limited trim includes smart bits of chrome and piano black plastic around the van, adaptive cruise control, LED lights in the cargo bay, and a handy fold-flat passenger seat. The entry-level Trend van is hardly underequipped, though.
If you’re not ready to go fully electric yet — and there are plenty of use cases where an eLCV isn’t the right option — then a plug-in hybrid is a solid stepping stone. Opt for the right model and, with government support, it’s cheaper than a diesel to buy and more economical to run.
All of which means that it makes sense financially. The fact that the van is a smart, capable, wellequipped, and nice-to-drive model is the cherry on top.
BMW iX
The visual antithesis to the rivaling Polestar 3, the BMW iX is a roomdividing design, yet under the skin lies a highly competent luxury SUV. Like the trailblazing BMW i3 before it, the iX is built on a dedicated EV platform. Strangely, it's the high-performance xDrive50 model that has
RANGE: 382 MILES PRICE FROM: £70,895
the longest range, thanks to a 108kWh battery that returns 382 miles and 523bhp. Irrespective of whether your iX comes with the 108kWh or the 77kWh battery on the entry-level, 326bhp xDrive40 car, 250kW fastcharging is standard across the board.
RANGE: 408 MILES PRICE FROM: £44,950
The Polestar 2 has been on sale for some time now, but that doesn't mean it's any less capable than its rivals. Thanks to recent updates, it's one the longest range EVs on sale in the UK. When specced in Long Range Single Motor trim, the Polestar 2 comes with an 82kWh battery.
RANGE: 429 MILES PRICE FROM: £69,105
Running on the aerodynamic 19-inch wheels, this Swedish compact executive EV can return a range of up to 406 miles. With rapid 205kW charging, the Polestar 2 can be topped up from 10-80% in around 28 minutes. Mirroring
The Volkswagen ID.7 is the flagship car in VW's all-electric ID range and, alongside the quirky ID Buzz, finally proves that the German brand can get electric cars right. The ID.7 is available in Fastback or Tourer body styles and comes in a choice of three trims. While there
is an option of a 335bhp GTX version, or a smaller-batteried Pro model, the single motor Pro S Match is the most efficient ID.7, and will return up to 424 miles on a single charge courtesy of its 86kWh battery.
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RANGE: 424 MILES PRICE FROM: £51,580 PEUGEOT E-3008
The new long-range version of Peugeot’s fastback SUV comes with a beefy 98kWh battery capable of returning a best-in-class 435 miles. While power is modest at just 230bhp, the latest E-3008 doesn't need any
more than that. Available in two trim levels, the entry-level Allure and topend GT, both are comfortable, soft-riding, and smooth in that cossetting way French cars do so well.
At the end of 2023, the Model 3 underwent a comprehensive overhaul including a facelift that dropped the blobby styling of the previous model in favour of a classier, more business-like appearance. Alongside the
RANGE: 436 MILES PRICE FROM: £44,990
visual upgrades, the Model 3 has undergone some tweaks underneath. In Long Range, all-wheel drive trim, the car now returns up to 436 miles on 18-inch wheels thanks to a 79kWh battery.
This year brings big changes for Audi, kicked off with its A6 Sportback and Avant going all-electric. And they’ve done it with style. The A6 Sportback will return up to 463 miles when
RANGE: 463 MILES PRICE FROM: £63,305
paired with the 100kW battery and 362bhp single motor. With 543bhp on tap, the S6 has a lesser but still impressive range of 405 miles.
The Polestar 3 was the second car launched by the Swedish brand and was its first attempt at a full-sized SUV aimed at the likes of the BMW iX, and Audi Q8 e-tron. Like all Polestars it has a cool minimalist exterior which, in
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entry-level Long Range Single Motor trim, hides a 111kWh battery capable of up delivering to 438 miles of driving. Like all variants, it can be charged from 10-80% in around 30 minutes thanks to 250kW peak charging.
RANGE: 481 MILES PRICE FROM: £112,610
The Mercedes EQS is the Stuttgart manufacturer's flagship EV; an allelectric S-Class, if you will. In terms of technology, the EQS is virtually unrivalled and at 5.2 metres, it's longer than a Range Rover. The EQS' slippery, pebble-like shape makes it the world's most aerodynamic EV and the long range 450+ model packs a huge 108kWh battery, which is capable of delivering 481 miles of range and 200kW charging.
Researchers at the University of Birmingham said their findings marked a ‘pivotal moment’ in the move to more sustainable transport as EVs overtook their ICE counterparts in dependability. The study examined almost 300 million MOT test records to build up a picture of the ‘health’ of every vehicle on UK roads between 2005 and 2022, and estimate their longevity and what researchers called ‘survival rates’.
The figures showed that early EVs were less reliable and shorter-lived than petrol or diesel vehicles, but that rapid advances in EVs have allowed them to reach comparable lifespans even under more intensive use.
EVs now have an average lifespan of 18.4 years and will travel 124,000 miles – more than an average ICE vehicle.
A new study has found that electric cars are more reliable than petrol or diesel models, can cover more miles and will last as long or longer.
Reliability has improved across all types of powertrain but the study found far more rapid improvement among EVs thanks to the huge investment in their development in recent years. The MOT data showed that over the 17 years, EVs showed a 12% lower likelihood of failure (hazard rate) for each successive year of production, compared to 6.7% for petrol and 1.9% for diesel vehicles.
The findings support data from vehicle data specialist Geotab, which showed that EV batteries should last at least 20 years and lose far less usable capacity than initially suspected.
Publishing their findings in Nature Energy, researchers from the University of Birmingham, London School of Economics and Political Science (LSE), University of California San Diego, and University of Bern, Switzerland, revealed that Tesla leads the way in terms of EV longevity, with Audi and Skoda performing best among ICE vehicles.
Co-author Dr Viet Nguyen-Tien, from the LSE, commented: “Our findings provide critical insights into the lifespan and environmental impact of electric vehicles. No longer just a niche option, BEVs are a viable and sustainable alternative to traditional vehicles - a significant step towards achieving a net-zero carbon future.”
Co-author Robert Elliott, Professor of Economics at the University of Birmingham, added: "BEVs offer significant environmental benefits, especially as Europe switches to a more renewable energy mix. Despite higher initial emissions from production, a long-lasting electric vehicle can quickly offset its carbon footprint, contributing to the fight against climate change - making them a more sustainable long-term option.
"Our findings offer consumers reliable data to make informed decisions about their vehicle purchases, whilst policymakers can use our insights to shape regulations and incentives that promote the adoption of durable and environmentally friendly vehicles and plan ahead their end-of-life treatment."
More than a year after new rules set out minimum standards for public charging points, Sam Rawson, enterprise director at EV charging platform Monta, reflects on the milestones achieved so far, the regulations’ impact on the EV landscape and what they mean for the future of EV adoption.
The UK Public Charge Point Regulations that came into force in 2023 require public charge point operators (CPOs) to facilitate contactless payments and transparent pricing, offer 24/7 phone support, as well as ensure 99% reliability, participate in open data protocols, and offer roaming options. These requirements are bound to instil confidence in public charging and encourage more drivers to switch to electric. However, infrastructure will need to be more secure, CPOs need to adapt to evolving needs, and incentives are needed for providers and manufacturers, to aid innovation.
So how will the UK Government’s new rules enhance the experience for both new and seasoned EV drivers?
Allowing payment via a contactless payment terminal is a great move for drivers. The ability to simplify payment options at charge points has been a contentious issue for quite some time.
Yes, it creates a few more barriers – particularly in terms of capital expenditure. But overall, this will prove to be the right decision to boost the adoption of EVs as drivers have a more seamless and secure experience at chargers they may never have visited before.
The ordered 24/7 helpline support also helps drive adoption and points to another issue that early EV adopters EVs have experienced.
If a hardware issue happens at a public charger, drivers need the confidence that they can pick up the phone to somebody who is able to help them, whether it be at peak time or 3am.
99% reliability holds CPOs accountable for their hardware out in the field. They may be able to put the infrastructure in the ground, but they also need to ensure that it’s maintained and serviced.
It’s a tall order but, when infrastructure is managed effectively, is perfectly achievable. This is a metric that’s really going to help the UK’s public charging infrastructure and instil confidence among drivers.
With range anxiety remaining prominent among drivers, it’s vital that CPOs ensure that there are services available to people in rural areas as well as urban areas.
The enforcement of Open Charge Point Interface (OCPI) data collection is controversial because CPOs see this as sensitive to their business. However, it means that service providers are being held accountable for the reliability of their charge points and how effective their help centres are.
It is vital that we have a transparent network of charge points throughout the UK; public information that adopters can use to determine which providers are effective and trustworthy.
These requirements set the benchmark high and may deter new CPOs from entering the industry. In
addition, the penalties – £10,000 per infringement, per charge point – are also discouraging for budding players that just want to make a quick buck.
But that encourages more thought-out planning, and prioritisation of customer experience over building 50,000 new facilities that may only work 50% of the time. These regulations provide a strong framework to ensure that those that are in this industry are providing services to the best of their ability.
While these new enforcements are vital, the government should look into supporting CPOs by bolstering grants or funding options. This would allow more providers to enter this arena, and keep the space competitive.
In the early years of this industry, there were players that took government grants, built infrastructure from the ground up, only to leave it by the wayside. Now, however, CPOs are being held accountable for the performance in the long run. The knock-on effect of poorly performing hardware is the lack of confidence among drivers – which is detrimental to industry progress.
All in all, the new regulations, while punchy in terms of punishment, will make an example of CPOs that fail to deliver, while encouraging education of what it means to optimise services nationwide.
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+ THE LATEST NEWS AND UPDATES FOR EVERYTHING ELECTRIC HOME
Mutual Energy has initiated a two-year feasibility study into building a new reservoir near Carrickfergus, using Belfast Lough as a vital component of the proposed pumped hydro energy storage (PHES) system.
The concept of PHES, effectively a water-based ‘battery’, has been deployed worldwide for decades as a means of storing excess renewable power. In traditional PHES designs, surplus electricity is used to pump water from a lower reservoir to a higher one when renewable generation is plentiful and prices are low. Later, this stored water is released downhill, powering turbines to generate electricity at times of greater demand.
Mutual Energy’s plan would differ slightly by tapping Belfast Lough as the lower reservoir,
A Northern Ireland energy firm is assessing the viability of a hydro-electric power project in County Antrim that could bolster the region’s renewable energy supply.
thereby removing the need for two land-based reservoirs at different elevations. Water from the lough would be pumped into an inland reservoir during periods of high renewable output, then channelled back through turbines when wind or solar generation drops.
According to Mutual Energy, the two-year study will examine not only the engineering requirements but also the financial, environmental and regulatory frameworks needed to see the project through. The findings will be presented to the Northern Ireland Executive and the Utility Regulator, helping to determine whether this novel approach warrants full-scale development.
The company already operates key pieces of Northern Ireland’s energy infrastructure,
including the Moyle Interconnector, which links the electricity networks of Northern Ireland and Scotland, and the Scotland to Northern Ireland gas transmission pipeline. However, there are currently no operational PHES schemes in Northern Ireland. A previous project near Camlough in County Armagh was put forward in the late 1960s but abandoned due to the Troubles.
Boosting energy storage capacity is regarded as an essential step in achieving broader renewable energy targets across the UK. By absorbing surplus renewable power and dispatching it when demand is high, pumped hydro can help stabilise electricity prices, reduce fossil-fuel reliance and support the push towards net-zero emissions.
The UK government has confirmed that it will bring forward a Planning and Infrastructure Bill this spring, aimed at expediting the development of large-scale projects such as wind farms and transport links by stripping away barriers in the current planning process.
Under the new legislation, ministers plan to streamline bureaucracy to meet the government’s growth and climate objectives more rapidly. Wind farm developments—often stalled by lengthy consultations and legal challenges— are a particular focus, as are other nationally significant infrastructure projects like train lines and nuclear power plants.
In the spirit of delivering a “smooth and speedy” legislative passage, the government said it would work closely with Parliamentarians to finalise measures intended to fast track approvals for these crucial projects. Details are now emerging in a working paper, which highlights plans to simplify and modernise consultation requirements, update National Policy Statements at least every five years to offer developers greater certainty, and reduce administrative red tape for developers. Notably, the government has declared a moratorium on the creation of new statutory consultees—third-
party bodies that must be consulted on major planning applications. It will also review current consultees to ensure they align with national ambitions for infrastructure and growth.
This proposal follows last week’s announcement of reforms to judicial review processes. Under current rules, certain planning challenges can return to court multiple times even when the case has been declared unarguable, potentially delaying major schemes by months or years. The government now intends to allow only one attempt at legal challenge in such cases, preventing what officials describe as “blockers” that impede progress on critical developments.
Environmental regulations are also set for reform, with Environmental Impact Assessments (EIAs) being replaced by new Environmental Outcome Reports. Ministers say this will make the system “simpler and clearer” while still prioritising environmental protections. Accompanying this,
a roadmap for the new assessments is expected to be published in the coming months, outlining how the revised system will function. Meanwhile, a Nature Restoration Fund will enable developers to pay into a collective pot to safeguard habitats or species, reducing the administrative burden on builders who can proceed in the knowledge that offset measures are being funded.
Many of these proposals build on earlier working papers, which addressed planning committee reforms and eased environmental obligations to encourage faster construction. The latest working paper also sets out the government’s vision for a 10-year Infrastructure Strategy, which will underpin objectives to deliver clean energy by 2030 and achieve net zero by 2050 while spurring economic growth.
Industry stakeholders are being invited to share their views during the ongoing consultation, with the final 10-year strategy scheduled for publication in late spring. In a statement, ministers emphasised that the combined planning, infrastructure and environmental reforms will streamline decision-making without compromising ecological goals, ensuring that Britain’s most crucial projects can be delivered at the pace demanded by both investors and the climate agenda.
Good Energy, the British renewable electricity supplier, has agreed to a takeover deal worth close to £100m from Dubai-based Esyasoft, a company under the umbrella of Abu Dhabi International Holding Company (IHC). The offer of £4.90 per share represents a two-thirds premium on Good Energy’s share price prior to Esyasoft’s initial approach, raising its market value to £99.4m.
Esyasoft is ultimately controlled by IHC, chaired by Sheikh Tahnoon bin Zayed al-Nahyan—part of Abu Dhabi’s ruling family—and has investments spanning fossil fuels and solar power. Although IHC is involved in oil and gas services, it also specialises in energy technology via Esyasoft, pointing to a wider strategy of diversifying its energy portfolio.
The deal is poised to deliver a sizeable payout for Dale Vince, Labour donor and energy entrepreneur who holds a 26% stake in Good Energy via his Green Britain Group. Co-founder Juliet Davenport, who retains a 2.7% holding, welcomed the takeover. “The investment will provide an opportunity to scale the Good Energy propositions,” she said, “and make a real difference to climate change.”
Founded in 1999, Good Energy supplies 100% renewable electricity to about 245,000 customers across the UK and offers solar panel, heat pump and electric vehicle charging services. It grew partly through the acquisition of a wind farm developed by Martin Edwards, another shareholder with a 7.3% stake.
Esyasoft is pledging to leave Good Energy’s operations “materially the same” for at least six months. It intends to channel new resources into expanding the firm’s solar installation and maintenance activities, marketing services internationally, and seeking greater profitability for electric car charging app Zapmap.
Chief executive Nigel Pocklington said partnering with Esyasoft presents an opportunity to accelerate Good Energy’s mission and exploit new markets where the UAE-based firm already operates.
The final takeover depends on shareholder approval, but with the Good Energy board’s endorsement and a sizeable premium on shares, the deal appears set to cement a fresh era of growth and international expansion for the UK green energy pioneer.
Stoke-on-Trent City Council has named SSE Energy Solutions as its exclusive strategic energy partner, aiming to accelerate the city’s transition towards net-zero through the development of cutting-edge heat networks.
The five-year collaboration will involve delivering sustainable heating solutions and fostering wider economic benefits, including job creation and skills training in the green energy sector. Heat remains a core challenge in the UK’s net-zero ambitions, accounting for 37% of national CO2 emissions. By 2050, heat networks are expected to meet 20% of the country’s heating needs.
Under the new agreement, Stoke-on-Trent and SSE will also explore renewable energy projects, electric vehicle charging infrastructure and innovative heat technologies to boost local clean energy production.
Councillor Finlay Gordon-McCusker emphasised that SSE is committed to developing local skills and suppliers for milestone projects, cementing the council’s commitment to the green energy industry.
Nathan Sanders, Managing Director of SSE Energy Solutions, said the partnership combines SSE’s sustainable energy expertise with the council’s indepth knowledge of local needs, laying a foundation for Stoke-on-Trent’s energy transition. The collaboration aligns with SSE’s wider plans to invest £20.5bn in clean energy infrastructure by 2027.
Solar energy has surged ahead of coal in the EU’s power sector, supplying 11% of the bloc’s electricity in 2024 compared to coal’s 10%, according to Ember’s latest European Electricity Review.
Overall, renewables now account for 47% of EU electricity—up from 34% in 2019—while fossil fuels have dropped to a historic low of 29%.
Hungary, Greece and Spain led the solar charge, with Hungary generating 25% of its electricity from solar last year. This rapid growth has lessened the EU’s reliance on imported gas and coal. Ember’s analysis suggests that without the additional wind and solar capacity added since 2019, the EU would have faced an extra €59 billion in import costs.
“Fossil fuels are losing their grip on EU energy,” remarked Dr Chris Rosslowe from Ember. However, analysts warn that the region must still invest heavily in wind power, grid upgrades, energy storage and smart electrification to meet rising demands and maintain the momentum behind the clean energy transition.
The solar landscape has evolved significantly over the past few years. With government incentives changing, supply chains facing global disruptions, and new financing opportunities appearing, it’s more important than ever for potential solar adopters to understand precisely what they’re getting into.
Lets explore the current state of the home solar market in 2025 and what you need to know before installing panels on your property.
For many years, the Feed-in Tariff (FiT) scheme was the primary incentive driving residential solar adoption in Britain. Launched in 2010 and phased out by 2019, FiTs provided homeowners with a payment for every kilowatt-hour (kWh) of electricity generated, even if it was used on-site. This generous arrangement propelled thousands of households to install solar photovoltaic (PV) panels, confident in predictable returns on investment.
In the post-FiT era, the Smart Export Guarantee (SEG) has taken centre stage. Introduced in 2020, the SEG obliges larger electricity suppliers to pay households for any excess solar power exported to the grid. Although the export rates are typically lower and more variable than FiT payments, the SEG still offers a valuable revenue stream for homeowners. Some energy suppliers, particularly those pushing innovative green tariffs, provide more competitive SEG rates, making it crucial to shop around before settling on a provider.
One major driver of the current solar boom is the surge in household energy costs. While wholesale
energy markets have always been prone to fluctuation, global supply chain instabilities and shifting geopolitics in the mid-2020s have driven UK electricity prices steadily upwards. Coupled with the persistent cost of living challenges, many homeowners are seeking ways to offset high bills and insulate themselves against further price hikes.
Solar PV systems have become more efficient and more affordable over time. Contemporary panels now boast higher wattage output at smaller sizes, meaning homeowners can generate more power from the same amount of roof space. Furthermore, combined with battery storage systems—another fast-growing segment of the renewables market— home solar setups can achieve impressive rates of self-consumption. Storing excess daytime energy for use after dark reduces reliance on the grid, and in turn, diminishes vulnerability to sudden electricity price spikes.
The UK government has made decarbonising the housing stock a major pillar of its climate strategy. While new-build properties now routinely come with renewable installations such as solar panels or heat pumps, there are also initiatives aimed at nudging existing homeowners towards retrofitting
cleaner technologies. Some local authorities are streamlining planning permission processes for solar panels, especially in designated permitted development zones. However, in conservation areas and for listed buildings, additional steps may still be required.
Keep an eye on evolving legislation surrounding renewable energy. For instance, future policy could introduce further tax incentives or expansions to the Smart Export Guarantee. Equally, if electricity demand continues to rise— especially with the electrification of transport— more dynamic tariffs may become available, improving payback periods for those feeding power back to the grid. Checking your local council’s guidelines and government policy updates before starting any installation is crucial to avoid unexpected hurdles.
When it comes to deciding whether solar makes sense for your home, it all boils down to cost versus benefit. A typical residential solar PV system, sized around 4 kWp (kilowatts peak), costs between £5,000 and £7,000 currently, depending on panel quality and installer rates. High-efficiency panels or premium brands can push that price higher, but they often come with superior warranties and more robust performance over time.
The payback period for a solar installation varies depending on factors like roof orientation, local climate, usage patterns, and export rates. Nevertheless, many homeowners find that solar can pay for itself within eight to twelve years. This timescale can be significantly reduced if you invest in battery storage and manage to capture cheap off-peak electricity or capitalise on high export tariffs during peak demand hours. With energy bills continuing to climb, the financial argument for installing solar remains compelling.
Global supply chains are facing unprecedented challenges, from raw material shortages to shipping delays, and solar technology is not immune to these disruptions. Silicon—the primary component of solar cells—has seen periods of price volatility, which can trickle down to higher panel costs. Meanwhile, the logistics of moving materials from manufacturing hubs in Asia to UK warehouses has grown more complex and expensive.
That being said, increased competition among solar panel manufacturers has partially offset these supply chain pressures. Largescale factories have ramped up production, and new players are entering the market, bringing innovative panel designs that are more efficient at capturing diffuse light (a key concern in the UK’s often overcast climate). For homeowners, the result can be a complex but ultimately competitive marketplace, where patience and careful research can secure a good deal.
factoring in additional upgrades like battery storage or electric vehicle charging points. The good news is that a growing number of highstreet banks and specialist lenders offer green mortgages and low-interest home improvement loans. These financial products are specifically designed to help homeowners fund energysaving measures.
Some lenders reward improved Energy Performance Certificate (EPC) ratings with reduced mortgage rates, effectively incentivising
of-use tariffs become more prevalent, the ability to generate, store, and use electricity at the optimal time will become a hallmark of a truly modern, efficient home.
For many UK homeowners, solar power represents not only a hedge against fluctuating energy costs but also a tangible step towards a greener, more sustainable lifestyle.
Before committing to a solar array, you should make sure that your home is a good fit. South-facing roofs typically capture the most sunlight, but east- or west-facing roofs can still yield reasonable returns. Shading from chimneys, trees, or neighbouring buildings can significantly reduce system performance, so consider whether partial shading is likely throughout the day.
Choosing a reputable installer is paramount. Seek out companies accredited under schemes like the Microgeneration Certification Scheme (MCS). These credentials ensure a certain level of quality and may be necessary to qualify for the SEG or other potential government grants. Request multiple quotes, comparing not only the price but also the panels’ efficiency, warranty terms, and estimated annual generation.
Paying for a solar installation upfront may be a stretch for some households, especially when
people to retrofit solar and other eco-friendly features. In many cases, combining a green mortgage or loan with your household’s savings can spread the cost of an installation across several years while allowing you to enjoy immediate reductions in your monthly energy bills.
Although solar panels alone can significantly cut your carbon footprint, they are most effective as part of a broader domestic strategy for energy efficiency. Optimally, a homeowner might combine solar with a heat pump to replace a gas boiler, supercharge an electric vehicle with free power harvested from the sun, or add a home battery system to store surplus electricity for peak times. In a world where electricity demand is rising rapidly, synergy between these technologies can yield a more comfortable, cost-effective, and eco-friendly lifestyle.
By embracing a portfolio of connected solutions, households can future-proof themselves against policy changes and energy market volatility. Indeed, many in the sector believe that as time-
Looking ahead, the prospects for home solar in the UK remain bright—pun intended. Ongoing policy discussions point to increasing support for renewable adoption, and the drive to electrify heat and transport will likely prompt even more homeowners to explore solar solutions. Additionally, some experts predict that savvy households capable of generating and storing renewable electricity could one day participate in emerging local energy markets, selling power to neighbours through peer-topeer trading platforms.
Moreover, installing solar panels isn’t just about saving on bills—there’s also the potential impact on property values. Homes equipped with solar PV often command higher asking prices, thanks to the promise of lower operating costs. A well-chosen system installed in 2025 could still be generating clean energy for decades to come, which is a powerful selling point when competing in a tight property market.
For many UK homeowners, solar power represents not only a hedge against fluctuating energy costs but also a tangible step towards a greener, more sustainable lifestyle.
Understanding the changing nature of the sector—from evolving government incentives to shifts in global supply chains—can help you make a fully informed investment. Whether you’re just starting your solar journey or considering adding battery storage and other green upgrades, the key to success lies in staying informed, seeking out reputable installers, and planning for the long term.
With thoughtful consideration and the right financial strategy, a home solar system installed in 2025 can deliver cost savings, boost property value, and reduce your environmental impact—all while helping Britain move closer to its net-zero aspirations.
Homeowners have come a long way from the days when solar panels were the only visible symbol of going green.
Today, a host of new solutions—from solar tiles to flexible photovoltaics and micro wind turbines—are entering the domestic market. These innovations promise higher energy yields, improved aesthetics, and a more seamless blend with everyday home life. So, if you’re eager to look beyond the standard solar panel, here’s what the future of home renewables has in store.
Traditionally, solar panels have been mounted on frames that stand out from the roof, creating a somewhat utilitarian look. But recent breakthroughs in solar tile technology allow for photovoltaic cells to be integrated directly into roofing materials. Instead of placing a panel on top of shingles, the shingles themselves are now capable of generating electricity.
A major driving force behind this shift is design. Many homeowners want the benefits of solar energy without the awkward appearance of large, raised panels. Solar tiles provide a sleek, flush finish, preserving the architectural style of older homes while also fitting well with modern builds. Manufacturers tout these tiles’ durability, claiming they can withstand heavy rain, hail, and extreme weather—critical considerations for the UK’s variable climate.
Solar tiles have historically been more expensive than their panel counterparts due to increased manufacturing complexity. However, competition in this sector has been heating up, pushing prices down. By 2025, industry experts predict that the cost gap between solar tiles and standard solar panels will have narrowed significantly. For homeowners, the higher upfront investment in solar tiles may well pay off in increased property value and better curb appeal—an especially compelling argument in areas with strict planning regulations or listed building constraints.
Despite the enticing advantages, it’s important to note that solar tile installation can be more complex. If your roof is nearing the end of its lifespan, combining a roof replacement with solar tiles could be a time- and cost-effective strategy. On the other hand, if your roof is in good shape, installing solar tiles might mean removing perfectly functional materials. Seek expert advice, weigh the costs, and ensure that any chosen product is certified for performance and safety in the UK.
While solar tiles revolutionise the roof, flexible photovoltaic (PV) films open up a world of possibility for other areas of the home. These ultra-thin, lightweight sheets can be attached to surfaces that traditional solar panels could never dream of covering—think curved walls, conservatory roofs, or even small outbuildings.
Flexibility is the defining feature of this technology. Since the films are bendable, they can conform to irregular shapes, making them ideal for structures with unique angles or domed roofs. Some futuristic designs even incorporate transparent or semi-transparent PV films into glass surfaces, like greenhouses or skylights.
In terms of efficiency, flexible PV films generally lag behind the best rigid panels. But that gap is closing as the market matures. The advantage of being able to capture sunlight in previously inaccessible locations can offset the slightly lower conversion rates. For instance, if you have a wide wraparound porch that gets ample sunlight, applying a layer of flexible film could provide supplementary power to your main system.
While the material cost of flexible PV can be higher per watt generated, the installation process is often simpler and faster, potentially cutting down on labour expenses. These films can be affixed with special adhesives or installed as part of a new roof membrane—no heavy mounts required. Additionally, their lightweight nature can reduce structural concerns in older homes.
Though solar power often dominates the conversation, small-scale wind turbines are gradually gaining recognition as an effective supplementary solution in certain parts of the UK. If your property lies in a wind-rich region—think open countryside or coastal areas—a micro turbine could be a game-changer.
Early micro wind turbines received criticism for being noisy and visually
unappealing. Today’s versions feature improved blade designs that minimise noise and vibration. Vertical-axis turbines, for instance, can be installed on roofs, taking up less space and integrating more easily into your home’s aesthetic. With quieter operation and sleeker shapes, micro wind turbines are now a viable option even in some suburban settings.
A key challenge for micro turbines is consistency: wind is far more variable than solar exposure. Before committing to a turbine, obtain a wind speed survey to ensure that the average speeds in your area justify the investment. If conditions are favourable, a micro wind setup can significantly reduce your reliance on the grid—especially during darker winter months when solar output is low.
Always check local planning regulations. Some local authorities require specific permissions due to potential noise or visual impact. Even with quieter designs, the turning blades can raise concerns among neighbours. Open communication and transparency about the noise levels and energy benefits can often help foster goodwill.
and draw on it during high-consumption periods or when weather conditions are unfavourable.
In parts of Scotland, where winter sunshine can be scarce, a homeowner might rely heavily on a small wind turbine in tandem with a more modest solar array. When the wind blows strongly through the night, the turbine charges the battery. By morning, the household has a fully charged energy reserve that can be used or even fed back to the grid for profit.
According to Dr. Anita Caldwell, a renewable energy researcher based in Manchester, “The most significant shift we’re seeing is in how people perceive the overall aesthetic and functionality of renewable systems. The idea that green tech has to look clunky or industrial is fading. Stylish solar tiles and discreet wind turbines are bringing renewables to a broader market than ever before.”
Her colleague, Tom Hardy, who installs both solar tiles and flexible PV films, agrees: “Homeowners are often pleasantly surprised at how unobtrusive these new solutions can be. More importantly, the efficiency gains and design improvements in the last two years alone have been extraordinary. I fully expect that by 2030, we’ll see entire newbuild estates fitted with seamlessly integrated renewable systems.”
One of the most exciting trends for 2025 and beyond is the move toward hybrid renewable systems. Instead of relying on a single source—such as solar alone— homeowners are increasingly pairing solar panels (or tiles) with micro wind turbines and even battery storage to smooth out the peaks and troughs of generation.
Hybrid setups are most effective when combined with a battery storage system. Solar and wind can both suffer from intermittency— sunny days and windy nights don’t always align with household demand. A well-sized battery allows you to store any surplus
For anyone serious about reducing their carbon footprint and energy bills, exploring these “beyond solar panel” options is well worth the time. As technologies continue to evolve, the promise of blending efficiency, style, and selfsufficiency becomes increasingly achievable. From solar tiles that blend in with your existing roofline to flexible PV films that can wrap around unusual shapes, homeowners have never had so many choices for creating a greener living space.
Yes, the initial price tag can be daunting, and it’s essential to do your due diligence—get multiple quotes, research manufacturers, and consult with professional installers. But with energy costs expected to keep rising, it’s often a question of “why not now?” rather than “why?” For many, the savings, environmental benefits, and added home value will more than justify the investment.
As we head deeper into 2025, one thing is clear: the future of home renewables doesn’t begin and end with the conventional rooftop solar panel. With the cutting-edge solutions available today, going green has never looked—or performed— better. And if you’re looking to join the renewable revolution in style, it might just be time to step into this new frontier.
Over the past year, the government has unveiled several new grants aimed at fast-tracking residential green upgrades. Chief among them is the expanded Green Home Grant Plus, providing increased vouchers for everything from solar PV installations to advanced insulation materials.
Qualifying households can now receive up to 40% more funding than in 2024, with additional bonuses for low-income properties. Meanwhile, a revamped Renewable Heat Incentive has been replaced by a streamlined tax credit system specifically for groundsource and air-source heat pumps. This shift ensures homeowners receive immediate relief during tax season, rather than waiting for quarterly payouts over several years.
For those generating their own power, the latest tariff reforms can mean bigger financial rewards. With the introduction of the Variable Export Tariff (VET), households are compensated at higher rates when the grid is under strain—think winter evenings when demand peaks. At other times, export rates drop slightly, encouraging homeowners to store energy in batteries or shift usage patterns. This market-driven approach has already seen enthusiastic uptake, particularly among solar homeowners who can decide when to feed surplus energy back into the grid.
For many, the combination of a flexible tariff and a home battery system can significantly improve returns on investment. This is especially true if you can time appliances like washing machines or dishwashers to run when power prices are low, and sell excess electricity during high-demand
windows. Smart-home devices and apps—often provided by energy suppliers—make it easier than ever to automate and monitor these processes.
Amid the enthusiasm, there are potential pitfalls. Application windows for some grants can be short, and demand is often high. Before committing to any upgrade, check eligibility criteria and gather documentation—like your home’s Energy Performance Certificate (EPC) and installers’ credentials. Some
schemes also require that you use government-approved contractors, so confirm qualifications early to avoid delays or disqualification.
Keep a close eye on policy changes, too. Certain tax credits could shift or expire with the next budget review, leaving households who waited too long to apply without support. Equally, not all tariff rates are created equal; read the small print to understand peak and off-peak pricing, along with any penalty fees.
By taking advantage of grants, optimising your energy exports, and leveraging tax credits while they last, you can make considerable savings on your path to a greener, more energy-efficient home. The renewed government focus on home renewables in 2025 underscores a simple truth: the earlier you act, the greater the opportunity to benefit from these forward-thinking schemes—and the lighter your carbon footprint will become.
By Jordan Brompton, co-founder and CMO
In this article, Jordan Brompton, co-founder and CMO of myenergi, explains why now’s the perfect time to consider adopting innovative solutions to reduce your carbon emissions and becoming more energy independent.
With winter in full force, temperatures are plummeting and your central heating will be working overtime – bringing with it concerns over soaring utility bills and a growing carbon footprint.
But the colder months shouldn’t mean choosing between comfort and sustainability. After all, by investing in the latest eco-smart home energy technologies, you can stay warm and save money. With this in mind, here are my transformative tips to green your home.
1. Reduce what you can
It seems almost too obvious, but the greenest kilowatt of energy is the one you don’t use. Simple changes like turning off the lights when not in use and keeping the heating low but constant are effective ways to reduce your energy spend. If you want to go further, consider investing in more energy efficient appliances when specifying a replacement device.
Not only does your choice of which appliances you use make a massive difference to your energy bills, but when you use them too. Depending on your energy tariff, you’re likely to benefit from cheaper electricity during off-peak periods, so saving high-energy activities like doing the
laundry, running the dishwasher or charging up your EV overnight can save you in the long run.
Speaking of energy tariffs, the sheer range of options can sometimes feel overwhelming. The silver lining, however, is that there will always be an option that best suits your needs. Of course, choosing a renewable-only energy supplier will be better for the environment, and better for your conscience too!
2. Invest in home energy efficiency
NNothing saves energy quite like proper insulation. If your home is poorly insulated, you’re essentially paying to heat the outdoors. Upgrading your home’s insulation, particularly in the attic, walls and floors, can make a very big difference in maintaining indoor temperatures. Even double or triple-glazed windows can help reduce heat loss while greatly improving comfort. Investing in good insulation, no matter how big or small, can keep your home warmer in winter and cooler in summer, thus reducing the strain on your heating systems. Simple additions like fitting your hot water cylinder with an insulating jacket can make an important dent , while investing in loft insulation could save you up to £590 per year. Alongside slashing utility
bills, good insulation does wonders for your carbon footprint. For example, fitting solid wall insulation in the home can save up to 1,500kg of CO2 emissions every single yearequivalent to driving more than 3,000 miles in a petrol car.
Alongside proper insulation, investing in a smart thermostat can do wonders for your energy bills. With a range of models available for well under £200, the ability to carefully control your indoor temperature with the touch of a button is a big win.
3. Reduce reliance on mains-supplied energy
What list covering sustainable living would be complete without featuring self-generated renewable energy? Winter may not be synonymous with sunshine, but solar panels are a surprisingly effective year-round solution. Advances in solar technology mean they can generate electricity even on darker, cloudy days, allowing you to harness renewable energy to power your immersion heating, lights, appliances and even charge your EV.
What’s more, the price of solar has fallen significantly in recent years (by nearly 90% over the past decade) and is further helped along by
government incentives. A standard 3.5 kilowatt solar setup (suitable for the average 3-bed home) can now be purchased for under £7,000 and is capable of saving users more than £400 a year on their utilities.
To get even more bang for your buck, solar panels can easily be paired with a home battery system that stores excess energy for use in the evenings or on particularly cold days. While battery systems certainly come into their element during winter, they offer incredible benefits year-round.
Take myenergi’s libbi, for example, which can be programmed to store energy during the day (while most people are out of the house) and then used to power heating and appliances in the evening when grid costs typically soar.
By embracing solar energy paired with energy storage, you can not only significantly lower your energy bills and become more energy independent, but also contribute to reducing greenhouse gas emissions – a real win-win for both your wallet and the planet.
When most people think of an “eco-home,” they picture solar panels perched on top of a new build, or perhaps a snug passively heated cottage in the countryside. But today’s energy-conscious homes go far beyond these simple images.
The modern eco-home is a holistic concept: It doesn’t merely incorporate renewable technologies, but weaves them into the architecture so thoroughly that they become part of the home’s structural identity. These designs acknowledge that a home is not just a consumption space but can be an active participant in the energy ecosystem—generating, storing, and even distributing power. This transformation is driven by growing consumer awareness, tightening environmental regulations, and continual technological advancements. With the UK striving to meet ambitious carbonreduction targets, local authorities are revisiting building codes, offering financial incentives, and funding pilot projects that showcase the potential of net-zero or near-net-zero developments. The result is a wave of eco-homes that blend function, efficiency, and beauty.
Perhaps the most visible leap forward is in solarintegrated design. Instead of clunky, bolt-on panels, architects are specifying solar-embedded roofing materials—be they solar tiles or sleek photovoltaic membranes that look more like standard shingles than technology. What used to be the realm of concept houses is becoming a market reality as production costs decrease and efficiency levels rise.
Architects often emphasise the visual harmony of these systems, which is vital in regions with strict planning regulations or in conservation areas. When your roof is your array, the entire home gains a modern, uniform appearance that pleases planners and neighbours alike. This is particularly relevant for older neighbourhoods or
areas of historical significance, where traditional solar arrays might have been denied permission in the past.
On the technical side, integrated solar solutions today frequently boast efficiency rates close to those of standard panels. Companies are experimenting with materials that capture a
principle: do more with less. Passive design is about leveraging the structure’s orientation, materials, and form to maximise natural heating, cooling, and daylighting. The building “collaborates” with the sun’s path, prevailing winds, and the local microclimate—reducing the need for artificial interventions.
broader range of the light spectrum, aiming for ever-higher yields even in the UK’s cloudy climate. Pairing these systems with battery storage is increasingly popular, ensuring that solar power can be used after dark, when household demand often peaks.
While high-tech solutions command headlines, the most sustainable homes begin with a simpler
In passive design, windows and living spaces face south (or close to south) to capture solar gain, while utility rooms or storage areas occupy north-facing walls. The aim is to let in as much winter sun as possible while using strategic shading—think overhangs, awnings, or even deciduous trees—to block out harsh summer rays.
Materials with high thermal mass, such as concrete or stone, absorb heat during the
day and slowly release it at night, stabilising indoor temperatures. Meanwhile, layers of highperformance insulation reduce unwanted heat exchange with the outside. These elements work together so effectively that the home’s reliance on heating or cooling systems diminishes dramatically.
Another hallmark of passive design is careful ventilation.
Cross-ventilation, carefully placed openings, and even chimney-like shafts can guide cool air through the house in summer, removing the need for energy-intensive air conditioning. Coupled with heat recovery ventilators in colder months, a passive home achieves both excellent air quality and stable temperatures without large spikes in energy usage.
An eco-home doesn’t end at the walls. The surrounding land or garden space often plays a crucial role in sustainability, shaping how well certain renewable systems function and how comfortable the indoor environment is.
If the property is large enough, a small wind turbine can be installed where consistent breezes pass. Likewise, ground-source heat pump systems use trenching or boreholes to tap into the earth’s relatively stable temperature for heating and cooling. Integrating these features early in the design process is key to maintaining the site’s natural beauty and ensuring that the home is not overshadowed by mechanical installations.
Eco-homes increasingly feature rain gardens, green roofs, or permeable surfaces to manage stormwater. This not only reduces runoff but encourages local biodiversity. Planting native species, implementing pollinator-friendly flowers, or creating wildlife corridors helps the home harmonize with its environment rather than disrupt it. In urban areas, green roofs serve a dual purpose of enhancing insulation while providing a haven for birds and insects.
Trees and hedges can significantly influence how much heat or shade your property receives,
and how much wind hits your walls. By planting deciduous trees on the south side, homeowners can let in sunlight during winter (when the leaves are gone) while shading the house in summer.
The choice of building materials has a massive impact on a home’s environmental footprint—and on how well renewable systems mesh with the structure.
Hempcrete, sheep’s wool, and wood-fibre boards are increasingly popular alternatives to synthetic insulation materials. They’re breathable, reduce condensation, and are more environmentally friendly than petrochemical-based insulation. The question of cost often arises, but as demand grows, these natural options become more competitive, particularly when
factoring in their longevity and health benefits (e.g., fewer chemical off-gases).
On the higher-tech side, graphene-based products are making headlines for their strength, conductivity, and durability. While still emerging in the residential sector, some prototypes use graphene-infused concrete or coatings that improve thermal performance and structural integrity. As more manufacturers enter the space, graphene-laced building products may become a standard for sustainable construction, especially in climates prone to extreme weather.
Another trend is using reclaimed bricks, timber, or locally sourced stone, reducing both transport emissions and landfill waste. Each choice helps create a home with character and a lower carbon footprint, while supporting local industries. This approach dovetails well with the ethos of community-driven sustainability, transforming the construction process into a local partnership rather than a purely commercial transaction.
One of the biggest misconceptions about ecohomes is that they must be expensive or
visually dull. In reality, architects and builders are increasingly able to offer designs that align with a variety of budgets and styles—be that cuttingedge minimalism or a warm, traditional cottage.
While the initial outlay for certain materials or systems (like solar tiles, ground-source heat pumps, or graphene-enhanced walls) can be higher, long-term savings often offset these expenses. Lower monthly bills, government incentives, and the prospect of selling surplus energy back to the grid can shorten payback periods. Moreover, the resale value of a thoughtfully designed eco-home often outpaces that of a comparable standard build.
Governmental policies continue to evolve, there are various UK grants, tax credits, and feed-in tariffs provide compelling financial reasons to incorporate renewables early in the planning process. Since these incentives can shift from one fiscal year to the next, professional guidance is vital to ensure you meet eligibility requirements and optimise your benefit.
Even the most advanced energy systems won’t find favour if they clash with local aesthetics or building regulations—especially in conservation areas. Balancing modern technology with regional architectural norms is a fine art. Some architects work with heritage bodies to craft subtle, sympathetic designs that gain acceptance from local planners and communities alike.
To gain deeper insight, Electric Home spoke to London-based architect Emma Crawford, who specialises in low-carbon retrofits of Victorian-era homes. “We’ve come a long way from the days when putting a few solar panels on a tile roof felt revolutionary,” Crawford says. “Now, we aim for holistic redesign, from the insulation in the walls to the landscaping around the property. It’s about synergy. If your windows are configured for passive solar gain, you can reduce the size of the solar array without compromising comfort.”
Meanwhile, Daniel Reeves, a builder focusing on rural new builds in Cumbria, emphasises the importance of bridging modern technology with timeless aesthetics. “Many of my clients want that classic cottage look,” he explains,
“but they also want 21st-century performance. Combining ground-source heating, natural stone, and reclaimed wood can achieve incredible results. The clients get a warm, beautiful home, and we maintain the local architectural identity.”
Looking ahead, eco-home design is poised to become even more integrated and intelligent. Advances in energy storage—particularly solidstate batteries—are likely to push homes further toward off-grid capability. AI-driven smarthome systems will analyse weather patterns, occupant behaviour, and energy tariffs in real time, shifting consumption or storage to minimise environmental impact and expenses.
Moreover, 3D printing and modular construction techniques are rapidly gaining traction. These methods can drastically reduce material waste and speed up build times, allowing for more complex geometries that can incorporate solar, wind, and passive design features from the ground up. As local authorities adapt regulations to these novel construction methods, expect fresh opportunities for innovative, carbon-neutral homes that blur the line between science fiction and reality.
Designing the eco-home of the future hinges on an ethos of integration and respect—integrating renewable technologies into the structural and aesthetic framework of the house, and respecting both the local environment and heritage. Solar tiles might meet advanced insulation in the walls, while a ground-source heat pump quietly operates under the garden. Trees strategically planted around the property can moderate sun exposure and wind, while the home’s orientation maximises daylight, reducing the need for artificial lighting.
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.
