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TURNING ELECTRIC MAGAZINE
EDITOR’S NOTE
Living in interesting times
First of all, a happy new year from the EV Powered team to all of our readers.
It’s great to have you on board for what is set to be another rollercoaster year in the world of electrified transport.
It’s fair to say that 2024 was an eventful one for EVs, especially cars and vans. And I wouldn’t bet on 2025 being any less frantic.
For a start, the coming weeks should reveal the details of the government’s ZEV mandate consultation. This political hot potato is already having a massive impact on the EV and wider new car sector, so everyone is waiting to see what, if anything, Labour plans to change.
Car makers want everything from a total rethink of the targets, to a relaxation of the fines for missing those targets, and financial help to make EVs more attractive to private buyers. EV proponents, on the other hand, warn that progress is being made and any softening of the mandate risks the transition to net zero and could threaten investment and jobs.
How the government attempts to balance those opposing views will be fascinating and could have far-reaching impacts.
The government also needs to consider the country’s growing public charging network. As we report on page 8, the public spending watchdog has said that England is on track to reach a target of 300,000 chargers by 2030, but risks leaving some parts of the country behind. With more and more buyers opting for EVs, it is vital that the public infrastructure is there to support them, wherever they live or travel. Charger anxiety is still an issue, so it is vital drivers have confidence in the network whether they’re in a city centre or the middle of the countryside. How the industry tackles this and how government supports it will also be to the fore in the coming year.
On top of all of that, there’s the small matter of new cars. There’s a huge list of brand-new EVs coming in the next 12 months. These include revived nameplates from well-established brands such as Audi and Renault, and all-new models from upstart firms like Xpeng and Farizon. You can find a comprehensive list of every expected new EV over on EVPowered.co.uk, but
to whet your appetite we’re featuring the models we’re most excited about in this month’s Top 10 on pages 36-41.
There are several models on that list which we’re itching to get our hands on and over the next few months we’ll be bringing your our first impressions of many of them, here in print, on the website and via our Everything EV podcast, which you can find on Spotify or wherever you get your podcasts.
We’re off to a good start this month, with an early drive of the Skoda Elroq, which is launching soon and might just be about to swipe the Kia EV3’s crown as the best compact SUV. At the other end of the spectrum, I also got behind the wheel of the Polestar 3 to see how this premium performance brand is developing.
Talking of Kia, I sat down with its UK president, Paul Philpott to get his take on the ZEV mandate and hear how much of a threat he thinks the slew of new Chinese EV makers pose to established brands like his.
And with Formula E Season 11 already underway we’ve taken a look at how it’s developed from an experimental series into a fully matured global racing phenomenon (p18-21).
I’m really excited for what 2025 will bring for the EV world and can’t wait to share with you all the latest news, reviews and features.
Until next month, enjoy the read.
Matt
Allan Editor, Turning Electric
The Turning Electric Team
Editor - EV Powered
Matt Allan
Editor - Electric Home
Richard Alvin
Graphic Designer
Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
Business Development Director
Stephen Banks
Chief Creative Director
Stuart Hyde
Finance Director
Andrew Martin
JAGUAR TYPE 00 leaps into public view
Jaguar has officially taken the wraps off its new all-electric concept car at a special event during Miami Art Week.
The Type 00 concept marks the start of Jaguar’s transformation into a luxury EV brand and hints strongly at design elements we can expect from its range of new models, which will kick off with a four-door GT. That car will be revealed in 2025 ahead of a 2026 launch, and will be followed by a luxury SUV and saloon within 18 months.
The Type 00 name (pronounced Type Zero Zero) pays homage to Jaguars of the past while also looking forward to the brand’s future direction. The Type is a nod to previous naming conventions for models such as E-type. The first zero refers to the car’s zero tailpipe emissions while the second
marks its place as ‘car zero’ in the brand’s new model line.
Jaguar says the sleek coupe’s radical look is the ‘physical manifestation’ of Jaguar’s new creative philosophy, labelled Exuberant Modernism.
It is defined by a monolithic design with clear upright surfaces and sharp edges to emphasise its long, low profile. The ‘face’ of the car is a bluff surface flanked by high- and low-level slimline LED lights. The central ‘grille’ area is dominated by a textured panel of horizontal lines, echoed in the slatted ‘Strikethrough’ finish at the rear, which houses the hidden tail light array.
At the rear, Jaguar has done away with glass and fitted a solid tailgate instead to emphasise the car’s smooth long lines. There is, however, a massive ‘body-harmonised’ panoramic roof that blends with the car’s colour but allows light in.
The Jaguar Type 00’s exaggerated flared wheel arches house 23-inch alloy wheels which we expect to see on finished production cars. Just behind the front wheels, brass ‘ingots’ are laseretched with the Jaguar ‘leaper’, and fold out to reveal cameras that act in place of wing mirrors.
The doors open in a butterfly fashion to reveal a minimalist interior that at first glance has nothing but a steering wheel and pedals, plus a 3.2-metre brass ‘spine’ running between the seats. Two massive screens fold out of the dashboard, giving driver and passenger their own displays.
We wouldn’t expect the travertine stone seat plinth to make it to production, but it’s likely that the woven textiles used throughout will appear in the finished cars.
Under the striking skin, the Jaguar Type 00 concept is built on the bespoke JEA platform that will underpin the brand’s upcoming GT, SUV and saloon.
Power outputs are being kept under wraps but we’d expect them to be in the region of 500600bhp. Jaguar has said that it is targeting a range of 478 miles and ultra-rapid DC charging that can add up to 200 miles in just 15 minutes. From that we’d expect a battery in excess of 100kWh.
The new cars will be displayed and sold in a new range of exclusive stores rather than traditional dealerships as Jaguar looks to move upmarket to compete with the likes of Bentley and Aston Martin. The four-door GT will set the tone for this, rivalling cars like the Porsche Taycan, with a starting price of around £130,000.
TOYOTA URBAN CRUISER revealed as brand’s new compact EV
BYD SEALION 7 arriving in early 2025,
Toyota has unveiled its next all-electric model which will sit beneath the bZ4X and represents the start of an acceleration in its EV plan.
It also represents a push by Toyota to bring its EVs into a wider, cheaper market as it looks to meet ZEV mandate targets. The Urban Cruiser will sit as an electric equivalent to the best-selling Yaris Cross in the crowded compact SUV market.
The Urban Cruiser shares its DNA with the Suzuki e Vitara and will come with three powertrain choices. Unlike most rivals, that includes the option of a four-wheel-drive version.
Entry-level cars will be front-wheel-drive and use a 142bhp motor paired with a 49kWh battery. Above that is a 172bhp front-mounted motor and a 61kWh battery combination, while top-of-the range models will use the same 61kWh battery and a 181bhp, two-motor setup for all-wheel-drive. This will feature a trail mode and hill descent control.
priced from £45,000 BYD has confirmed prices and specifications for its fourth UK model, the all-electric Sealion 7.
Prices will start at £44,990 and the family SUV will be offered in three trim levels with two motor and three battery options.
Entry level Comfort cars will be rear-wheel drive and use a 308bhp motor and 82.5kWh battery. Above that are two all-wheel-drive variants which both offer 523bhp and 0-62mph in 4.5 seconds.
Mid-level Design grade cars, priced from £49,290, use the same battery as the Comfort model, giving a range of 283 miles. The Excellence, priced from £57,290, comes with a 91.3kWh battery with 312 miles of range.
At 4.83m long, the Sealion 7 is competing against the Tesla Model Y, Kia EV6 and Volkswagen ID.4, and offers a 520-litre boot, 58-litre front and, BYD claims, enough space on board for five adults.
RENAULT 5 TURBO 3E will be 500bhp rear-drive rally-inspired monster
Renault has confirmed plans for a new Renault 5 Turbo, based on its new all-electric supermini.
The Renault 5 Turbo 3E will be a limited-run production car using a twin-motor rear-wheeldrive setup producing more than 500bhp, the French car maker has said.
Created as a rally-inspired EV reimagining of the Renault 5 Turbo and Turbo 2 of the 1980s, the Turbo 3E is a high-tech halo model that was first hinted at in the concept car at the 2022 Paris Motor show.
That original car had around 375bhp while the production car will boost that by more than 100bhp and bring motorsport-inspired technology to the road. Renault says it will deliver ‘ultimate driving thrills with lightning acceleration’.
Unlike the Alpine A290, which is a relatively affordable hot hatch take on the Renault 5, the Turbo 3E is expected to be far more exclusive and expensive. Its bodywork is entirely different from the regular five-door hatch, with a lengthened and widened three-door shell made from carbon composite.
The bespoke bodywork, finished in motorsportinspired livery, echoes the swollen, squared-off lines of the 1980s cars. It features exaggerated wings, multiple rear spoilers and oversized bumpers and side skirts wrapping around 20-inch alloy wheels. Unlike the regular Renault 5, the Turbo 3E’s charging port is hidden in the rear air intake.
The two-motor setup is also bespoke, with inwheel motors delivering supercar performance. Renault says the finished car will be able to get from 0-62mph in just 3.5 seconds. We imagine it will probably be quite willing to go very sideways too, with all that grunt going to the rear wheels.
Renault hasn’t revealed pricing but has hinted that only around 1,000 examples of this hottest of hot hatches will be built, priced at more than £100,000.
The car was revealed as an Easter Egg at the end of a new Prime Video documentary about Renault. Anatomy of Comeback traces Renault’s recent turnaround from the brink of collapse in the early 2020s to building a range of award-winning EVs just a few years later.
PUBLIC CHARGING roll-out ‘too focused on the South East’ says watchdog
England’s charging network is on track to meet government targets by 2030 but risks missing out large parts of the country, according to the public spending watchdog.
The National Audit Office (NAO) has called for the government to put greater focus on regions outwith the South East and on rural areas after revealing that just 15% of public EV chargers are in rural areas.
Its survey of public charging found that by July of this year 64,600 public charge points had been installed across the country. This indicates that the rollout is on course for the 300,000 that the Department for Transport estimates are necessary to meet demand by 2030.
However, 44% of existing chargers are concentrated in London and the South East.
The watchdog’s report said that this suggested the 300,000 target could be reached without achieving the spread of chargepoints needed to support road transport across the whole country. And it urged ‘greater focus’ to ensure all parts of the country had adequate infrastructure.
The report also revealed that targets for charging at motorway service stations had still not been met and disabled motorists were not being sufficiently catered for.
The previous government had wanted every motorway service area to have at least six ultrarapid chargers by the end of 2023. However, by July 2024, just 62% had this many.
The report warned that current infrastructure “has not met the needs of drivers with disabilities”. It cited problems including pavement obstructions, heavy cables and out-of-reach controls as among the issues making chargers inaccessible for some drivers.
Gareth Davies, head of the NAO, said: “Government’s estimate of the 300,000 public electric vehicle chargepoints needed by 2030 appears achievable, although there is more to do to ensure adequate coverage in all parts of the country.
“Government is using regulation to improve the user experience of public chargepoints and needs to address access for people with disabilities.”
ChargeUK represents the charging industry. Its CEO Vicky Read said that the government needed to make it easier for chargepoint operators to install new hardware. She commented: “The NAO
report backs up the research in our own White Paper that found that we are on track to deliver over 300,000 public charge points by 2030.
“Now the challenge is to stay on track, and for that to happen government must pay heed to the recommendations in this report and tackle the remaining barriers holding us back from going even further and faster.
“Planning permission and grid connections need to be simpler and faster. And we would like to see the Local EV Infrastructure scheme get going at pace to facilitate the vital roll out in all parts of the UK.”
AA president Edmund King said: “It is vital that communities are not left behind, and the NAO is right to point out that northern and rural areas are not seeing installations at the same rate as the south.
“To provide confidence to drivers now and in the future, it is crucial that all road users, including those with mobility issues, can use public chargers easily.”
DS No8 unveiled with 345bhp an 466 miles of range
At 4.82m long and 1.9m, the DS is the same size as the Polestar 4 and slightly smaller than the Audi A6 e-tron and BMW i5 executive saloons, with which it hopes to compete.
While officially an ‘SUV coupe’, DS says that extensive work on the body has resulted in aerodynamic gains worth 37 miles of range.
Under the slippery skin, the DS No8 comes with a choice of three motors and two batteries. Entry-level cars get a front-mounted 227bhp motor and 74kWh battery. Above that are all-wheel-drive options with either 242bhp or 345bhp. Both use a 97.2kWh battery which DS says will offer a massive 466 miles of range.
Among high-tech features, the DS No8 will come with camera-controlled active scan suspension, active lane changing assist, a night vision display and adaptive ‘Pixelvision’ lights.
DS has fully revealed its new flagship No8 saloon, which will lead the brand’s next generation of all-electric models.
ELECTROGENIC announces electric MX-5 kit
EV conversion specialist
Electrogenic has revealed a drop-in kit for the iconic Mazda MX-5 in response to customer demand.
The ‘plug-and-play’ system is designed to slot easily into a Mark 1 MX-5 and maintain all the fun of the original car with zero tailpipe emissions.
The original 116bhp engine has been replaced with a 160bhp Electrogenic motor. Torque is also boosted from 101lb ft to 184lb ft, resulting in instant response and a 0-60mph time of just 6 seconds.
Providing the energy is a 42kWh battery array split between the engine bay and the former location of the fuel tank. Thanks to clever positioning, the car’s (tiny) boot hasn’t been reduced any further and the perfect 50:50 weight balance has been maintained.
The electric Mazda MX-5 is also only slightly heavier than the petrol version, weighing in at 1,100kg, compared with 1,000kg for the first-gen roadster.
Government needs to send a message
time
for EVs is the
We speak to Paul Philpott, president of Kia UK, about the company’s EV mission, the controversial ZEV mandate and the threat new Chinese EV makers pose to established brands
EVP: Kia is one of the brands that seems to be leading the way on EVs, so could you fill us in on Kia's EV strategy?
Paul Philpott: Kia has been making EVs for nearly 10 years. Our first EV – Soul EV, was launched in 2014. So that 10 years of learning is gradually bringing more and more EVs to market – with Niro EV, with EV6, with EV9, and now we bring EV3. This is all part of our Plan S strategy to progressively move towards full electrification. We have two more EVs to launch beyond EV3 next year. And we've stated quite clearly that by 2027, we will have seven EVs on sale here. And that will represent more than half of our product range. So everything's got to be product-led and within that there are a couple of key factors. One is range, and the other is charging speed. Because if you can crack those two, you overcome a lot of the barriers that many customers still have to making the big decision to move from a petrol or a diesel car to an electric car.
And we're progressing step by step through that strategy. I think EV3 is a really important car for us. It's our lowest price EV. And with a range of 375 miles, the interior space and technology that's within it, we think it's a very competitive proposition and will be the key car next year for achieving next year's ZEV mandate.
EVP: On the ZEV mandate, how secure is Kia’s position in 2024 and how are you looking for the next few years?
Paul Philpott: We're confident of hitting ZEV mandate this year. Launching EV3 comes at a good time, and in 2025 we get the full-year effect of EV3, plus EV4 and EV5 in the second half of next year.
All of the modelling that we've done says that we're on track to achieve our ZEV mandate target again next year. Then with EV2 and other products coming, what we can see in the pipeline would indicate that we're good for ZEV mandate targets. Obviously in the latter years, as you get towards the 80% by 2030, we've got to still work at that pretty hard. But we're broadly on track right now.
EVP: And is that through pure BEV sales or is that through BEV and carbon trading credits?
Paul Philpott: It's using all of the flexibilities that are given to manufacturers in the early years, which were a key part of the negotiation when the mandate was created. It was understood that those early years would be some of the toughest years as the charging infrastructure was put in place.
Continue on next page
EVP: More broadly on the ZEV market, different manufacturers have quite different opinions on whether it's the right thing at the right time, whether the levels are right and whether it's attainable. Where does Kia stand on the ZEV mandate?
Paul Philpott: I think first of all we still need clarity over 2030 or 2035 at the moment. The one piece of clarity I have is given to me by the ZEV mandate, and that says I need to be at 80% EV by 2030. At one stage that was 100%. Or was it? I don't know.
There's still that confusion. What can you sell between 2030 and 2035? The new government haven't yet confirmed what that will be. But I think the ZEV mandate gives a structure for the rate of progress that we need to make in order to decarbonize motoring going forward.
I think it's a tough piece of regulation when there is very little incentive as well. It feels like a lot of stick and not very much carrot.
In the fleet world with fleet user/choosers, an incentivisation through low BIK is generating a good mix of order take. People are seeing the benefits of low benefit in kind tax rates. And the take up of EVs in fleet is much stronger than it is in retail. In retail, there are no incentives. Now, the government has said in the latest budget about lower VED and increasing VED on non BEVs. That will start to put a wedge between the two. But I still believe that some incentives for retail buyers from government would send a really strong message to the car buying public that now is the time for EVs.
If you can crack range and charging speed, you overcome a lot of the barriers
EVP: So what do you think we need to stimulate that retail interest?
Paul Philpott: The position that we've taken thus far has been around lower VAT rates for a period of time as the car buying public get to the position that says ‘actually, EV is right for me now’.
And the real positive we're seeing is that there's not many EV buyers who then go, ‘Oh, it's not really for me. I'm turning back to an ICE car’. Once you've had an EV and lived with an EV, then there's little going back. People don't enjoy the trips to the petrol station to fill up.
So some sort of VAT cut for consumers would be a very clear statement of the government's support for take-up of EVs.
We're putting huge amounts of investment into developing EVs, and we're being hit with a stick that says, ‘if you don't do this, you will be fined’.
There has to be some incentive for consumers to think ‘the government are real about this, they're incentivising me to take some new technology’. And the two together could be very powerful.
EVP: You mentioned that EV3 is the cheapest model in the lineup just now and EV2 is in the pipeline. Is that car going to be the next level of affordable beneath the EV3?
Paul Philpott: Yes. EV2 will be into 2026 and that will sit beneath EV3. As the requirements for your EV mix go up, you need to bring more volume EVs to the marketplace. What's been a barrier to EVs? Many have said it's been price.
It’s a tough piece of regulation when there is very little incentive It feels like a lot of stick and not very much carrot
There's also, of course, the confidence around charging and range anxiety, all the things we've been through and largely overcoming now. Still, price appears to be a barrier. EV3 makes one move, EV2 will make another move.
EVP: Away from the retail side of things, next year you're delving into the world of commercial vehicles as well.
Paul Philpott: Yes, for the first time. At the end of next year we will launch our first electric van – our PV5 which we're in the planning stage of right now. First and foremost, it's a cargo van, but there are passenger versions going to be available for us for ride handling and other uses.
EVP: Looking at the broader market, we're seeing a lot of new brands suddenly come in and effectively trying to do what Kia did in Europe 30 years ago. How do you see the impact of what is quite a large volume of new brands coming in in quite a short time?
Paul Philpott: I could glibly say, competition is all good, because it forces you to be better. I think that the Chinese brands are undoubtedly strong. They are coming to the UK with some very strong EV products at attractive price points.
So, yes, of course they represent extra competition for us. But some things will take time. Brand awareness takes an awful long time and investment to build that up. And to build the trust from consumers. So if you're spending £30,000, £40,000 will you spend that with a brand you've never heard of and you don't know that anyone else has owned?
This sort of word of mouth recommendation we know from our experience over the last 20 years, it takes time. And that gives us some time to continue to develop our own brand, our own product range.
They'll also take time to really establish their supply chains and their aftersales network parts supply. That sort of thing takes time.
So, will they have an immediate impact on us in 2025? I think that impact will be modest. In the mid to long term, I think that could be a significant extra competitor in the marketplace. But car markets are by their very nature competitive and we may well see a shakeout of other brands.
Once you've had an EV and lived with an EV, then there's little going back
The rest of the car is less distinctive. It follows familiar Skoda design tropes and it’s clear to see elements of the Enyaq and the Karoq.
At 4.48m long, Skoda is stretching the concept of a ‘compact’ SUV. That’s 18cm longer than an EV3, 10cm bigger than a Kona and around the same size as a Renault Scenic. But that’s always been Skoda’s trick — price a car for one segment then make it almost as big as the segment above.
The Elroq has an identical wheelbase to the Enyaq, which is evident in the massive amounts of passenger space. This is a ‘compact’ car where four adults will have no difficulty in getting comfortable. Legroom and shoulder room are as good as or better than anything else in its class. The seats — whether the regular or
Sportline ones — are also brilliantly supportive and comfortable.
The payoff compared with the Enyaq is a smaller boot but, at 470 litres, it’s still better than virtually any competitor car.
And in the cabin there’s 48 litres of stowage space dotted between the capacious door pockets, the
lower centre console and beneath the armrest. There’s no frunk, but special mention must go to the cable net which hangs beneath the parcel shelf. This means your cable is always accessible, even when the boot is full.
The interior borrows a lot from the Enyaq, which is a smart move. It brings a simple but stylish approach with a low-set, two-layer dashboard topped with soft rubber and faced with fabric. The main 13-inch touchscreen sits high up while the simple instruments are housed in a neat ‘envelope’ in the dash top. Those instruments are supplemented by a big bright HUD that includes augmented reality for the sat nav.
Material quality is the high standard we’ve come to expect from Skoda. Even the basic Loft interior ambience feels more like a premium product than a £31k entry-level option. It uses a tactile, attractive fabric made largely from recycled plastic. Higher
trim levels get the option of the Lodge finish, which features grey and white upholstery made from faux leather and recycled fishing nets, and comes with funky orange seatbelts.
On the tech front, the Elroq’s touchscreen runs a refreshed operating system that’s quicker and easier to use than before, with more shortcuts for the functions you really want. It also supports remote parking payments and contactless plugand-charge sessions. And although it doesn’t get the clever Smart Dials of some Skodas, there are physical keys to instantly pull up functions such as the climate control and driver assistance.
The Elroq uses the same powertrains as the Enyaq, meaning buyers have a choice of three battery and motor combinations.
Each is named roughly according to the battery size. The Elroq 50 gets a 52kWh battery and 168bhp motor. The 60 has a 59kWh battery and 201bhp motor, and the 85 has a 77kWh battery and 282bhp motor.
Maximum range in the 50 is 232 miles, while the 60 boosts that to 250 miles. In comparison, the 52kWh version of the EV3 manages 270 miles, and the 60kWh Scenic does 260.
17 REVIEW
For the maximum range, you’ll want the Elroq 85, which will officially cover 360 miles. That’s great, although not quite a match for the EV3’s 375 miles or Renault’s 379.
Each step up also brings faster charging. The 50 maxes out at 145kW — already better than most rivals — while the 60 reaches 165kW and the 85 manages 175kW. Skoda says that this allows every variant to charge from 10-80% in between 24 and 28 minutes.
Production of the 60 — predicted to be the bestseller — hasn’t started, so I tested the 50, and the 85.
Almost 300bhp and more than 400lb ft is really more than a car of this sort needs. The 85 jumps away from a standstill with real pep and pulls strongly but smoothly all the way up to motorway speeds. Standstill to 62mph takes just 6.6 seconds, which feels more than quick enough. The 50 takes 8.7 seconds to reach 62mph and while it’s clearly less punchy, the difference isn’t as pronounced as you might expect. It still picks up keenly, even at higher speeds and has sufficient shove for a smallish family car. That was with two on board, with a full family, you might appreciate the extra power of the 60.
also fitted to all models and SE gets single-zone climate control and cruise control.
Above SE, SE L starts at £33,500 and comes with the 59kWh battery and 201bhp motor as its only powertrain. It adds heated seats and steering wheel, sat nav, dual-zone climate control and front parking sensors.
As with most small SUVs, you won’t get much feel from the steering but the Elroq does offer remarkable body control. There’s very little lean but what’s more impressive is how composed the ride is. Regardless of the surface, it smooths out lumps and bumps without ever feeling slack or bouncy.
The Sportline brings Dynamic Chassis Control with variable damper stiffness and variable ratio steering for a livelier drive. It’s definitely firmer and with heavier steering in the sportier settings but the dynamic difference to regular cars isn’t significant enough to recommend it.
Matching the remarkable comfort is brilliant noise isolation that means right up to motorway speeds there’s very little wind or road noise. Higher-spec cars benefit from acoustic laminated glass but even the entry-grade cars are as quiet and refined as premium vehicles from the class above.
The Skoda Elroq costs from £31,500, making it the cheapest car in the compact SUV class. It neatly undercuts models like the EV3 and EX30 while offering comparable equipment and performance. The entry point is the SE trim, which is only available with the ’50’ powertrain. As standard, it gets 19-inch alloy wheels, LED lights, a reversing camera and sensors. The 13-inch touchscreen is
Edition and Sportline can be specced with either the 59kWh or the 77kWh battery. Edition starts at £34,450 and the bigger battery is £2,200 more. That brings a different alloy wheel design, dark chrome exterior trim and privacy glass. Inside, it adds driver assistance including adaptive cruise control, keyless entry and wireless phone charging.
A top-spec Sportline 85 is £41,600, which undercuts the range-topping EV3 GT Line S by £1,300 and the top-end Scenic by £5,000 while offering comparable range and equal, if not better, performance.
As mentioned above, Sportline gets dynamic chassis control and progressive steering as standard. It also adds adaptive LED matrix headlights, gloss black exterior trim, 20-inch alloys and unique sports seats. The 85 also gets lower sports suspension, which the 60 doesn’t. While Sportline definitely looks sharper, the Edition feels like the sweet spot of the range.
Skoda smashed it out of the park with the Enyaq and it appears to have done it again with the Elroq.
It offers a classy, premium-tinged interior, loads of space and a choice of three well-considered powertrains that deliver impressive performance and range. On top of that its ride and refinement are among the very best in class. And it delivers all of this for a hugely competitive price.
There are some equally brilliant competitors out there, particularly the Kia EV3 and Renault Scenic, but for value for money, it’s very hard to argue against the Skoda Elroq.
SKODA ELROQ 85 EDITION
PRICE: £36,650
TRANSMISSION:
Single-motor, rear-wheel-drive
BATTERY: 77kWh
POWER: 282bhp
TORQUE: 402lb ft
TOP SPEED: 111mph
0-62MPH: 6.6 seconds
RANGE: 360 miles
CONSUMPTION: 4m/kWh
CHARGING: up to 175kW
FROM ITS INCEPTION JUST OVER A DECADE AGO THE FIA FORMULA E WORLD CHAMPIONSHIP HAS BEEN ON A MISSION TO REDEFINE MOTORSPORT FOR THE ELECTRIC AGE.
Early on, it faced its fair share of sceptics—those who doubted the allure of quiet, battery-powered single-seaters in city centres. Yet, as the11th season kicks off, Richard Alvin looks at Formula E which now stands as a mature, globally recognized championship that marries cutting-edge technology, sustainability, and enthralling competition.
A BRIEF RETROSPECTIVE: HOW WE GOT HERE
To understand the significance of Season 11, it helps to recall Formula E’s trajectory. The first season, back in 2014, was something of a daring experiment—identical cars, battery swaps, and uncertain crowds. Over time, the series dispensed with car changes, introduced faster, more efficient battery packs, and lured major automotive manufacturers and top-tier racing talent. By Season 9, the introduction of the Gen3 car—lighter, more efficient, and more powerful—propelled Formula E into a new era of performance and innovation.
Season 10, last year, built upon the Gen3 platform’s capabilities, showcasing higher speeds, better energy regeneration, and close-fought championships involving a robust mix of factory-backed and customer teams. Amidst a global shift toward electrification, Formula E found itself less a curiosity and more a mainstream fixture, with established stars and manufacturers vying to shape the future of electric mobility. Now, Season 11 stands poised to refine the formula further, evolving from a promising series into a well-rounded championship that feels both stable and forward-looking.
REFINEMENTS TO THE GEN3 PACKAGE
The Gen3 cars debuted with ground-breaking specifications: top speeds over 320 km/h, front and rear powertrains for unprecedented regenerative braking,
and smaller, lighter batteries. By Season 11, teams and drivers will have accumulated two years of invaluable data. Expect them to unlock even more performance and efficiency. Software updates—an often underappreciated performance differentiator—will be key, as engineers refine torque mapping, braking balance, and energy management strategies. The hardware remains largely unchanged, but incremental improvements in reliability and setup understanding could translate to more competitive and dynamic racing.
One likely benefit of this deeper familiarity is closer, more predictable racing. In early Gen3 races, some teams struggled to find their footing, resulting in performance gaps. By Season 11, we can anticipate a tighter competitive field. The same carchassis package used by all ensures a level platform—where talent in engineering, energy strategy, and driving finesse distinguishes contenders from also-rans.
SPORTING REGULATIONS: ITERATING TOWARD EXCELLENCE
Formula E has never shied away from innovation in sporting format, introducing concepts like Attack Mode, Fanboost (recently discontinued), and various qualifying revamps. After two seasons with the Duels qualifying format and a return to more traditional race lengths, Formula E and the FIA may introduce subtle tweaks for Season 11, aimed at enhancing both the sporting integrity and the show. A potential refinement could involve the Attack Mode concept—those brief periods of higher power that drivers must activate by going off the racing line. With more data at their disposal, the FIA might adjust Attack Mode durations or deployment rules to ensure maximum strategic intrigue. Additionally, there have been discussions—albeit speculative—around reintroducing some form of pit-stop element tied to rapid charging, now that battery and charging tech have advanced.
THE CALENDAR: EXPANDING HORIZONS AND CONSOLIDATING FAVOURITES
Formula E’s identity is tied closely to its venues: world-class cities that provide dramatic backdrops and attract diverse fans. Over the years, the championship has raced through Paris’ cobblestone streets, circled Berlin’s Tempelhof airfield, raced around Monaco’s fabled harbour, and lit up metropolises from Seoul to São Paulo.
The recently established foothold in emerging electric mobility hotspots like India and South Africa could be solidified, while perennial favourites— Mexico City, Berlin, Rome, and Monaco—are likely to remain cornerstones of the calendar. There is ongoing speculation that Formula E will expand its footprint in the United States, perhaps adding a second American round to complement the popular Brooklyn race, or seek new markets in the Middle East or Southeast Asia to reflect the global embrace of EV technology.
Some experts have suggested a return to established European racing destinations might help ground the championship’s narrative, building tradition and continuity. With Season 11, it’s plausible that Formula E aims for a balanced mix of established events and carefully chosen newcomers. The season might feature around 16 to 18 races, allowing for a structured schedule that rewards consistency and long-term strategy without stretching teams thin.
THE MANUFACTURERS AND TEAMS: A HIGH-STAKES ARMS RACE
One of Formula E’s great successes has been its ability to attract and retain serious automotive players. The presence of manufacturers like Porsche, Jaguar, Nissan, and DS Automobiles underscores the series’ importance as a proving ground for EV technology. While some major brands like MercedesBenz and Audi departed in past seasons, new entrants and existing privateer teams have stepped into the spotlight. With competitive outfits like Avalanche Andretti (with Porsche powertrains), Jaguar TCS Racing, and
Envision Racing (also Jaguar-powered) consistently at the front, the battle lines are drawn along complex supply relationships and strategic alliances.
In Season 11, these partnerships may deepen. Customer teams rely heavily on powertrain suppliers for updates. As the Gen3 formula matures, the difference between winning and losing could hinge on incremental software improvements and energy management tricks shared (or withheld) between manufacturers and customers.
Moreover, with electric mobility a central theme in global automotive strategy, success in Formula E translates into marketing clout. Teams and manufacturers understand this, which could mean a ramp-up in R&D investment. After all, the technologies honed on the racetrack—fast charging solutions, inverter efficiency gains, innovative battery cooling systems—could trickle directly into the next generation of road-going EVs. By Season 11, we may see a heightened push to tout these trickle-down benefits, as manufacturers look to justify their involvement both financially and reputationally.
21 FORMULA E
MITCH EVANS MAKES HISTORY WITH LAST-TO-FIRST WIN IN SÃO PAULO
AS FORMULA E DEBUTS GEN3 EVO ERA
Starting from 22nd on the grid, Evans defied the odds to claim the win, marking a milestone in Formula E’s history.
The dramatic race featured 111 overtakes, five different leaders, and two Red Flags. A major incident involving reigning champion Pascal Wehrlein saw his Porsche flip after hitting the wall, though Wehrlein escaped uninjured. The introduction of a powered-up ATTACK MODE, offering a four-wheel drive boost, proved pivotal, enabling Evans to execute a stunning charge through the field.
António Félix da Costa, driving for TAG Heuer Porsche Formula E Team, secured second place, while Taylor Barnard, driving for NEOM McLaren, completed the podium, becoming the youngestever podium finisher in Formula E history at 20 years and 189 days. Barnard overcame a chaotic start, including a damaged front wing and a Drive-Through Penalty, to deliver a standout performance.
THE 2024/25 ABB FIA FORMULA E WORLD CHAMPIONSHIP BEGAN WITH AN ELECTRIFYING SÃO PAULO E-PRIX , AS MITCH EVANS ACHIEVED A HISTORIC LAST-TO-FIRST VICTORY FOR JAGUAR TCS RACING IN THE DEBUT RACE OF THE GEN3 EVO CAR .
NEOM McLaren’s Sam Bird finished fourth, followed by Mahindra Racing's Edoardo Mortara in fifth. The top 10 also included Norman Nato (Nissan Formula E), Nyck de Vries (Mahindra), Sebastien Buemi (Envision Racing), Dan Ticktum (CUPRA KIRO), and Jean-Éric Vergne (DS PENSKE).
Former leader Oliver Rowland (Nissan Formula E) fell to 14th after a late Drive-Through Penalty dashed his hopes of victory.
Evans, reflected on his stunning achievement, said: "I wasn’t expecting this after misfortune in qualifying. After gaining 18 places on the first lap, I started thinking maybe a podium was possible. It was a crazy race, very hard to manage. Full credit to Jaguar—this was a sweet one.”
António Félix da Costa praised the competitive spirit of the race while acknowledging the dangers highlighted by Wehrlein’s crash: "What Mitch achieved is incredible. It’s a
reminder of the respect we need in this sport. I’m glad Pascal is okay."
Taylor Barnard expressed disbelief at his podium finish: "I didn’t have a speech prepared! The team did an amazing job with strategy, and Sam [Bird] protected me at the end. I can’t believe I’m standing here."
The São Paulo E-Prix welcomed motorsport legend Emerson Fittipaldi, accompanied by his son Emerson Jnr, who toured the NEOM McLaren and Lola Yamaha ABT garages and mingled with drivers, adding further prestige to the event. FULL CREDIT TO JAGUAR—THIS WAS A SWEET ONE. - MITCH EVANS
While the system looks good and is responsive, simple tasks are overly complicated. When opening the boot and glovebox is controlled via a screen, you have to think the obsession with buttonless interiors has gone too far.
That really is my only bugbear with the interior, though. As well as using beautiful materials, it is hugely spacious. Even with the driver’s seat at its full extent, there’s plenty of space for another adult behind it. The dropping roof only creates headroom issues if you’re over six foot, but leg and shoulder room are exemplary and you can accommodate three adults in the back – not always a given even in apparently large SUVs.
All that passenger space means the boot isn’t huge for such a large vehicle. At 494 litres it’s smaller than those of its rivals, and the 32-litre frunk is really just big enough for charging cables.
The Polestar 3 comes with one battery and three motor choices, offering two- or four-wheel drive.
Orders are open for the long-range single-motor version but deliveries won’t begin until early summer 2025. In the meantime, customers can get their hands on the long range dual motor with or without the performance pack.
Without it, the 3 still produces 483bhp and 620lb ft, allowing it to get from 0 to 62mph in five seconds flat. Ticking the Performance Pack box boosts power to 510bhp and torque to 671lb ft, which shaves 0.3 seconds off the standard acceleration test.
It also knocks more than 40 miles off the maximum range, taking it from 390 in the regular long range dual motor to 349 miles in Performance Pack cars. The single-motor version will cover 438 miles before it needs charged, which can be done at 250kW, taking the massive 107kWh battery from 10-80% in 30 minutes.
drove the Performance Pack version which feels every bit as quick as you’d expect. The motor setup is rear-biased for a ‘sportier’ feel but the onboard systems do a great job of balancing all that power and torque to slingshot this big SUV forwards.
The steering has the familiar sharpness of an electronically assisted setup, meaning the 3 changes direction quickly and grips well through its massive 22-inch wheels. Torque vectoring at the rear lets you duck in and out of corners with agility at odds with its size but, while it’s pacey and direct, there’s no escaping that size. You sit high up and you’re very aware of that as the body leans through tight corners.
Despite the Polestar’s adjustable dual-chamber suspension it doesn’t have the control or poise of the petrol-powered Cayenne.
You can jump between three degrees of suspension stiffness – comfort, nimble and firm
– but none totally controls the roll and in ‘firm’, the ride is too stiff for UK roads. Dialled back to comfort, the Polestar 3 feels happier, acting as a rapid but smooth long-range machine that strikes a balance between Volvo’s super-soft approach and the overly-rigid German approach.
Polestar 3 prices start at £69,900 for the rearwheel-drive model, rising to £75,900 for the long range dual motor. The Performance Pack is £81,500.
That adds 22-inch forged alloys, Swedish gold trim as well as the extra power and bespoke chassis tuning. Every version gets a panoramic roof, three-zone climate control, heat pump, powered tailgate and more cutting-edge safety kit and driver assistance systems than you can shake a stick at.
If you’re quick, you can bag a preconfigured launch edition with the Pilot and Plus options packs thrown in for free. That saves you £7,300 and adds everything from lane change assist and a heads-up display to soft-close doors, heated rear seats and a Bowers and Wilkins sounds system with speakers in the headrests.
The Polestar 3 is a brilliant car in so many regards. It looks sharp and modern, and the interior is beautifully crafted and massively spacious.
The drivetrain, too, is a success. It offers the right level of performance to compete with the big names in the segment, while offering the kind of range that dispels any lingering anxiety. While it gives away a little dynamically to those rivals, it’s still pleasant and responsive to drive, as well as being hugely refined.
In fact, the only downside, small boot aside, is a poorly thought out interface that leaves you fighting with a touchscreen to make even basic adjustments.
POLESTAR 3 LONG RANGE DUAL MOTOR WITH PERFORMANCE PACK LAUNCH EDITION
PRICE: £81,500 (£85,300 as tested)
TRANSMISSION: Two-motor, all-wheel-drive
BATTERY: 107kWh
POWER: 510bhp
TORQUE: 671lb ft
TOP SPEED: 130mph
0-62MPH: 4.5 seconds
RANGE: 348 miles
CONSUMPTION: 2.7m/kWh
CHARGING: up to 250kW
I
PREMIUM POTENTIAL
MORE TIME WITH OUR LONG-TERMER AND RIVAL BRANDS REVEALS THE GENESIS’ STRENGTHS AND WEAKNESSES
I’m in the very fortunate position to have two EVs from premium brands on my driveway at the minute.
Along with our Genesis Electrified GV70 long-termer, I have my company car – a Mercedes-Benz EQA. And while they’re competing in slightly different segments, they provide an interesting comparison between an established premium brand and the young upstart looking to steal its customers.
The previous MD of Genesis told me they weren’t trying to pinch customers from the likes of Merc, Audi and BMW. But any brand positioning itself as a premium manufacturer in Europe has to accept that everyone will compare its product to the German ‘big three’.
On the whole, the Electrified GV70 holds up impressively well. This isn’t just a mainstream brand playing at being upmarket (which is how the Genesis name started out), it’s a properly thought-out package that blends the sophistication, quality and comfort you want for the fat end of £70,000.
On the road, it’s every bit as quiet and smooth as anything from Stuttgart, Munich or Ingolstadt. The GV70’s laminated glass and active noise cancelling
27 REVIEW
keep the cabin serenely quiet even as the winter weather batters the car. And the adaptive air suspension uses a forward-facing camera to prime itself for changes in the surface, like a Rolls-Royce. The result is a cosseting and always composed ride that separates you from the ugliness under the wheels. Inside, the Nappa leather of the seats is every bit as luxurious as that in German or Japanese rivals. The knurled effect on the drive selector and the multi-faceted surface of the rotary infotainment controller are also as pleasing to the touch as similar elements in the Merc or a BMW. And ‘my’ Genesis gets all the bells and whistles of any high-end model, including heated rear seats, three-zone climate control and a very impressive Lexicon sound system. But there are one or two points where the Genesis slips up. They’re the sort of thing that might go unremarked upon in a short-term test but start to stand out after three months. First is the minor issue of the regenerative braking paddles. In the Mercedes, they’re made of reassuringly solid metal that makes a satisfying ‘ping’ noise when you tap them. In the Genesis, they’re made of chrome-coloured plastic. They still feel solid enough but also smack slightly of borrowing from the Hyundai parts bin.
More annoying is the charge port – something I’m very familiar with given the car’s sub-3m/kWh economy. The GV70 has possibly the best charge port integration of any EV I’ve driven. It’s hidden almost seamlessly in the diamond-pattered ‘crest’ grille in the car’s nose. What’s more, it’s diamond-shaped too, showing plenty of thought has gone into its design. It’s a shame then, that after prodding it to release the catch you have to prise it open with your fingers, with a sticky scratchy mechanism that feels anything but high-quality.
The Merc’s in contrast, pops fully open with a single push and the inner port cover is a solid spring-loaded panel rather than the flimsy, ill-fitting plastic cap in the Genesis.
Clearly I’m not the only one to feel this is an odd slip-up, and the 2025 updates for the GV70 include a new powered charging port far more in keeping with its premium ambition.
The updated car is also set to get a single 27-inch widescreen display array incorporating the infotainment and instrument systems, not that there’s much wrong with the current setup. My biggest problem there is that it defaults to a ‘calm’ home screen rather than my wireless Android Auto feed every time I start it up.
This being December, the GV70 was obliged to act as Christmas tree transport – it’s a long-termer rule. The 1,678-litre boot (accessed via a powered tailgate, naturally) swallowed up our rather pathetic six-footer with enough
space for all the boxes of decorations to fit too. It (the car, not the boot) was also required to transport my young niece, whose car seat is the same size and weight as a Mk1 Ford Fiesta. Nonetheless, with the minimum of swearing, the massive Maxi-Cosi fitted neatly into the Isofix-equipped rear seats and there was still space in the front seat for an adult passenger.
And when I’ve been transporting my own trio of offspring, who don’t need child seats, I’ve been impressed by the amount of space and lack of arguments provided by the Genesis.
That’s just as well as, with the holiday season upon us, I see quite a few fully-loaded trips in the GV70’s near future.
& FIGURES
Arrived:
Price as tested:
Mileage since arrival: Average consumption:
E-BIKE REVIEW 28
VOLT BURLINGTON REVIEW:
A STYLISH AND PRACTICAL DUTCH-STYLE E-BIKE
The Volt Burlington, priced at £2,199, is one of the best Dutch-style e-bikes for urban riders, offering a blend of style, practicality, and comfort.
Built by Volt, a British e-bike manufacturer with a factory in Milton Keynes, this bike is part of a wellregarded lineup designed for first-time e-bike users. The Burlington stands out for its classic looks, smooth ride, and thoughtful features, making it a popular choice for city dwellers.
DESIGN AND BUILD QUALITY
The Burlington exudes understated charm, with its stepthrough frame and Dutch-style handlebars offering a relaxed, upright riding position. Its design is reminiscent of a vintage ladies’ bike, with clean lines that cleverly disguise its electric assistance. At 25kg, including the battery, it’s relatively lightweight for its class and compact enough to fit into lifts and navigate narrow staircases. Volt has focused on creating an e-bike with mass appeal. The Burlington's aesthetics combine a retro feel with modern functionality, ensuring it blends seamlessly into any urban environment without drawing unwanted attention.
PERFORMANCE AND RIDE QUALITY
Equipped with a 504Wh battery and a smooth hub motor (details of which are undisclosed), the Burlington offers a claimed range of 60 miles,
ideal for commuting or running errands. The motor provides consistent and predictable power, particularly useful on inclines, while the control unit is intuitive and easy to operate.
The ride quality is a highlight. Unlike many step-through bikes that prioritise comfort over engagement, the Burlington strikes an excellent balance. It feels responsive, efficient, and smooth, enhancing rider enjoyment without compromising the relaxed nature of Dutch-style bikes.
The 8-speed gearing system provides versatility across different terrains, and the sit-up-andbeg riding position ensures comfort for longer journeys. Tall riders, in particular, will appreciate the upright stance, making this bike a great choice for leisurely rides as well as daily commutes.
SECURITY FEATURES
Volt has equipped the Burlington with an impressive array of security features. The motor requires a wireless fob to start, adding a layer of theft prevention. Additionally, the bike includes a frame lock and a chain lock designed to secure it to stationary objects. While these features reflect the
influence of Dutch cycling culture, they may be less practical in the UK, where a robust D-lock might be a better deterrent against determined thieves. The security fob, while innovative, could also be seen as slightly fiddly to use and easy to misplace.
PRACTICAL ADD-ONS
The Burlington is a utility-focused e-bike that comes fully equipped with features to make it ride-ready straight out of the box. Integrated lights ensure visibility, while the sturdy rear luggage rack adds practicality for carrying shopping, bags, or even child seats. These additions make it a convenient option for riders seeking an all-in-one solution for urban travel.
VERDICT
The Volt Burlington is an excellent choice for those who prioritise comfort, style, and ease of use in an e-bike. Its classic design, smooth performance, and practical features make it a standout option for urban commuters and casual riders alike. While its security features might require a bit of adjustment for UK users, the overall package is undeniably appealing.
For £2,199, the Volt Burlington offers great value, combining everything you need to get started with an e-bike: lights, locks, a sturdy rack, and a design that encourages frequent use. If you’re looking for a stylish, reliable, and user-friendly e-bike, the Burlington is hard to beat.
Thinking about electrifying your commercial fleet?
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
MERCEDES-BENZ EVITO
The Mercedes-Benz eVito entered the UK market in 2020 as the first fully electric medium-sized van.
Initially a groundbreaking offering, it quickly fell behind rivals due to a disappointingly limited range and low payload capacity.
Mercedes has addressed some of these shortcomings in the latest model — primarily by adding a new battery — so it now offers improved range, faster charging, and enhanced specifications. But how does it measure up to its competitors in an increasingly crowded electric van market?
From the outside, the eVito is virtually identical to its diesel counterpart, with only subtle badging and a charging port in the front bumper setting it apart. The interior follows a similar theme, featuring a recently updated cabin design that integrates a 10.25-inch touchscreen into the dashboard. Some buttons for frequently used controls like air conditioning are nice to have, although they can be challenging to pick out, especially in the dark.
The infotainment centre is also a little clunky, with some options hidden away in menus that don’t always make sense. Still, there’s now Android Auto and Apple CarPlay compatibility, meaning drivers can simply use the maps, streaming and features they’re used to.
Beyond that, the cab is distinctively Mercedes, which means there’s a single column stalk that controls lights and wipers and another column stalk for the gear selector. The steering wheel has touch-sensitive controls for various systems, which are handy but awkwardly respond to accidental touches when turning the wheel. It’s all wrapped up in a modern dashboard with stylish touches like the jet-engine air vents and chrome detailing on the steering wheel.
At the heart of the eVito now sits a larger 60kWh battery, almost double the capacity of the launch model’s pack. This update boosts the official WLTP range up to 160 miles, a considerable improvement over the previous 92 miles. The wilds of Cambridgeshire might not give the eVito the most thorough of tests — the lack of hills tends to help EVs perform better — but a real-world 140 miles from the van in freezing temperatures isn’t too shabby.
31 REVIEW
The battery drives a 114bhp motor at the front of the van, which is enough to make the van feel quite lively around town, but it’s slow off the line and soon starts to feel sluggish at speed. Despite the theoretically instant 266lb ft of torque available, there’s enough of a pause to make pulling into a tight gap more challenging than it needs to be.
Once up to speed, it settles into a comfortable, quiet rhythm. Economy, Economy Plus, and Comfort driving modes — thankfully, there’s no Sport mode — allow users to manage performance and battery efficiency effectively. Regen modes, controlled via paddle shifters, also let drivers fine-tune energy recuperation from braking to maximise range.
Charging times have also been improved. An 80kW rapid charger can achieve a 10-80% top-up in around 35 minutes, while a full charge via an 11kW wall box takes approximately six and a half hours. The eVito comes in two lengths: L2 (Long) and L3 (Extra-Long), although only the entry-level Pro model is available with the extended body. Both configurations offer impressive cargo volumes of 6m3 and 6.6m3, respectively, thanks to the underfloor battery placement, which doesn’t impact load space. That’s more than you’ll get in a Vivaro, but the payload limits aren’t anywhere near as competitive — our L2 van in Select trim was limited to 783kg, but the range only tops out at 794kg, which is at least 200kg below its rivals.
There are sliding doors on each side of the van and rear barn-style doors that fold to 180 degrees.
A tailgate that swings upwards is available at no extra cost. With a low loading height of 565mm, access to the load area is easy.
Mercedes doesn’t have a reputation for being cheap, and electric vans tend to be quite a bit more costly than their diesel counterparts. The eVito proves both points, starting from £48,530 for the entry-level Pro model — over £15,000 more than the equivalent ICE version and £5,000–6,000 more than a longer-range Ford E-Transit Custom or Vauxhall Vivaro Electric.
While the Pro model is well equipped, upgrading to the Select model for £3,385 only adds a 360-degree camera and folding mirrors as significant upgrades. The Select is pretty, though,
MERCEDES-BENZ EVITO SELECT L2 81KWH PANEL VAN
PRICE: £51,195 plus VAT and OTR POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 60kWh usable
POWER: 114bhp
TORQUE: 266lb ft
TOP SPEED: 75mph
0-62MPH: N/A
RANGE: 159 miles
CONSUMPTION: 2.3m/kWh
CHARGING: up to 80kW
with body-coloured bumpers, alloy wheels, and chrome highlights making it look every inch a Mercedes. Each model is eligible for the government’s plug-in van grant, reducing the price by £5,000.
While the eVito's upfront cost is higher than diesel alternatives, its running costs are competitive. Take depreciation out of the mix, and it costs only a few pence per mile to run, saving money even against a Vivaro Electric, thanks to four services being included in the price. However, with a high purchase price and heavy depreciation, you’ll have to cover a galactic level of miles to make up for increased capital costs. The Mercedes includes ongoing Mobilovan breakdown assistance, though, and is backed by a three-year unlimited mileage warranty.
Since its initial launch, the Mercedes-Benz eVito has improved greatly. It now has a modernised cab and a more usable battery range that can be charged quickly, making it a viable option for fleets, especially those spending time in urban areas where ultra-low emission zone fees can be avoided. The eVito also has the Mercedes quality you’d expect and feels like it’ll last for decades.
However, the 160-mile range is still a little short if you’re expecting to plough up and down the motorways. Buyers will be looking jealously at the passenger version of the eVito with its significantly larger 100kWh battery pack.
It’s also a little light on payload, falling short of excellent (and cheaper) electric rivals like the Ford E-Transit Custom and Vauxhall Vivaro Electric.
Splashing out on the eVito will provide buyers with a comfortable, stylish and dynamic van with the premium aftercare support Mercedes is known for, but it’s a lot of money to spend on looking good.
PHIL HUFF
FARIZON SV ELECTRIC VAN HEADING TO UK TO TAKE ON E-TRANSIT CUSTOM
Chinese auto giant Geely is preparing to challenge Ford and Stellantis with a new mid-sized all-electric van.
The Farizon SV is set to arrive in the UK in the first half of 2025 to compete with the Ford E-Transit Custom, Renault Trafic and Peugeot E-Boxer in the hugely competitive one-tonne LCV segment.
It is built on a bespoke modular platform and uses several innovative features that its makers say help reduce weight and maximise load capacity. Among weight-saving features are a cell-topack battery technology similar to BYD’s, which increases battery capacity by 10% and cuts weight by 4% while adding to the van’s structural strength.
The SV also uses segment-first drive-by-wire technology which reduces the number of mechanical elements in the throttle, braking and steering systems. Farizon says this improves range by 5% over a traditional system, allows for a lower loading height and improves responsiveness.
The Farizon SV will come in a choice of three vehicle lengths and three heights, offering between 6.9m³ and 13m³ of cargo space. Load capacity will be between 1.1 and 1.3 tonnes depending on specification and towing capacity is expected to be capped at two tonnes.
Buyers will have the choice of a 67kWh or an 83kWh battery offering an estimated 225 miles of range. A 106kWh battery option will follow later, expected to offer in excess of 300 miles.
Unlike some rivals, the SV retains physical controls for key functions to reduce driver distraction, but comes with what Farizon calls the latest comfort and convenience technology. Interior images show a simple cabin layout with multiple storage areas and digital instruments alongside a large central touchscreen.
Geely, which also owns Polestar, Lotus and Volvo has signed a deal with Jameel Motors to distribute the Farizon brand vehicles in the UK. Jameel Motors country manager Andy Carroll said: “Bringing competitive, innovative zero-emission commercial vehicles to the UK will offer a compelling option to businesses and fleets embracing the growing
movement to transition to zero-emission commercial vehicles.
“The Farizon SV was developed for the van users and fleets of today and tomorrow, and several world-first advanced technologies means it offers more cargo space, greater range and a more convenient and comfortable driver experience.”
VOLKSWAGENE-TRANSPORTER TO START FROM £41,965
Volkswagen has confirmed pricing and specifications for the electric version of its new Transporter van.
Orders for the all-new T7 Transporter open in January with two electric options alongside three diesels. Prices for electric models start at £41,965 before VAT.
The Transporter electric will be available in the two top trim levels – Commerce Plus and Commerce Pro – with a choice of standard or long wheelbase.
Commerce Plus models all come with a 135bhp motor, while the Commerce Pro can be specified with that or a 215bhp motor. In all cases, the motor drives the rear wheels and is supplied energy by an 83kWh battery. Volkswagen has yet to confirm the range but the battery is substantially larger than in the Ford E-Transit Custom, with which the VW shares its underpinnings. That can manage up to 209 miles per charge, so we would expect closer to 250 from the Transporter.
Alongside the two rear-wheel-drive motor options available from launch, Volkswagen has said that an even more powerful variant – most likely the 282bhp motor from the Transit Custom
MS-RT – and an all-wheel drive model will join the range later.
On the practicality front, the new Transporter is 5,050mm long, with a wheelbase that’s been stretched nearly 10cm compared with the previous generation. The maximum width between the wheel housings has been increased by 148mm to 1,392mm and the load compartment on standard vans has been stretched 61mm to 2,602mm. In the extended wheelbase, the load compartment length grows to 3,002mm. The extra length and width mean more capacity and the normal wheelbase now has a capacity of 5.8m3. The long wheelbase, high roof variant will accommodate up to 9.0m3.
We don’t yet have the specific payloads for the electric versions but we’d expect them to be very close to the Transit Custom, which manages between 1,062kg and 1,088kg, with an impressive towing capacity of 2.3 tonnes.
All versions of the new Transporter feature LED headlights, keyless start, rear parking sensors
and cruise control as standard. They also get a 12-inch digital instrument panel, and a 13-inch touchscreen with wireless phone connectivity, and driver assistance including lane assist, traffic sign recognition and wrong-way driving warning.
EV versions add heated seats, automatic air conditioning, a heat pump, electric auxiliary heater and all-season tyres, along with body coloured bumpers, parking sensors and a reversing camera.
On top of that the Pro spec brings 16-inch Montreal alloys and power-adjustable, heated and power-folding mirrors, wireless phone charging and a heated windscreen. Additional driver aids include adaptive cruise control and blind spot assist.
Short wheelbase versions start at £41,965 for the Commerce Plus and £44,165 for the Commerce Pro, with the long wheelbase variant priced at £850 more and the more powerful motor priced from £47,855 in SWB and £48,705 in LWB guise.
TOYOTA PROACE CITY
If the Toyota Proace City looks a bit familiar, that’s only to be expected.
Like all the Japanese firm’s vans, the smallest member of its eLCV family is a rebadged Stellantis vehicle, virtually identical to the Vauxhall Combo, Peugeot Partner, Citroen Berlingo and Fiat Doblo.
Such platform sharing makes sense financially but it does mean Toyota has some instant and incredibly similar competition. And if that wasn’t enough, the platform-sharing trio of Renault Kangoo, Nissan Townstar and Mercedes eCitan are also fighting for buyers in the compact electric van segment.
So what can Toyota do to make the Proace City stand out?
As part of a recent refresh, Toyota has given the Proace City a facelift but there’s only so much you can do with a van. The updated Toyota ‘face’ is distinct enough from the Stellantis ones to be identifiable and the alloy wheels and body-coloured elements of the Sport spec bring a little extra
‘something’ but, at the end of the day, it shares its basic structure with four other vans.
The interior has also been freshed up but only slightly. There are new digital instruments, a new steering wheel and a larger touchscreen as standard.
All versions of the Toyota Proace City come with a two-seat passenger bench but the cab feels pretty tight on space. That’s exacerbated by the way the dashboard juts out into the cabin. This is
a carry-over from the ICE models, where the gearstick sits on a protruding chunk of dashboard that blocks much of the legroom for the middle seat. In the electric model it houses the drive selector, handbrake switch and a couple of USB ports. These could possibly have been relocated and the console removed to create more space but, presumably, that wasn’t deemed economically sensible.
As well as new digital dials and a 10-inch touchscreen, electric versions of the Proace City come with Smart Active Vision as standard. This camera-fed digital mirror is a fairly high-tech addition but well worth it in a vehicle with no rearward view. It offers a crisp image not only of the road be-
35 REVIEW
hind but also an angled view of your passenger-side blind spot – a real boon in keeping track of cyclists during our tour of the Dutch urban jungle.
Under the skin, the Proace packs a 136bhp/199lb ft motor and 50kWh battery. That’s the same vital stats as before but the engineers have been busy improving things.
Thanks to better battery management, the introduction of regenerative braking and a more efficient motor, the Proace City now covers an extra 31 miles, offering up to 213 miles on a charge. As before, DC charging up to 100kW allows a 10-80% charge in 30 minutes, while 11kW AC will take around 4.5 hours.
Our urban driving route showed it in its natural environment where the fairly light steering and instant torque proved a good match for nipping around the city. Three drive modes adjust power and torque, from 79bhp and 133lb ft up to the motor’s full capability.
We tested it with a representative 150kg load in the back and it pulled well, and rode and handled predictably. It was also pleasingly refined. Panel vans historically have been quite boomy on the move but the Proace City matches a quiet motor with decent noise insulation.
The Proace City is available in two body configurations – short and long.
The short has a cargo capacity of 3.9m3, while the longer wheelbase version offers class-leading space of 4.4m3. Both electric variants have a maximum payload of 759kg – just a couple of kilos shy of the best in class.
Customers can also specify the ‘Smart Cargo’ system, which creates a clever and easy-to-use load-through bulkhead. A simple pull of the loop on the seat back folds the outer passenger seat flat. Another twist of a catch in the load area and
a panel in the bulkhead opens up to reveal a wide gap that allows loads of up to 2.2m to be carried.
Unlike some alternatives, all versions come with twin sliding side doors as well as the wide-opening rears.
The Proace City comes in a choice of Icon or Sport trim. Icon is available in short or long body, while Sport is only offered in short body length. All variants can be specified with a heat pump for an extra £917.
Exclusive of VAT but including the plug-in van grant, Icon is priced from £31,238 OTR for the short body and £31,863 for the long. Sport costs £31,925.
The extra money gets you alloy wheels instead of steel, body-coloured bumpers and trim, but no additional equipment. Both versions come with a much-expanded suite of driver assistance including blind spot warning, lane assist and cruise control. They also get all-around parking sensors, a reversing camera, the clever digital mirror and as well as a 10-inch touchscreen with Android and Apple mirroring and built-in navigation.
The pricing makes the Toyota a shade more expensive than its Stellantis relations but, as with all of Toyota’s vans, the brand plans to differentiate it from those models with its support network. That kicks off with the promise of up to 10 years’ warranty and five years’ roadside assistance. Toyota is also trialling ‘express servicing’ which aims to turn around simple maintenance jobs in as little as an hour to reduce vehicle downtime.
There are a lot of compact electric vans on the market right now but many of them share the same underpinnings, which means small things matter.
Like all the related vans, the Toyota Proace City offers a good balance of practicality, performance, comfort and equipment. While it costs slightly more, there are some equipment bonuses, and the enhanced warranty and more comprehensive support network make a strong case for this being the pick of the bunch.
TOYOTA PROACE CITY SPORT
PRICE:
£30,578.33 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 50kWh
POWER: 134bhp
TORQUE: 119lb ft
TOP SPEED: 84mph
0-62MPH: 11.2s
RANGE: 213 miles
CONSUMPTION: 4.2m/kWh
CHARGING: up to 100kW
ALPINE A290
We’ve already seen plenty of high-performance EVs but the Alpine A290 could be the one that makes ‘petrolheads’ sit up and take notice. It’s a hot hatch in the best traditions of the segment – based on a regular small hatchback (the Renault 5) but tweaked to be quicker,
sharper and more stylish. The A290 has a choice of 178bhp or 217bhp motors, a 0-62mph time of 6.4 seconds and a chassis set up for fun. Pre-orders are open now and the first deliveries are expected in early 2025.
File this among the most important new EVs of 2025. The existing X3 is a big seller for BMW and it’ll be hoping that the next-gen electric version will help bring buyers over to EVs. The iX3 has been around for a while but 2025 will bring a brand new version, based on the Neue Klasse SUV concept. BMW says it will bring major
advances in range and charging speeds thanks to 800V architecture. It hasn’t confirmed technical details but based on the current car, we’d expect a range of at least 350 miles and a choice of two- or four-wheel-drive setups. Prototypes are already undergoing testing and production is due to start in late 2025.
CATERHAM PROJECT V
Caterham is famous for small, lightweight sports cars and it insists that its first EV will stay true to those traits. The Project V was first teased in 2023 and is scheduled for release at the end of 2025. It’s a three-seat coupe that will use a
268bhp rear-mounted motor and a 55kWh battery. True to Caterham’s roots, it’s planned to weigh just 1.2 tonnes, allowing it to reach 62mph in just 4.5 seconds and cover up to 249 miles on a charge. Pricing is expected to be around £80,000.
FIAT GRANDE PANDA
Fiat has struggled to sell the 500e this year but we’ve got high hopes that the Grande Panda could be a real success. For a start, it looks brilliant, with just the right mix of retro nods to the original and modern, high-tech elements. It should
also be a lot more affordable than the 500, with a target starting price of around £22,000, and will bring another option in the growing small EV segment. Power is from a 111bhp motor and range will be 195 miles thanks to a 44kWh battery.
Originally named Urban Rebel, the Raval is Cupra’s new electric supermini – a Spanish cousin to the Volkswagen ID.2, and electric alternative to the Ibiza. It’s likely to be more expensive than the sub-£25k VW but we’re hopeful that like
CUPRA RAVAL
the Cupra Born – which was better than the VW ID.3 – the Raval will justify that premium. What will help is a 222bhp motor capable of 0-62mph in 6.9 seconds, and a useful 280-mile range. And if it looks as good as the concept, we’re in for a treat.
HYUNDAI INSTER
The Inster is another in the surge of more affordable EVs set to hit the market in 2025. Priced from under £23,500, it’s a city-focused compact crossover that brings Hyundai’s EV expertise to a broader audience. But
Hyundai says it offers exceptional space for its class, along with a ‘bigcar’ range of up to 229 miles. Demonstrator models are already touring dealerships ahead of an early 2025 launch.
MASERATI MC20 FOLGORE
Maserati seems to be on a mission to disprove the myth that EVs are dull.
The Italian brand famous for howling V6 engines has embraced electric power for several of its models already and 2025
will see the sportiest car in its range get the EV treatment. The twoseat MC20 Folgore will replace the 621bhp 3.0-litre V6 with three motors producing more than 700bhp and Maserati has hinted at a gutscrambling 0-62mph time of 2 seconds.
RENAULT 4
Renault isn’t shy about reviving old names for its EVs. We already have Scenic, with 5, Twingo and Estafette on their way, alongside the 4. The original 4 was a larger, more practical partner to the 5 and the new one does a similar job, coming in as a versatile but compact family SUV to
rival the Fiat 600e, Jeep Avenger and Kia EV3. Technically, it shares its powertrain with the smaller 5 but is expected to be more expensive. Given the position of its rivals, we’d gamble on an entry price around £30,000.
After years of selling just one car, Polestar is ramping up rapidly. Last year we got the 3 and 4, and 2025 brings the 5. Inspired by the Precept concept and based on a completely new bonded aluminium platform, this is the brand’s dramatic four-door grand tourer. Set to compete
POLESTAR 5
with the Porsche Taycan and Mercedes EQS, the UK-developed car will use a mutli-motor setup producing 884hp and 664lb ft. Its 800V electrical architecture should ensure long range and rapid charging to complement its potent performance.
RANGE ROVER ELECTRIC
Within weeks of it being announced, more than 16,000 people had put their names on the waiting list for the Range Rover Electric, showing how much interest there is in it. On the surface it’s likely to be very similar to the superluxurious car we already know, and an electric drivetrain feels like a good
fit for the Range Rover. Its silent operation will match the refined cabin, and the effortless torque should help with off-road driving. Technical details are scarce but Land Rover says it will offer class-leading off-road and towing abilities along with performance comparable to the 527bhp V8 petrol version.
LESS THAN 3% OF EV DRIVERS WANT TO SWITCH BACK TO ICE
Almost 90% of EV drivers would never consider turning back to petrol or diesel cars, according to new data.
The Zapmap survey of EV owners found that just over 10% would even consider switching back to internal combustion (ICE) and less than 3% actively want to change back.
The figures were revealed in the latest Zapmap EV Charging Survey, which looks at driver satisfaction with their vehicles and their charging experience.
As with last year, the vast majority of owners were happy with their EV – with an average satisfaction rating of 87%. Around 83% would also not hesitate to recommend an EV to friends or family.
Value for money was among the key positives for EV owners. Asked about the benefits of owning an EV over an ICE vehicle, 78% said their car was more cost effective, while 73% also highlighted the environmental elements.
A substantial 65% also said the superior performance of their EV was among the key reasons for their satisfaction with it.
Public network still needs to improve
The survey also found growing levels of satisfaction with the public charging network but showed plenty of room for improvement.
It revealed that 86% of EV drivers have used the UK’s public charging network in the past year and 51% use it at least once a month.
Among those who use public chargers the average satisfaction score was just 64% percent, suggesting there is work to be done to provide a dependable, affordable network en route and at destinations.
However, 61% of drivers said the network had improved in the last year and only 7% thought standards had slipped.
The 2024 survey also found shifts in the type of public chargers drivers use, reflecting the growth of large-scale charging hubs.
The proportion of drivers that use EV charging hubs – those with six or more rapid or ultra-rapid devices – has reached 53% this year, up from 47% last year and around 33% in 2022.
Zapmap data show that currently there are 486 rapid charging hubs across the UK which are open to all EVs. That represents a nearly doubling in the past year, from 264 at the end of 2023.
In contrast, supermarket car parks have declined in popularity. Half of drivers reported using them in 2022 but this has dropped to 32% in 2024, possibly due to the phasing out of free charging and the rise of alternative sites.
Motorway service stations remain the most frequently used public chargers. 58% of drivers said they regularly use motorway services, a minor increase on the 55% in 2023 and up from 48% in 2022, showing their growing importance to drivers making longer journeys.
Pivotal shifts
Jade Edwards, head of insights at Zapmap, commented: “The UK’s public charging network is evolving rapidly to meet the needs of an evergrowing number of EV drivers, and this survey highlights the pivotal shifts shaping the future of mobility and charging.
“As the UK transitions to electric, with now over 1.3 million BEVs on our roads, it’s good to see EV drivers reporting an increase in satisfaction with the charging infrastructure. However to further improve on this, it is more important than ever for reliable, accessible, and efficient charging options to be available in the right locations to support this transformation.”
WHY LEGISLATIVE CHANGE IS KEY TO UNLOCKING ON-STREET CHARGING PROGRESS
Jordan Brompton, co-founder and CMO of myenergi, explains why legislative change is vital to improving charging access for households without off-street parking.
According to the Society of Motor Manufacturers and Traders, the UK’s transition to electrification is accelerating fast. In October alone, 43,634 new plug-in cars were registered nationwide, some 30% of total sales.
By November 2024, almost half a million plugin vehicles had been registered (438,508), representing a 16% year-on-year rise. Rather than a bubble set to burst, the mass transition to electrification is now inevitable. The Energy Saving Trust estimates there will be between 8 and 11 million electric or hybrid cars on UK roads by 2030.
Is infrastructure keeping up?
The development of public and private charging is progressing at a remarkable rate. According to Zapmap, there were 71,459 public charging points across the UK at the end of October, comprising 108,633 connectors across 36,060 locations.
But that’s not all. Data from ChargeUK suggests that, when combined with private and destination charging, there are now more than a million devices nationwide.
But what about on-street charging?
Many users of the public charging network will be from the estimated 40% of households that lack dedicated off-street parking. Historically, these drivers have been considered out-of-scope for home charging.
However, thanks to advances in cross-pavement charging solutions, this could be set to change.
Companies like Kerbo Charge have created innovative solutions to allow homes without driveways to charge on-street. Kerbo Charge’s unique charging channels –- flexible cable gullies sunk into the pavement between the property and the street – provide a simple, safe and secure way to connect to a home charger.
Why legislative change is key
Despite the potential of cross-pavement solutions, there remains a catch. While every local authority provides a standardised process to apply for a dropped kerb, there isn’t a uniform approach to apply for a dedicated EV charging channel.
We believe a standardised process should be available to enable households to apply for a dedicated EV charging channel quickly and simply. As such, we’re calling on the government to urgently publish guidance for local authorities on the use of safe cross pavement solutions, which was initially promised in its ‘Plan for Drivers’ published in 2023.
After all, in the 12 months since the report was published, more than half a million new plugin cars have been registered, yet many local
authorities remain unsure about how to enable these important new innovations.
The future’s bright
While we may have surpassed the UK’s two millionth plug-in car milestone, this is no time to be complacent. Removing further barriers to EV adoption remains pivotal to maintaining momentum in the transition to electrification.
EVs now boast state-of-the-art technologies, extensive ranges and low maintenance requirements – all at more competitive prices than ever. What’s more, the public charging network is developing fast, as is the roll-out of home and destination charging.
The challenge, however, goes beyond convincing drivers to adopt EVs. Instead, ensuring they have access to the latest, smartest, cheapest and most convenient charging solutions is critical to making the transition as equitable and accessible as possible.
With a lack of driveway access proving a barrier for some, companies like Kerbo Charge can provide the solution. However, legislative change is essential to make the whole process simple and uniform.
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HOUSEHOLDS NEAR WIND AND SOLAR FARMS could get energy bill discounts under clean power plan
Households living near new wind and solar projects may receive money off their energy bills under proposals being considered by the government to meet its 2030 clean energy target.
As Britain ramps up renewable power generation, ministers are looking into extending “community benefit” schemes, which could see residents offered discounted rates to compensate for living near turbines or panels.
Some green energy companies already operate such schemes. Octopus Energy’s “fan club”, for instance, gives customers within a defined radius a 20 per cent discount on electricity when the local wind turbine spins, rising to 50 per cent when wind speeds are high.
A Whitehall source confirmed that making these local incentives more widespread is on the table: “That is one of the options we are exploring.” This would form part of a broader strategy to accelerate clean energy development and achieve the government’s goal of a 95 per cent low-carbon electricity mix by 2030, as set out by Energy Secretary Ed Miliband.
The government’s new “clean power 2030 action plan,” published on Friday, details how Britain will shift decisively toward wind, solar, and nuclear energy, with gas stations acting as a rare back-up. It also gives ministers in Westminster the power
to approve large onshore wind projects greater than 100 megawatts, reversing a 2015 rule set by David Cameron that left final decisions to local authorities. This move is intended to streamline approvals and reduce the risk of local opposition halting developments.
To further smooth the path for new infrastructure, ministers are considering reforms to limit the number of legal challenges that can delay large power stations and grid connections. Following recommendations from a review led by Lord Banner, the government aims to restrict multiple judicial reviews against the same project, without removing the right to legal challenge entirely.
Offshore wind farms are expected to become the backbone of the UK’s power system, supplemented by onshore wind and solar farms. Other innovations, such as solar canopies over car parks, and a substantial increase in battery storage—from today’s 4 gigawatts to as much as 27 gigawatts by 2030—will help balance the variable nature of renewables.
The government is also set to introduce new financial frameworks to encourage the revival
of “electric mountains”—pumped hydro storage projects that have been absent in the UK since the 1980s. These facilities store energy by pumping water uphill when electricity is plentiful and releasing it to generate power when demand is high.
Biomass, which involves burning wood, is expected to play a smaller role in the future energy mix, while a new marine recovery fund—paid for by offshore wind developers— will help safeguard marine habitats affected by development at sea.
Miliband said the move toward renewables and nuclear will protect households from volatile global energy markets and stabilize bills in the long term. While experts say the transition may not guarantee lower bills, it promises more predictable and stable energy costs, reducing exposure to global gas price spikes.
Recent data underscores the growth of renewables: wind power outgenerated fossil fuels in the first nine months of this year, with low-carbon sources making up nearly 70 per cent of UK electricity generation.
47 NEWS
MILIBAND PLANNING SHAKE-UP to bypass local opposition in wind farm push
Ed Miliband, the Energy Secretary, is poised to rewrite Britain’s planning rules to clear the path for a massive expansion of wind and solar energy, effectively reducing local powers to block or alter green energy projects.
Under proposed changes, wind turbines and solar farms of a certain scale will be classified as “nationally significant infrastructure projects” (NSIPs), granting them the same priority status as airports and major power plants.
As part of Labour’s Clean Power 2030 Action Plan, any wind farm exceeding 100 megawatts (MW) in capacity—equivalent to about 15-20 turbines—would fall under national jurisdiction. This shift will give unelected planning inspectors, rather than local communities and councils, the final say on whether projects proceed. Solar developments meeting these criteria will also follow the same rules, potentially ending an era of local-level control over large renewable energy schemes.
The Government expects the reforms to unlock around £40 billion of private sector investment every year up to 2030, as Britain aims to decarbonise its power grid and reduce dependence on imported gas. However, the announcement, published on Friday, makes no mention of Miliband’s pre-election pledge to cut household bills by £300 a year, focusing instead on long-term cost stability and energy security.
By fast-tracking approvals, Labour hopes to double onshore wind capacity from 15 gigawatts (GW) to nearly 30GW by 2030, which could mean up to 3,000 new turbines, including taller models of up to 800 feet. Solar capacity is also set to more than triple, from 15GW to about 50GW, potentially covering around 500 square miles of farmland with panels.
Miliband argued the reforms are essential if the UK is to achieve fully decarbonised power by 2030, saying: “A new era of clean electricity offers a positive vision for Britain’s future, with energy security, lower bills in the long run, and good jobs.”
Critics warn that the move strips communities of their right to object, and they are likely to object even more strongly if the Government pushes
ahead with measures to limit legal challenges.
The plan hints at cutting “bites of the cherry” for High Court reviews, curbing the number of times a project can be challenged once it’s approved.
Regional green energy targets are also expected, requiring each area to host a set amount of wind and solar farms. Such plans are already stirring local discontent: in Cornwall, farmers recently protested against a large-scale solar project, and opposition may intensify as these rules come into force.
Renewable energy developers, largely responsible for meeting the clean power deadline, will invest billions to realize these ambitions. Although some savings in the long run may be possible, much of the initial cost may eventually be recovered through customers’ energy bills.
Claire Coutinho, the shadow energy secretary, accused Miliband of reneging on his promise to cut consumer bills by £300 and warned that rushing toward a 2030 deadline could drive up prices further. “We need cheap, reliable energy and he must put living standards first,” she said.
The announcement comes as recent calm and cloudy weather—described as a “dunkelflaute”— has forced Britain’s grid to rely heavily on gas, highlighting the ongoing challenge of ensuring reliability amid a rapid renewables rollout.
NATIONAL GRID OUTLINES A RECORD
£35BN INVESTMENT poised to nearly double UK electricity transmission capacity by 2031
National Grid has unveiled plans to inject an unprecedented £35 billion into upgrading the UK’s electricity infrastructure, promising to nearly double transmission capacity by the end of the decade.
The move is set to bolster Britain’s push towards renewable power and help the Labour government meet its target of decarbonising the grid by 2030.
The massive upgrade, which spans the five years to March 2031, aims to address a key bottleneck in Britain’s green energy transition. Limited transmission capacity has long hindered the rollout
of renewable projects, forcing developers to wait years for grid connections. National Grid’s chief executive, John Pettigrew, described the plan as “the most significant step forward in the electricity network that we’ve seen in a generation.”
If approved by Ofgem, the industry regulator responsible for balancing infrastructure investment and consumer cost, the initiative will
fund both enhancements to the existing network and construction of entirely new infrastructure, including pylons, cables, and substations. According to a recent report by the publiclyowned National Energy System Operator (NESO), more than twice the amount of transmission capacity built over the past decade must be constructed in the next five years to meet soaring demand.
The scale of the challenge is immense, as the entire UK economy moves towards cleaner technologies. Beyond meeting the needs of a growing population and more power-hungry industries — such as data centres supporting artificial intelligence workloads — the grid must also provide the backbone for an increasingly electrified transport and heating sector.
Other key players are also stepping up their investment. SSE and ScottishPower, which handle electricity transmission in Scotland, have announced multi-billion-pound infrastructure plans, with SSE investing around £22 billion and ScottishPower £10.6 billion.
Commenting on National Grid’s announcement, Russ Mould, investment director at AJ Bell, said: “It’s clear the UK’s network needs upgrading and this statement of intent is a good step forward. Electricity demands are getting bigger by the day, and we need the infrastructure to keep pace.”
The government’s decision to acquire the Electricity System Operator (ESO) from National Grid for £630 million — relaunching it as the National Energy System Operator on October 1 — underscores its resolve to tighten control over critical electricity operations. This move aims to fortify the UK’s energy security while accelerating the path to net-zero emissions.
In tandem with these infrastructure upgrades, the Labour government is funnelling taxpayer money into green energy projects via the newly formed, publicly-owned Great British Energy. With £8.3 billion earmarked over the next five years, this vehicle will back projects in wind, solar, nuclear, and tidal power, further supporting the country’s ambitions to become a global leader in clean energy.
GOVERNMENT TAKES CONTROL of onshore wind approvals in push for clean energy dominance
In a sweeping shift intended to accelerate the UK’s transition to cleaner energy sources, the government has announced plans to grant ministers the final say over large onshore wind farm approvals, rather than leaving these decisions solely to local authorities.
Under proposals unveiled by Energy Secretary Ed Miliband on Friday, wind projects in England with a capacity greater than 100MW would be brought under the Nationally Significant Infrastructure Project (NSIP) regime, aligning them with other critical energy infrastructure and effectively ending local councils’ power of veto.
The move comes as part of what the government describes as an “ambitious” action plan to achieve a 95% clean energy power system by 2030. Alongside changes to onshore wind approvals, the plan also aims to reform how energy projects join the UK’s electricity grid—abandoning the current first-come, first-served approach in favour of prioritising projects that can deliver the most meaningful contributions to the system.
“In the end, it will be a national decision,” Miliband said, emphasizing the need to reduce reliance on volatile global gas markets. Currently, thousands of renewable projects remain stuck in a grid connection backlog, limiting the UK’s ability to ramp up its clean energy capacity. Labour argues
that its reforms could attract £40 billion a year in investment, largely from private sources.
The new approach to onshore wind, one of the country’s cheapest forms of renewable energy, is a significant departure from the stricter planning rules introduced by the previous Conservative government in 2015. Those regulations, prompted by local objections, led to a 94% drop in onshore wind projects in England. Although Labour eased some rules in 2024, industry leaders said it wasn’t enough to unlock the potential of this low-cost energy source.
Critics claim the rapid decarbonisation timetable will raise electricity prices and put pressure on household finances. Claire Coutinho, Conservative Shadow Secretary of State for Energy Security, warned that rushing to meet the 2030 deadline for a mostly carbon-free grid could push bills “even higher.” However, Miliband countered that the current overreliance on gas— sensitive to political and geopolitical pressures— leaves consumers more exposed to price shocks.
The government says communities will still have a say, noting that public consultations will remain part of the process. Ministers will consider factors like climate goals and environmental protections before giving final approval, and a proposed recovery fund would invest in nature projects to offset any ecological damage caused by wind developments. Industry response has been broadly positive. Lucy Yu, CEO of the think tank Centre for Net Zero and a government advisor, welcomed the boldness of the plan but cautioned that the public’s support will be crucial: “The British public’s support will be key, and the government must ensure clean power delivery has their interests at heart.”
As the UK grapples with record-breaking queues of renewable projects waiting for grid connections, these measures represent a major government effort to clear bottlenecks and put the country on a path to greener, more secure energy supplies. Whether it can balance the needs of consumers, communities, and investors remains to be seen.
A SOLAR NATION:
On a crisp January winter morning, the slanting winter sunlight falls across a row of Victorian terraces in north London. At first glance, these brick-built homes look as they have for decades— weathered, modest, quintessentially British. But peer upward, and you’ll notice something distinctly futuristic. Where once there were only sooty chimney pots and mossy slates, sleek photovoltaic (PV) panels now glimmer.
It’s a scene increasingly repeated across the country: Britain’s rooftops are evolving from passive covers into active, distributed power stations. This transformation has not come out of nowhere. After years of cautious progress and erratic policy support, the UK’s domestic solar sector has surged forward, spurred by a convergence of factors. More generous feed-in tariffs, easier access to low-interest “green home” loans, and a renewed political drive to reduce carbon emissions have catalysed a solar renaissance. While the national grid still relies heavily on large-scale wind and solar farms, the real revolution is unfolding behind the front doors of everyday Britons.
Empowered Homeowners, Lower Costs
The heart of this shift is economic. At the turn of the decade, a standard domestic 4 kW solar system might have cost upwards of £8,000— enough to give even the most eco-minded
homeowner pause. But technological advances, mass production, and strong competition among installers have pushed those prices down significantly. Today, similar installations can cost as little as £4,500, and many households benefit from government-backed financing. A homeowner can now spread that cost over a manageable monthly payment, offset by the energy savings and the revenue from selling excess power back to the grid.
Take the Craddock family of Bristol, for instance. Anna and James moved into their semi-detached home in 2023 and were keen on installing solar panels as soon as possible. “We knew solar was cheaper than it had been, and there were rumours about new incentives,” says Anna. By the summer of 2024, they had a 4.5 kW system installed on their south-facing roof, financed through a low-interest green loan offered by their local credit union. “Our electricity bills are down by about 50%, and we’re making a bit extra from the energy we don’t use. We’re not getting rich, but it’s a tangible difference,” James explains.
Smart Technology and Storage
Of course, adding solar panels to a home is only half the story. What truly sets today’s renewableminded households apart is the accompanying technology that allows them to manage their energy with unprecedented sophistication. The
Craddocks, for example, paired their new PV system with a home battery and a smart inverter connected to their mobile app. Now, they can track generation and consumption in real-time, predict peak solar times, and schedule energy-hungry tasks—like running the washing machine—when their panels are at maximum output.
This level of integration is crucial for making the most of intermittent generation. In a climate like Britain’s, winter sunlight can be fleeting, and summer brings dramatic peaks of generation. By using storage and intelligent management systems, homeowners smooth these fluctuations. “We’ve seen a surge in demand for all-in-one packages,” notes Priya Patel, a consultant at SolarSense UK, a leading installation company. “Customers want solar panels, batteries, inverters, and monitoring software all working in harmony. It’s not just about producing power; it’s about using it efficiently.”
HOW BRITAIN’S ROOFTOPS ARE BECOMING MINI POWER STATIONS
Grid Stability and The New Energy Landscape
As more and more homes generate their own electricity, the traditional model of energy provision— large power stations sending current one-way down the wires—is giving way to a more dynamic, decentralised system. While the UK’s National Grid still plays a critical role, it now must interact with thousands of micro-generators. In some instances, clusters of solar-powered homes even function like miniature microgrids, capable of supporting local energy needs during peak times or outages.
Energy market analysts believe that these changes could ultimately bolster resilience. “It’s a more stable system when you have multiple points of generation,” says Dr. Sarah Hughes, an energy economist at Imperial College London. “Instead of relying solely on a handful of large plants, you have a web of small producers. If one line goes down, the local nodes can still function, keeping lights
on and kettles boiling.” The government’s decision to strengthen localised grid support schemes and incentivise ‘virtual power plant’ arrangements— where households bundle together their surplus electricity—has only accelerated this trend.
Planning, Policy, and Participation
Yet, not all has been smooth sailing. Installing solar panels in conservation areas or on listed buildings can still be challenging due to planning restrictions. Some councils are moving faster than others in streamlining the permit process, and heritage groups want to ensure that modern installations respect traditional aesthetics. The Solar Trade Association (STA) has been working with local authorities to ease these hurdles, creating guidelines that protect architectural integrity while encouraging renewable upgrades.
Policy stability is also a factor. Home solar took a hit earlier in the decade when the government scaled back the Feed-in Tariff scheme, sowing uncertainty. However, the last few years have seen a more consistent commitment to residential renewables. The current system of “smart export guarantees” and tiered incentives for integrated battery solutions provides a measure of financial predictability. “We’ve learned from the stop-start policies of the past,” notes Hughes. “Long-term confidence encourages homeowners to invest, knowing the framework won’t shift beneath their feet.”
The Broader Cultural Shift
Beyond the nuts and bolts of economics and policy, a subtle but profound cultural shift is happening. Solar panels used to be a niche badge of eco-consciousness, an expensive statement piece for the green elite. In 2025, they are rapidly becoming as common as double-glazing or loft insulation—a pragmatic choice for anyone seeking energy security and lower bills. Sustainability experts see this normalisation as a crucial tipping point. Once considered futuristic, PV arrays and home batteries are now part of the standard British homeowner’s lexicon.
Schools and community groups have begun running workshops on home energy management, teaching neighbours how to read output charts, adjust usage patterns, and navigate financing options. Online forums and local climate action hubs share tips and review trusted installers. The result is a more energyliterate population, one that understands the implications of where their electricity comes from and how their consumption affects their community, their wallet, and the planet.
From Victorian terraces in London to suburban semidetached homes in the Midlands, Britain is quietly turning its rooftops into power stations. In doing so, it’s not only producing clean electricity but also generating something less tangible yet equally vital: hope for a more resilient, equitable, and low-carbon future.
SMART HOME
CONNECTED AND EFFICIENT: THE RISE OF THE SMART HOME MICROGRID
ON A QUIET CUL-DE-SAC IN HAMPSHIRE, A TERRACED HOME THAT LOOKS MUCH LIKE
ANY OTHER
ON THE STREET IS QUIETLY TURNING TRADITION ON ITS HEAD. INSIDE, A SOPHISTICATED NETWORK OF TECHNOLOGIES MANAGES ENERGY FLOWS WITH UNCANNY PRECISION.
A rooftop solar array harvests sunlight whenever it’s available, a home battery stores surplus power for later use, and a smart charger tops up the family’s electric vehicle at off-peak times. The gas boiler has been swapped out for a groundsource heat pump, and the lights, appliances, and even the kettle run according to a carefully orchestrated digital plan. This household has become a self-contained energy ecosystem—a “smart home microgrid”—and it represents a growing trend reshaping Britain’s residential energy landscape in 2025.
What makes this transformation possible is the coming together of several once-separate strands of technology. High-efficiency solar panels, advanced battery storage systems, intelligent inverters, and smart home platforms have matured and proliferated over the last five years. At the same time, government policies and market incentives have nudged consumers toward more active roles in their own energy supply. The result is a new breed of homeowner: one who isn’t just a passive consumer of electricity, but also a producer, manager, and sometimes even a seller of energy.
FROM GADGETRY TO INTEGRATED SYSTEMS
Only a decade ago, the phrase “smart home” conjured images of phone-controlled thermostats or voice-activated speakers. These were conveniences, not core components of the energy infrastructure. Today, the concept has evolved. “We’ve moved from novelty to necessity,” says Dr. Lauren Pierce, a senior researcher at the Carbon Trust. “The smart home is no longer just about comfort and convenience; it’s about efficiency, resilience, and sustainability.”
Key to this shift is the seamless integration of technologies that once operated in isolation. Solar panels produce power, but without proper management, much of it might be exported to the grid at low tariffs or wasted entirely if the household doesn’t consume it right away. Enter the home battery, which stores surplus electricity for use after dark. A smart inverter coordinates this balancing act and communicates with a central management system—software that decides when to run the dishwasher, charge the EV, or heat the water tank based on price signals, weather forecasts, and household habits.
It’s a level of complexity that might sound daunting, but the user experience is becoming increasingly intuitive. “Our customers don’t want to fiddle with a dozen apps,” says Martin Webber, a product manager at Octopus Energy’s smart home division. “They just want to set their preferences—like ‘minimise my bill’ or ‘prioritise green energy’—and let the system handle the rest.” The result is a user-friendly interface that masks a sophisticated real-time optimisation engine.
EARLY ADOPTERS SHOW THE WAY
Many of today’s microgrid pioneers are energy enthusiasts, keen environmentalists, or families with a technological bent. The Johnsons, a family of four living in Surrey, took the plunge in 2023 when they installed a 5 kW solar system and a 10 kWh home battery. By 2024, they’d added a ground-source heat pump and upgraded their electric vehicle charger to one that can both draw power and feed it back into the home’s supply. “It was a bit of an adventure at first, learning how it all worked,” admits Katie Johnson, “but now it’s just part of our routine. We barely think about it, except when we see how low our energy bills are.”
The Johnsons’ experience reflects a broader cultural shift. An emerging class of homeowners is comfortable with the idea that energy management is no different from other household chores—except that it can largely be automated. The result is lower bills, reduced carbon footprints, and improved resilience. When the local grid experiences a surge in demand on a cold January evening, the Johnsons’ system can respond by adjusting their usage, feeding stored power back into the neighbourhood supply and earning a small profit in the process. Over time, such interactions can contribute to more stable electricity networks.
IMPLICATIONS FOR THE NATIONAL GRID
As thousands of British homes evolve into smart microgrids, the traditional one-way flow of electricity is turning into a complex web of distributed generation and consumption. For the National Grid, this transition is both an opportunity and a challenge. On one hand, having numerous small-scale producers spread throughout the network can increase resilience and reduce the need for building expensive new infrastructure. On the other, it requires sophisticated forecasting and control mechanisms to ensure stability.
“Imagine a future where millions of homes are effectively tiny power plants,” says Dr. Pierce of the Carbon Trust. “You need coordination to make sure they don’t all export at once and overload the system, or all draw power at peak times and cause stress. The good news is that digital technology and dynamic pricing are making this feasible. The grid of 2025 is more like an ecosystem than a hierarchy.”
Energy suppliers and technology firms are developing platforms that orchestrate these microinteractions at scale. By sending price signals or incentive payments to households, they can nudge behaviour—delaying an EV charge by a few hours or drawing a few kilowatt-
53 SMART HOME
EFFICIENT:
hours from a home battery when the grid is under strain. Over time, these countless small contributions add up to major system benefits.
THE EVOLVING CONSUMERPRODUCER RELATIONSHIP
The line between consumer and producer has blurred, giving rise to a new term: the “prosumer.” As prosumers, homeowners take on a more active role, not just offsetting their own electricity use but sometimes supplying their neighbours or selling directly into the wholesale market. Peer-topeer energy trading platforms, though still in their infancy, promise to make these local exchanges even more efficient. In a few years, you might buy a portion of your evening electricity from the
solar panels atop your neighbour’s garage, rather than a distant power plant.
Regulators and policymakers are closely watching these developments. The UK government’s push for net-zero emissions by 2050 depends, in part, on the successful integration of renewables at every scale. With the cost of solar panels and batteries steadily declining, and the advent of smart tariffs that reward flexible consumption, the economic logic of the smart home microgrid is becoming harder to ignore. To ensure fair play, new rules will be needed—covering everything from data privacy and cybersecurity to equitable access for less affluent households.
THE ROAD AHEAD: AI AND BEYOND
Looking forward, the technology driving the smart home microgrid will only become more
intelligent. As artificial intelligence (AI) improves, systems will refine their ability to predict and optimise. They’ll learn a household’s habits, anticipate weather patterns, and even factor in external events like football finals that spike local demand. AI might also facilitate more dynamic markets, where virtual power plants composed of thousands of homes bid their collective energy on the wholesale market, stabilising prices and ensuring green electricity always has a route to the end-user.
“There’s a lot of untapped potential,” says Webber from Octopus Energy. “What we’re seeing now is just the beginning. As these technologies diffuse through the mass market, and as data and AI become more integrated, the smart home could be a linchpin of the clean energy revolution.”
Turning the Tide:
Wave and Tidal Energy’s Moment in the British Isles
The harbour at Kirkwall in Orkney is busy with boats—some ferrying tourists out to view local wildlife, others supporting an altogether more futuristic enterprise. A few miles offshore, a small cluster of tidal turbines churn steadily beneath the icy waters of the Pentland Firth, their submerged blades spinning methodically in the relentless currents. Along with wave energy converters tested on floating platforms nearby, these devices represent a fresh chapter in the UK’s renewable energy journey. After years of promise and prototypes, wave and tidal energy is finally stepping onto the national stage.
Until recently, marine energy was seen largely as a tantalising but elusive prospect. The UK’s coastal geography, with its strong tides and Atlantic swells, gives it one of the richest marine energy resources in the world. Yet technological, financial, and policy hurdles kept wave and tidal devices on the sidelines while wind and solar surged ahead. In 2025, however, a combination of breakthroughs—improved technology, stable policy support, and new market mechanisms—has turned the tide. Across the British Isles, once-experimental devices are entering small-scale commercial deployment, and marine energy is poised to become an integral part of the UK’s clean power portfolio.
From Prototype to Commercial Reality
The challenge facing wave and tidal developers has always been the harsh environment of the open sea. Harnessing the immense power of the ocean’s currents and waves means building hardware that can endure saltwater corrosion, biofouling by marine organisms, and the punishing forces of storms. Early prototypes often broke down or were too costly to scale up.
Over time, however, engineers and researchers have refined their designs. The latest generation of tidal turbines feature stronger materials, streamlined shapes, and more efficient blades. Wave energy converters now rely on robust mooring systems and advanced hydraulic units that can capture energy more effectively from choppy seas.
“We’ve learned a great deal in the last decade,” says Dr. Ellen McKeon, an ocean engineer at the European Marine Energy Centre (EMEC) in Orkney. “Designs have become simpler and more durable. We’ve integrated predictive maintenance
systems and made installation easier. The result is that devices can now operate longer between servicing visits, bringing costs down and reliability up.”
These improvements mean that early demonstration projects are evolving into fledgling commercial ventures. Companies like Nova Innovation and Orbital Marine Power have secured contracts to supply electricity to local grids, and a growing pipeline of new projects is seeking permits along the Scottish coastline, in the waters off Wales, and in the Channel Islands. In short, marine energy is moving out of the lab and into the sea on a scale that begins to matter.
Policy and Market Signals in the Right Direction
Even the best technology goes nowhere without supportive policies and viable markets. For a long time, wave and tidal energy languished in the shadow of wind and solar, which enjoyed well-established government incentives. That started to change as policymakers recognised that marine energy offered something unique: predictability. While wind and sunlight can vary dramatically, tides follow a reliable schedule, and wave patterns, though more complex, can be forecast with some accuracy. This steady, predictable output complements the variability of other renewables and helps stabilise the overall energy mix.
The UK government’s recent introduction of dedicated Contracts for Difference (CfD) auctions for marine energy has given developers a critical route to market. By guaranteeing a fixed price for the electricity generated, CfDs provide the financial security that investors crave. “This gives wave and tidal companies the confidence to build up supply chains, train local workforces, and plan multiple deployments,” explains McKeon. “It’s turned the UK into a global leader in marine energy again.”
In short, marine energy is moving out of the lab and into the sea on a scale that begins to matter.
In addition, research grants, tax breaks, and streamlined permitting processes for marine test sites have helped accelerate innovation. The devolved administrations in Scotland and Wales, in particular, have
55 WAVE & TIDAL ENERGY
championed marine energy as a path to economic renewal in coastal communities, offering additional support to attract companies and investors.
Environmental Considerations and Local Partnerships
Marine energy developers have not had to navigate these waters alone.
Environmental groups, marine biologists, and local fishing communities have been deeply involved in the process. One critical concern has been ensuring that tidal turbines and wave converters do not harm marine life. Early fears that spinning blades would injure fish or marine mammals
variable, still tends to correlate with certain weather patterns, providing some measure of forecastability.
If marine energy achieves a significant scale—something industry insiders believe could happen by the mid-2030s—it could reduce the UK’s reliance on imported fuels and help meet carbon reduction targets more quickly. More than that, these technologies could be exported. With the skills and experience developed through pioneering efforts at home, British companies and researchers could help other coastal countries harness their own marine resources. In time, the UK might become a global hub for marine energy expertise, technology, and manufacturing.
have been addressed through careful environmental impact assessments. Many new designs use slow-moving blades and fish-friendly shapes, and acoustic detectors are installed to monitor cetacean activity.
In 2025, wave and tidal energy is no longer a distant dream but a living, working part of the UK’s renewable tapestry. The journey is far from over, but the tide has turned, and the momentum is unmistakable.
In some places, marine energy projects have even found unexpected allies among traditional coastal industries. “We were skeptical at first,” admits Dave Donaldson, who has fished in Orkney’s waters for three decades. “We worried turbines might mess up the fish or interfere with our nets. But the developers sat down with us, listened to our concerns, and showed us the data. They adjusted placement to avoid spawning grounds. Now we see it’s a chance to diversify the local economy. Some lads even get off-season work servicing the turbines.”
This kind of dialogue-based approach has helped marine energy devices gain acceptance in communities that rely on the sea for their livelihoods. Academic institutions like the University of Exeter and Heriot-Watt University have partnered with local co-operatives and fisheries to ensure that marine projects align with community interests. By fostering trust and transparency, these partnerships have paved the way for broader social licence—crucial for any energy project’s long-term success.
Envisioning a More Balanced Grid
One of the promises of marine energy is a more balanced and resilient grid. The UK’s energy mix already includes large amounts of wind and solar, and that share will only grow. But as operators know, when the wind lulls or a cloud bank settles in, the grid can become strained, and backup systems— often reliant on fossil fuels—kick in. Marine energy can help smooth these fluctuations. With tidal flows so predictable, grid operators can anticipate exactly when the turbines will generate power. Wave energy, though more
Obstacles and the Road Ahead
Of course, challenges remain. Even as costs come down, marine energy is still more expensive than established renewables. Scaling up production lines, streamlining installation methods, and continuing to innovate on design will be necessary to reach price parity. Policy consistency is also crucial. If CfD auctions waver, or if political winds shift, the delicate momentum could stall.
Yet the mood among marine energy advocates is notably more optimistic than it was just a few years ago. The sector has rallied from setbacks, learned lessons from failures, and capitalised on its unique advantages. As the climate emergency grows more urgent and the UK hunts for every possible edge in decarbonising its economy, wave and tidal energy offers a homegrown solution with both environmental and economic upsides.
A New Chapter for Renewable Britain
Standing on Orkney’s shoreline, you can feel it: a quiet, determined shift in the nation’s energy narrative. With turbines humming beneath the waves and wave converters bobbing at the surface, Britain is embracing an energy source literally at its doorstep. The sea, once seen as a dangerous and unpredictable frontier, is becoming an ally in the quest for cleaner, more reliable power.
In 2025, wave and tidal energy is no longer a distant dream but a living, working part of the UK’s renewable tapestry. The journey is far from over, but the tide has turned, and the momentum is unmistakable. As Britain’s marine energy sector charts a path forward, it does so with the resolve that this time—finally—the ocean’s power will help shape the nation’s future.
COMMUNITY POWER: THE UK’S GROWING LOCAL ENERGY COOPERATIVES
On a breezy December morning, the village of St. Dallans in North Yorkshire appears much like any other: a tidy high street of shops and a cluster of stone cottages perched near rolling farmland. But beneath its traditional exterior lies a quietly revolutionary energy experiment. A decade ago, households here depended entirely on the national grid for their electricity.
Now, many of them own shares in a community wind turbine on the nearby hillside and a small solar farm bordering their school’s playground. Together, these installations supply a significant portion of the village’s electricity at stable, affordable rates. St. Dallans is part of a wave of community energy cooperatives transforming the way Britons think about power.
The United Kingdom’s net-zero ambitions rely in part on decentralised renewable generation, and community groups up and down the country are increasingly stepping up to the plate. Over the past few years, local energy cooperatives have emerged as a cornerstone of the transition—offering clean electricity, bolstering local economies, and instilling a renewed sense of agency in energy decision-making. From Cornish fishing villages to suburban enclaves near Manchester, ordinary citizens are pooling resources to fund solar panels, wind turbines, battery storage, and even microgrids that serve entire neighbourhoods.
From Passive Consumers to Community Stakeholders
Traditionally, energy has been something done to people rather than by people. Homeowners would pay their utility bills each month and hope prices wouldn’t rise too fast. But as the UK’s energy landscape evolves, communities are realising they need not be passive customers. By forming cooperatives—legal entities jointly owned and democratically governed by local members—people are gaining a direct stake in where their electricity comes from and how it’s managed.
“Community energy is about taking back control,” says Hannah Reed, a coordinator at the Community Energy England (CEE) network. “For too long, big utilities and distant generators have set the terms. Now, villages, towns, and even city neighbourhoods are investing in their own projects. They set priorities, control shares, and decide how to reinvest profits. That’s what makes it a truly participatory approach to renewables.”
For a modest initial investment—sometimes as little as £100—residents can buy into their local cooperative and receive dividends in the form of cheaper electricity or annual payouts. More importantly, membership confers a sense of shared purpose. Instead of seeing energy as a mysterious commodity flowing from far-off power plants, people start to view it as a local asset, something to steward and nurture for collective benefit.
57 COMMUNITY POWER
Success Stories and Shared Benefits
Communities that have embraced this model report a host of benefits, ranging from economic to environmental. Take the example of Brightfield Energy Co-op, a project in East Sussex. When it launched in 2022, a group of about 200 residents pooled their money to fund 250 kW of solar arrays on the roofs of local businesses and a secondary school. By 2025, Brightfield generates enough clean power to meet a significant portion of its members’ needs, stabilising their electricity costs and creating a modest revenue surplus each year.
That surplus doesn’t go into an offshore account; it stays in Brightfield, funding local initiatives. In 2024, the co-op used a portion of its profits to insulate the village hall and install energy-efficient lighting in the community library. “It’s about creating a virtuous circle,” explains co-op member Martin Holloway. “We’re not just decarbonising; we’re improving the quality of life and the resilience of our whole community.”
Meanwhile, the Highlands Energy Association in Scotland supports a region dotted with small hydro and wind projects. The electricity generated helps power hundreds of rural homes, making them less vulnerable to fluctuations in global energy markets. When storms occasionally bring down power lines, these self-sufficient networks can help keep lights on locally. “It’s not just about clean energy; it’s about local resilience,” says Holloway. “When decisions are made here, by us, we know our priorities are taken into account.”
A Catalyst for Social Cohesion and Education
Beyond the tangible economic and environmental benefits, community energy cooperatives also foster social cohesion. Participating in something as fundamental as energy generation brings neighbours together—people who might never have interacted beyond a quick hello on the pavement. Now they attend co-op meetings, discuss tariff structures, and vote on where to place new solar arrays or how to allocate surplus funds. Through these conversations, communities develop a shared vision and sense of empowerment.
In many places, energy co-ops have spurred a wave of environmental education. Schools in co-op communities often become learning hubs, using real-time data from solar panels or wind turbines to teach children about renewable energy, climate change, and economic self-reliance. “Our kids are growing up understanding how their village’s electricity is made and why it matters,” says Rebecca James, headteacher at the primary school in St. Dallans. “They see that energy isn’t just a bill; it’s something we produce and manage ourselves.”
Challenges on the Path to Local Energy Independence
Yet, the emergence of community energy isn’t without challenges. Starting a co-op requires seed funding, technical expertise, and navigating complex regulations that were historically designed with large-scale utilities in mind. Insurance, maintenance costs, grid connection agreements, and the logistics of selling surplus electricity into the wholesale market can all pose hurdles for fledgling groups.
Policy stability is another concern. While the UK government has recently introduced incentives encouraging community-owned renewable projects— such as simplified planning approvals and reduced grid-connection fees— support has waxed and waned over the years. “We need consistent, longterm policy signals so communities feel confident investing,” notes Hannah Reed. “If regulations keep shifting, it becomes tougher for co-ops to plan ahead and recruit new members.”
In addition, not every community starts from the same level of affluence. While a well-to-do village might find it relatively easy to raise capital, less affluent areas can struggle. This raises questions about equity: how to ensure that all communities can benefit, rather than just those with the wealth and know-how to set up a co-op. Some cooperatives are partnering with non-profits, local councils, and social enterprises to provide lowinterest loans, or to earmark shares for those on limited incomes, ensuring that the movement doesn’t leave anyone behind.
Looking Ahead: Scaling Up and Connecting
As community energy grows, many groups are experimenting with scaling up and linking their projects. Imagine a network of co-ops, each generating renewable electricity, that can trade power among themselves. A coastal town with abundant wind energy could share surplus electricity with an inland village rich in solar generation. Such peer-to-peer trading platforms, facilitated by digital “smart contracts” and blockchain technology, are already being piloted.
Some cooperatives are even exploring local microgrids—semi-autonomous networks that can function independently if the main grid fails. These microgrids, owned and operated by the community, could help ensure a steady flow of power during emergencies. And as electric vehicles become more widespread, communities may jointly own charging infrastructure, further embedding renewables into the daily rhythm of life.
Power to the People
Ultimately, the rise of local energy cooperatives in 2025 underscores a profound shift in Britain’s relationship with electricity. No longer must power be the domain of distant corporations and mysterious wholesale markets. Instead, it can be a local resource, financed, managed, and enjoyed by the people who rely on it every day.
Community energy co-ops demonstrate that the path to a low-carbon future need not be top-down. It can spring from the bottom up, driven by neighbours who see an opportunity to save money, safeguard their environment, and strengthen their communities in the process. As more towns and villages follow the example of places like St. Dallans, what emerges is not just cleaner energy, but a more democratic, resilient, and inclusive energy landscape—an electricity commons that empowers people, quite literally, at the grassroots level.
The Great Retrofit:
Rows of Victorian terraced houses in Leeds stand much as they have for well over a century. Their weathered brick façades, wrought-iron railings, and narrow sash windows exude a certain timeless charm. Yet inside one of these homes, a quiet revolution is unfolding.
This scene represents a microcosm of a nationwide push. The UK’s housing stock, among the oldest and least efficient in Europe, has become a central battleground in the fight against climate change.
Government targets for net-zero carbon emissions by 2050 are well known, as is the scheduled phaseout of new gas boiler installations. What’s less visible, but equally transformative, is the large-scale effort to upgrade millions of existing homes—brick by brick, window by window, insulation board by insulation board—into models of comfort and sustainability.
Bridging the Efficiency Gap
The UK has long struggled with leaky, inefficient homes. Built in eras when coal fires were commonplace and energy cheap, many older properties are ill-equipped for a low-carbon future. The result? High heating bills, unnecessary emissions, and
a persistent challenge for lowincome households already feeling the pinch of rising energy prices. According to the Building Research Establishment (BRE), improving insulation, airtightness, and heating systems in older homes could slash their energy use by up to 50%, dramatically reducing carbon output and improving household comfort.
Over the past few years, policymakers and industry leaders have realised that achieving net-zero targets isn’t just about building green homes from scratch. With over 20 million existing homes in the UK, the retrofit agenda is pivotal. “We can’t reach net-zero without addressing our existing housing stock,” explains Dr. Maria Holland, a senior adviser at the Energy Saving Trust. “Every time we upgrade an attic’s insulation, swap single glazing for triple glazing, or replace a gas boiler with a heat pump, we’re making a tangible dent in our carbon footprint. These incremental changes, scaled up
across the country, will define our environmental legacy.”
Funding, Training, and Incentives
To spur this movement, the government has introduced a suite of grants, low-interest loans, and tax incentives aimed at homeowners and landlords. Green Home Grants, reintroduced in an expanded form in 2023, cover a substantial portion of retrofit costs—everything from cavity wall insulation to solar thermal panels. For low-income families, local councils and charities often top up these grants, ensuring that the poorest households aren’t left behind in the retrofit revolution.
At the same time, the construction industry is undergoing its own transformation. With unprecedented demand for skilled labour—particularly in the fields of insulation, glazing, and low-carbon heating installations—training programs have multiplied. Colleges now offer fast-track courses in retrofit management, while large employers run apprenticeships teaching traditional building contractors the intricacies of ecofriendly materials and installation techniques. “We’ve seen a new class of professionals emerge: the retrofit specialist,” says Gavin Walker of the Retrofit Academy. “These workers combine an understanding of traditional British architecture with cutting-edge building science.”
A Case Study in Leeds
On Smeaton Street in Leeds, Andrew Foster’s home exemplifies what’s possible. Built in the late 19th century,
his terraced house originally had single-pane sash windows that rattled in the wind and thin brick walls that let warmth seep out. After receiving a partial grant from his council, Andrew invested in a package of improvements: internal wall insulation made from recycled cellulose, a state-of-the-art heat pump, LED lighting throughout, and smart thermostatic controls that fine-tune heating schedules based on occupancy and weather forecasts.
“Last winter, my gas bills were astronomical,” Andrew recalls. “The house never felt properly warm, and there was a persistent damp patch in the back bedroom. Since the retrofit, the difference is night and day. The rooms are consistently cosy, my bills are lower—even though electricity rates have fluctuated—and that damp patch is gone.” More than the comfort, Andrew appreciates the sense of contributing to a national effort. “I know it’s just one home, but if we all do our part, it adds up.”
His story resonates with thousands of households across the UK undergoing similar upgrades. Some have turned to community-based energy advisors who conduct home audits, recommend improvements, and help navigate the maze of financing options. Others work with social enterprises, like CarbonCo in Greater Manchester, which pools resources and expertise to bring lower-cost retrofits to council housing estates. These interventions don’t just improve thermal comfort—they alleviate fuel poverty and reduce health risks associated with cold, damp homes.
Transforming the UK’s Older Homes for a Green Future
A team of installers is busy pulling up floorboards, laying recycled insulation, and replacing drafty singlepane glass with high-performance triple-glazed windows. Down in the cellar, an air-source heat pump hums softly, ready to heat the home at a fraction of the carbon footprint that a gas boiler once produced.
Material Innovations and Design Challenges
Retrofitting older homes is not always straightforward. Heritage buildings, listed terraces, and properties in conservation areas require careful planning to preserve their historic character. Installers must respect traditional façades, using solutions like internal rather than external insulation, or opting for low-profile solar tiles that blend unobtrusively into the roofline. Specialist contractors work closely with local heritage officers and architects to balance energy efficiency with aesthetic sensitivities.
Meanwhile, technological innovations are making retrofits more efficient and cost-effective. Vacuum-insulated panels, aerogels, and natural fiber boards are emerging as preferred insulation materials. These sustainable products have lower carbon footprints than conventional foams and outperform older insulation in terms of thermal resistance. “We’re always
testing new materials,” says Dr. Holland of the Energy Saving Trust. “The retrofit sector is a hotbed of innovation, with startups and established firms alike racing to develop products that deliver maximum efficiency with minimal disruption.”
Building Momentum Toward Net-Zero
All of these efforts align with a broader shift in British energy culture. As new-builds incorporate net-zero designs from the start, existing homes must catch up. With each successful retrofit project, both the public and private sectors gain confidence, and the supply chain matures. Costs gradually fall as economies of scale kick in, making it easier for the next homeowner to take the leap.
Policymakers believe that by 2030, the UK can significantly close the “efficiency gap” in its
housing stock. Retrofits could cut greenhouse gas emissions from homes by millions of tonnes per year and dramatically reduce the nation’s reliance on imported fossil fuels. With improved insulation and advanced heating systems, even Victorian and Edwardian properties—icons of Britain’s architectural heritage—can become snug, eco-friendly havens.
A Warmer, Greener Future
Back in Leeds, Andrew Foster’s home is nearly finished. The installers have sealed the windows and laid the last strips of insulation. A blower door test confirms that air leakage is
down dramatically. Outside, a small plaque from the Retrofit Academy announces that this address is now energy-smart and future-ready. For Andrew, the process was occasionally messy, and the decision required an upfront investment of time and money. But as he closes the now-silent front door, he feels not just physical warmth, but a sense of purpose. In upgrading his century-old home, he has become part of a nationwide movement, a collective push toward comfort, sustainability, and renewed pride in the UK’s built environment.
In 2025, that movement is gathering force. With each retrofit, Britain steps closer to its net-zero targets, one home at a time. The great retrofit may be a quiet revolution, but its impact—on energy bills, carbon footprints, and everyday quality of life—is as profound as any grand-scale renewable project. And as winter deepens, the country’s homes grow warmer, greener, and more resilient, forging a path to a cleaner and more sustainable future.
Advancing Low Carbon, Cleaner Roads
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.
