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Allstar One Electric. Got yours yet?
Allstar One Electric
Thanks to print deadlines, I’m writing this before the General Election but you’ll be reading it after, so it’s a little tricky to offer any useful insight. The outcome seems fairly easy to predict but who knows what the great British public is thinking?
Regardless of the make-up of the next government, it’s vital that it continues to encourage and support the uptake of EVs. As we’ve seen, beyond company car buyers who enjoy financial incentives, there is still a reluctance to embrace electric. Whether the 2035 ICE ban remains or is brought forward again, something needs to be done to help private buyers join that journey. It’s hard to know the best approach – whether there should be a focus on making charging easier and cheaper, or offering financial incentives on new and used EVs – but it is clear that doing nothing isn’t an option.
On a lighter note, I spent time this month driving three very different performance-focused electric cars, all of which assured me that we’re entering a new era of truly entertaining EVs, and cars which could help attract more drivers to the world of electric vehicles.
Of course, quick electric cars have been around for a long time but a punchy 0-60 time doesn’t always translate to a fun drive. Just look at the rapid but inert MG4 XPower, which is faster in a straight line than a Porsche 911 but largely hopeless in the corners. The good news is the engineering brains are finally adding engagement to electric cars. Among them is MG, whose new Cyberster I’m just back from driving. We’ll be covering that in more detail next month but, suffice to say, it brings a charming blend of pace and poise that’s befitting of the badge and leaves the XPower as a distant memory.
A few days before that, I was at the wheel of the new Mini Cooper SE. It’s significantly slower than the MG but it still has the directness and liveliness that’s long been a hallmark of petrol-powered Minis and appeals to those of us who miss the days of hot hatches with moderate power but a wellsorted chassis.
And then there’s the Hyundai Ioniq 5 N, which you can read all about from page 12. Quite simply, it’s the most thrilling and entertaining EV I’ve driven and sets a new benchmark for what can be achieved in creating EVs that are truly drivers’ cars.
And that’s just me. Elsewhere, my colleague Richard, has been behind the wheel of the Lotus Eletre to find out just how true to the brand’s roots the world’s first all-electric hyper-SUV has stuck. You can find out on page 26.
If that’s all too fast paced, we’ve also been among the first people to drive Toyota’s hydrogen fuel cell Hilux. With battery electric pick-ups proving tough to develop, does this prototype offer a zero-emissions alternative?
On top of that we’ve an interview with Motorsport UK chairman David Richards about the electrification of motorsports, take a look at the latest e-bikes and run down the 10 best seven-seat EVs on sale so, enjoy the read.
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Hyundai has fully revealed its Inster electric city car for the first time, promising it will set new class standards for space and range.
Based on an elongated version of the Korean market petrol-powered Casper, the Inster is described by Hyundai as an ‘A-segment subcompact SUV’. In other words it’s a tiny city car with crossover inspired looks.
At 3.8m, the Inster sits somewhere between the Dacia Spring and Citroen e-C3 in size, which is fitting as it’s expected to be priced similarly, with rumours of a £22,000 starting price.
Its design is cute-meets-chunky, with an upright body shape, pronounced wheel arches, faux skid plates and big roof rails. Hyundai’s pixel-style lighting which is already in use on the Ioniq 5 and Ioniq 6 makes an appearance on the Inster in the slimline running lights and almost full-width rear light bar.
The pixel motif on the steering wheel is also lifted directly from the 5 and 6 and elsewhere touches such as customisable door trims will allow drivers to personalise their cars. Recycled materials including plastic bottles and bio-products extracted from sugarcane are used in the interior, and onboard technology includes two 10.25-inch screens for instruments and infotainment, a onetouch sunroof and a digital key. Hyundai also says
that the Inster will bring new levels of ADAS tech to the segment, including adaptive cruise control, lane follow assist and smart exit warning.
The five-door Inster has seating for four as standard but a front bench seat will also be an option. Boot space is 280 litres, although that can be expanded to a segment-busting 351 litres by sliding the rear seats forward.
Under the skin, the Inster comes with a choice of batteries and motors. Standard range cars use a 42kWh pack and a 96bhp motor while the longrange model gets a 49kWh battery and 114bhp motor.
Hyundai says the long-range car should offer 4.1 miles/kWh efficiency and a class-leading range of 220 miles when fitted with 15-inch steel wheels, although it’s not clear if the UK will get this choice. The standard range car should return 186 miles on a single charge. Both versions get 120kW DC charging that will take the battery from 10% to 80% in less than half an hour and, as is now standard with Hyundai, there’s vehicle-to-load charging. A heat pump and battery heating system will be optional extras.
The Inster is set to go on sale in Korea this summer, before arriving in Europe and the UK later in the year.
Lotus has announced that its new Emeya hyper GT car will be the world’s first production car to support 400kW ultrarapid charging.
Previously, the firm had said its second all-electric model would offer the same 350kW standard as its Eletre SUV.
However, at a demonstration at its technical base in Germany, Lotus’s engineers demonstrated the car’s capability, which makes it the fastest-charging production car on sale.
EV Powered was at the demonstration where the Emeya charged its 102kWh battery from 10-80% in just 14 minutes on a commercially available charger. Previous tests had completed the industry-standard charge in 13 minutes 47 seconds.
The capability means that the long-range GT with up to 905bhp, can add 265 miles of range in less than quarter of an hour.
Lotus has achieved the charging landmark thanks to a new battery in the Emeya, which uses a different construction to that in the Eletre SUV. The new battery features innovative side cooling rather than placing the cooling panel beneath the cells.
The EU is set to impose major new tariffs on Chinese EVs in a fight over state subsidies for electric vehicle makers.
The European Commission said it had notified China of its intention to apply the new tariffs –ranging from 17.4% to 38.1% – from 4 July.
Such a move is likely to force up the price of many of the most affordable EVs on the market, including those from brands including BYD, MG and Volvo.
The decision comes after an eight-month investigation into claims Chinese car makers were receiving unfair government financial support to allow them to undercut European models.
The European Commission said: “As part of its ongoing investigation, the Commission has
provisionally concluded that the battery electric vehicles value chain in China benefits from unfair subsidisation, which is causing a threat of economic injury to EU BEV producers.
“Based on the investigation’s findings... it is in the EU’s interest to remedy the effects of the unfair trade practices found, by imposing provisional countervailing duties on imports of BEVs from China.”
Back to the Future fans can now live out their Marty McFly fantasies in zeroemissions style thanks to the new ‘plugand-play’ bundle from the Oxford firm.
The new kit replaces the Delorean’s lacklustre 128bhp Renault V6 with a rear-mounted motor producing 215bhp and 229lb ft, halving its 0-60mph time to just five seconds. For the first time in an Electrogenic car, the DMC-12 features a launch control function as well as multiple selectable drive modes.
A total of 43kWh of batteries are split between the rear of the car, where they sit above the motor, and the front, where they replace the original fuel tank. In total, the conversion adds just 40kg to the car’s original weight. Electrogenic says the array should give more than 150 miles of range on a charge.
Steve Drummond, Electrogenic CEO, said: “We’re delighted with the results of our ‘plug and play’ DeLorean EV conversion package; it transforms the DMC-12 from an American cruiser into a true sports car, with performance that perfectly matches its timeless space-age visuals.
The Alpine A290 has been revealed in productionready form for the first time, promising to revive the hot hatch segment in the EV era.
The A290 is based on Renault’s AmpR Small platform and, at 3.9m long, is the same length as the Renault 5. However its track has been widened by 6cm and plenty of Alpine-specific elements added to the body.
Under the skin, the Alpine ditches the 5’s motor choices in favour of the unit from the Megane. Lower grades get a 178bhp tune, while GT Performance and GTS get 217bhp. That gives the A290 a 0-62mph time of 6.4 seconds.
Alpine says the A290 has been set up to be fun to drive rather than simply quick off the mark, so the multilink rear suspension has been tuned specifically for this model and front and rear antiroll bars are bespoke for the A290.
The A290 will come in four trim levels – GT, GT Premium, GT Performance and GTS — with the more powerful motor offered in the top two specs. UK pricing will be announced closer to launch but is expected to start at around £36,000.
EV technology specialist Electrogenic has launched a new ‘drop in’ kit to convert the iconic Delorean DMC-12 to electric power.
David, welcome. Could you give us a bit of background on what has transpired in those 40 years?
We were pleased to be able to sit down with David Richards, CBE. David has journeyed from being a former rally driver over 40 years ago to now being Chairman of ProDrive and Chairman of Motorsport UK.
I was fortunate enough to start as a chartered accountant, then I ventured into rallying. I had some success and even won the World Championship with Finnish driver Ari Vatanen in ‘81. After that, I started my own business, ProDrive. Initially, we focused on rally teams, which led us into sports car racing, touring car racing, and even Formula One for a period. We’ve since diversified into various automotive and non-automotive engineering fields. Today, we employ around 700 people across Banbury and Milton Keynes, with motorsports still at the heart of our operations.
EVP: Talking about motorsport being at the heart of it, you’re also the Chairman of Motorsport UK, the governing body of British motorsports. Could you give us your perspective on the current state of motorsports in the UK?
DR: Motorsport, to some extent, mirrors the economy of the country. It’s a discretionary activity and not cheap by any means. At the grassroots level, it’s very robust, partly due to the profile of Formula One and other motorsport activities. Many people are participating, and it’s our responsibility at Motorsport UK to promote the sport and make it more accessible. Our role is to encourage young people to experience motorsport early on, hoping we might discover the next Lewis Hamilton among them.
EVP: Given that we’re EV Powered, we should focus on electric vehicles in motorsports. How do you see the sport evolving with the rise of electric vehicles?
DR: Electric vehicles are just one category within motorsports. Many historic cars are still active, and they’ll remain for a long time. We need to make motorsport more sustainable, which involves focusing on environmental credentials. This includes not just electric vehicles but also sustainable fuels for internal combustion engines. At ProDrive, we’ve been running our cars on sustainable fuels for the last three years. While electric vehicles offer a platform to promote new forms of transport, motorsport has always been about pushing technological boundaries. Formula E has done well in showcasing the performance potential of electric vehicles, and more touring car series are emerging to promote this technology.
EVP: Aston Martin, where you were previously chairman, has seen a significant uptick in interest when their safety car appears in F1 races. How does this reflect on motorsport’s influence on consumer behaviour?
DR: It proves the point of “win on Sunday, sell on Monday.” Motorsport can certainly enhance the credentials of electric vehicles as performance vehicles. Formula E, for example, has seen technology trickle down into road cars. Although much of this technology is subtle, such as improvements in battery performance, it’s beneficial for consumers. Initially, Formula E had restrictions on technology, but it’s becoming more open, allowing manufacturers to develop powertrains that eventually benefit road cars.
EVP: Speaking of sustainability, how is Motorsport UK addressing environmental concerns and working towards net zero?
DR: We’re implementing various initiatives. At ProDrive, we’re working towards the ISO standard for sustainability, and we’ve installed solar cells covering two football pitches on our roof. Motorsport UK is accrediting motor clubs with environmental credentials and ensuring circuits meet specific criteria. It’s a long journey, but there’s a clear commitment from us and the motorsport community to act responsibly.
EVP: How about ProDrive’s use of sustainable fuels? Is it a straightforward swap, or are substantial modifications required?
DR: Some changes are necessary, such as different calibration for engines. In motorsport, we have the capability to adapt, and it shouldn’t be a barrier. For example, modern fuels like E10 can be challenging for older cars, but in motorsport, we can manage these transitions effectively.
EVP: ProDrive is celebrating its 40th anniversary. What does the future hold for the company?
DR: It’s more about diversification. We have a strong foothold in motorsport, representing Aston Martin in GT racing and working on new projects like the Dakar project for Dacia. We’re also restoring many of the old cars we’ve built. Beyond motorsport, we’re exploring other areas, leveraging our expertise to push boundaries. We’re working on projects from lightweight folding bikes to last-mile delivery vehicles and even solar-powered refrigeration units for trucks. Innovation is at the heart of everything we do.
EVP: Wearing your Motorsport UK Chairman hat, where do you see the progression of women in motorsports?
DR: We currently have around 8% female licence holders, which is too low. Encouraging young girls to participate in motorsport from an early age is crucial. Initiatives like Susie Wolff’s are helping, and societal changes are necessary to treat girls equally in this field. I’m hopeful that future generations, like my granddaughter, will benefit from these efforts.
EVP: Lastly, where do you see motorsports evolving over the next five years?
DR: The opportunity lies in promoting new technologies and developing new championships that incorporate these advancements. Whether it’s Formula E, hydrogen series, or other innovations, we must stay relevant and environmentally conscious. By doing so, we ensure a strong future for motorsport, making it accessible and enjoyable for everyone.
be as good, perhaps even better, than their petrolpowered performance counterparts.
What is surprising is just how impressive it is.
The recipe for the Ioniq 5 N is simple – take a regular family crossover, double its power, give it a load of clever chassis tech, a chunky body kit and unleash it on the world. The outcome is a car that leaves rivals from the likes of Ford, Tesla and Porsche in its wake and proves EVs can be truly fun to drive.
The Ioniq 5’s 80s-inspired boxiness has always divided opinion but personally, I’m a massive fan of its cuboid lights, razor sharp creases and general squareness.
The 5 N takes that and gives it a steroid injection. Everything on this hot version is bigger, more pronounced and designed to emphasise its performance credentials. From the deep front splitter to the comically large rear diffuser and prominent spoiler, this is a car that wears its excess proudly.
Where the Ioniq 5 N stands out from the crowd is how comprehensively it sets out to be a driver’s car.
The ride height has been lowered by 20mm and the track widened by 50mm to give it a more aggressive stance, and the bespoke 21-inch forged alloys sit in flared arches which, at the rear, feature cooling vents to aid the brakes. There’s a bright orange trim line that runs all the way round the car, from a thin strip at the front to a pronounced tick with the N logo ahead of the rear wheels, and massive bright orange brake
The interior has been given a light sprinkling of N-specific touches too. The Alcantara sports seats are mounted 20mm lower than the regular car’s and are just the right blend of well padded for comfort and deeply bolstered for lateral support. The N also gets a special centre console that fills in the gap beneath the dash and gives driver and passenger somewhere to brace their knees during ‘enthusiastic’ driving. It’s actually a really smart setup and one that the regular car would benefit from.
For the driver there’s a completely new steering wheel with the N logo at its centre and three new buttons to help control the array of special features. Two customisable buttons in the lower portion can be mapped to switch between various drive functions but the third is a big red button marked NGB – N Grin Boost – which gives access to the full 641bhp for a 10-second burst.
There’s a head-up display as standard, and the infotainment system has been upgraded to feature a page dedicated to the myriad ways you can customise your drive – from the suspension stiffness to a choice of synthesised sounds ranging from petrol sports car to jet fighter.
On to the driving, and let’s get the bare numbers out of the way first. The Ioniq 5 N features two motors which give all-wheel-drive and produce a total of 601bhp in regular mode and 641bhp when N Grin Boost is activated. That means 0–62mph in a brutal 3.4 seconds and a top speed of 161mph.
This isn’t just an Ioniq 5 with the power doubled. It’s a completely reengineered machine.
But those are just numbers and there are quite a few EVs that boast similar outputs and straight-line speeds. Where the Ioniq 5 N stands out from the crowd is how comprehensively it sets out to be a driver’s car.
This isn’t just an Ioniq 5 with the power doubled. It’s a completely reengineered machine. The suspension has been bulked up with new dampers, there are stronger front and rear subframes, reinforced motor and battery mounts, there’s a new (faster) steering rack, bigger brakes, an electronic limitedslip diff at the rear, and more welding and adhesives to strengthen the body construction. Even the battery and motor cooling hardware has been redesigned to cope with the demands of regular high-performance use.
Like any EV, there are preset driving modes – eco, normal, sport – but you can also create and save your own custom setups, choosing from four motor settings, three steering options and three suspension modes, each more direct than the last.
You’ll probably want to avoid the Sport+ suspension setting on UK roads (it’s a touch too firm), but set the dampers to Sport and turn everything else up to 11 and you’re rewarded with a remarkable driving experience.
Within minutes you forget that this is a battery-powered car and what you’re feeling is all artificial. It feels utterly natural.
Predictably, the throttle response is instant and brutal – even before you press the big red NGB button – but beyond the straight ahead is where the 5 N shows its engineering brilliance.
The steering is beautifully weighted, quick and precise and means you can thread this large, 2.2-tonne beast along twisting roads with remarkable accuracy. It never feels small and there’s a hint of roll in really tight bends, but it never feels anywhere near its actual size or weight, and the poise, grip and speed in corners are a revelation.
Elevating the 5 N even further is the N e-shift function which brings a new level of engagement. The system simulates an eight-speed dual-clutch gearbox using clever sound design and even cleverer implementation of the regenerative braking system.
It sounds like a gimmick but in practice it’s utterly brilliant. Activate it and the motor sound spins up towards the red line, giving you all the aural cues you need to know when to shift up and punishing you with a rev limiter if you don’t. Keep your foot planted as you change gear and you feel the thump of the (wholly synthesised) upshift, and it’ll use the regen function to mimic engine braking on the downshifts. Within minutes you forget that this is a batterypowered car and what you’re feeling is all artificial. It feels utterly natural and brings a visceral engagement and fun unlike any other EV I’ve driven. Cynics might dismiss it as fake but, like the best magic tricks, even as you know you’re being deceived you’re wowed by the outcome.
Testing the car on public roads as I was, there were certain functions I didn’t get to play. These included the N-Pedal, which uses the regen braking to create more aggressive weight transfer for even sharper turn-in; the N Launch Control and the Drift Optimiser, which do what they say on the tin. I also didn’t tinker with the torque distribution settings, which allow you to manually divide the grunt between front and rear across 11 gradations. In Sport+ mode the traction control is already dialled back enough to allow some grin-inducing squirrelling from the rear end under heavy throttle.
Of course, there might be occasions where you don’t want to explore or exploit the depths of the Ioniq 5 N’s abilities. And when that’s the case, you can simply select ‘normal’ on the drive modes and enjoy an impressively smooth riding and quiet experience just like a regular Ioniq 5.
Not that it’s likely to be top of anyone’s concerns but the 5 N’s 84kWh battery can, in theory, cover up to 278 miles on a charge, and ultra-rapid charging means a 10-80% top-up in just 18 minutes.
For buyers, the Ioniq 5 N range is nice and simple. There’s one model, one spec and a choice of nine colours, most of which are paid-for additions. It’s £65,000 and the only option besides the paint is the £1,250 panoramic sunroof. Apart from that, you get pretty much all the tech of the regular topspec Ioniq 5. So that means everything from adaptive LED lights and a heat pump to heated rear seats and level 2 highway driving assistance. Plus there’s the small matter of all the engineering brilliance that has gone into transforming this car. Odd as it sounds, it feels like pretty good value. Similar money will get you a Ford Mustang Mach-e GT, a Kia EV6 GT or a Tesla Model Y Performance. But none of them has the depth of engineering or the pure enjoyment of the Hyundai. Even the Porsche Taycan, certainly in sub-£100k variants, can’t match the grin-inducing feel of the 5 N.
There’s been a feeling that EVs, even high-performance ones, are a little sterile, a little uninvolving. The Hyundai Ioniq 5 N addresses that in emphatic fashion. It’s exhilarating, engaging but most of all fun in the way of any great performance car and in a way that no other EV has yet managed.
Price: £65,900
Transmission: Two-motor, all-wheel-drive
Battery: 84kWh
Power: 641bhp
Torque: 546lb ft
Top speed: 162mph
0-62mph: 3.4 seconds
Range: 278 miles
Consumption: 2.9m/kWh
Charging: up to 239kW
“We weren’t sure about building an EV.”
So Conner Matthews of Frontline Cars tells me as we tour the firm’s spotless Oxfordshire workshop.
“We were really reluctant and said no several times. But so many customers kept asking that we decided to give it a try.”
It’s a strange way to introduce a new all-electric model but it’s also telling that since that initial reluctance, the MG BEE has become the in-house favourite and the car the Frontline team fight to take home at the weekend.
Frontline is famous for its MG restomods –restored and updated MG Bs that blend the classic MG shape with uprated engines, modern brakes, suspension and steering all developed in-house. The engines range from fettled 1.8 originals to meaty 4.8-litre V8s and are a world away from the 40kW motor that nestles beneath the bodywork of the BEE. But there is a throughline between the cars.
“It’s about preserving the classic car look and driving experience but just making it more usable day-to-day,” says Conner.
Which is why Frontline has taken a slightly different approach to electrifying a classic, with a real emphasis on sympathetically blending a 21st-century powertrain with a distinctly classic look and feel.
The car in question is a 1972 MG B coupe that was previously given the restomod treatment in 2012 to form one of the firm’s LE50 cars. Bought back from a customer, it forms the basis of Frontline’s first all-electric MG B – a proof of concept testbed that has already attracted customer orders.
On the surface there’s nothing to mark this BEE – finished in glorious sage green – out from any other restored example. The classic two-door lines are all present and correct (and neater than the day it came out of the Abingdon factory) and
a set of race-style Dunlop steel wheels give some period-correct character. Even the chrome filler cap on the rear panel remains, although it now hides a Type 2 charging port.
Pop the bonnet, though, and in place of the humdrum B Series four-pot, you are faced with a leather-wrapped battery box housing 42kWh of Tesla cells. Frontline reckon that’s enough for around 100 miles of motoring but the first customer cars will get a range of 200 miles thanks to more capacity.
Energy from those cells is sent to a HyPer 9 motor, which in turn sends 54bhp to the rear wheels.
But where the BEE differs from other electrified classics is that between motor and wheels is a traditional five-speed gearbox.
Frontline’s founder Tim Fenna started the business selling upgraded transmissions for racing MGs, so it’s fitting that one of the most interesting elements of the BEE is its gearbox.
Through the application of years of knowledge and technical wizardry, the Frontline team have paired a Mazda gearbox, complete with a clutch and flywheel with the off-the-shelf electric motor. And that transmission really helps transform the BEE from just another electrified classic car into something more.
Often even really fast EVs can feel a little detached and antiseptic. There’s plenty of performance but not much involvement. With the BEE there’s involvement in spades and a real feel of a classic car.
Starting off is a little different. You dip the clutch, engage second then let out the clutch again. At which point nothing happens. But a gentle prod of the throttle and the motor’s torque pulls the car away. From there, it’s just like any other classic manual car as the revs rise and you use the clutch and short-throw shifter to move up and down the
ratios. You can even fluff the gear shifts, just like a petrol-powered version.
It’s a totally natural and mechanical feel akin to any classic car, despite the electric power source.
Unlike most EVs, there’s no attempt to mask the motor’s sound. Instead the developing whine is an integral part of the experience, rising in tone and indicating the right time to upshift, just like a regular ICE car. And the motor’s torque curve has been carefully calibrated to replicate the powerband of a petrol engine rather than deliver the instant low-end thump of most electric motors.
While some might bemoan that lack of immediate shove, it just helps reinforce the feeling that you’re still driving a classic car.
That’s compounded by carefully balanced power steering that has all the feel of an older motor without the arm-killing pain associated with unassisted racks. Find a twisting section of B road and you can chuck the BEE along, revelling in the old-fashioned weight and resistance of the steering. There’s even the slightest hint of hesitation as you change direction that’s more natural-feeling than any overly responsive electronic system.
The original LE50’s front double-wishbone and rear multilink suspension has been retained but adjusted to better match the new powertrain. Frontline says that the updated car weighs around the same as a petrol-powered version, with perfect 50/50 weight distribution, and that translates to a nimble and balanced feel on the road.
Undoubtedly, the BEE GT could be quicker – a 0-60mph time of just over 8 seconds means it’ll be outstripped from the lights by a Kia Niro. Using the right motor it could, most likely, be faster than Frontline’s 375bhp V8-powered LE60. But that’s not what the electrified model is about. The V8s are for those after the ultimate performance, the electric is about a more relaxed and
accessible approach, one in which owners can enjoy afternoon pootles as well as B-road blasts.
Like the driving experience and the exterior, the interior of the BEE GT has a more traditional feel than some modern conversions. Where some companies fit digital dials and massive touchscreens, the Frontline’s cabin closely resembles an original 1970s one.
New electronic dials are cleverly disguised as original Smiths units and there are still simple toggle switches to control most functions. But those functions now stretch to electric windows and heated seats, and hidden beneath the surface is a Bluetooth sound system.
As with every part of a Frontline car, the interior is bespoke, so customers will be able to specify their own look and feel – from adding more modern equipment to selecting the particular finish of leather for the upholstery. They can even have the foam in the hand-built seats contoured to their body.
As you’d expect, the bespoke nature of the car and the level of technical expertise that goes into it means the BEE isn’t cheap. At around £120,000, it’s getting on for Porsche Taycan Turbo money. That’s a lot for something that is best regarded as a charming weekend toy – likely a second, third or fourth car bought partly due to nostalgia.
But if you have the money, that nostalgia is well served.
The brilliance of the BEE is that it still feels like an old car to drive. From the way its modest power is delivered to the ever-so-slightly vague steering and the physical engagement of working the five-speed ‘box.
But because it’s a restomod it doesn’t creak, rattle or groan like an old car. And the electric powertrain means simple, low-maintenance usability that will encourage owners to make the most of their cars rather than viewing them as temperamental museum pieces.
Does this new take on the famous Scenic name still have the family friendly flexibility of the original?
The Renault Scenic was a groundbreaking car when it was launched in 1996 (complete with ‘Megane’ in its name). It was the very first compact MPV and started a trend for cars that offered the flexibility of the Espace or Ford Galaxy but in a smaller, more manageable package.
However, MPVs have fallen out of fashion and the Scenic was killed off in 2022 as Renault turned its focus to crossovers and SUVs. But now the name’s back and attached to an all-electric model.
Reimagined as a SUV (predictably) but with the same basic aim of providing practical and flexible family motoring, Renault’s vision for the Scenic E-Tech is ‘a family car with fun and tech’ that just happens to be electric.
So how does it stack up against the likes of the Volkswagen ID.4, Skoda Enyaq and Peugeot E-3008?
Renault’s designers have done a good job of giving the Scenic some character in a segment where there’s a tendency for many cars to look very similar.
It’s not groundbreaking but the sharply folded front end is distinctive, especially thanks to the neat hexagon motif that fades into the bodywork as it radiates out from the new-look badge. The sharp creases extend to the low-level arrow-like running lights and along the doors but behind the bold face you could be looking at any number of C-segment SUVs.
Inside, there’s also a degree of familiarity thanks to a layout largely shared with the Megane and Austral. There’s a L-shaped arrangement of screens tilted towards the driver, with sensible physical controls under the 12-inch portrait touchscreen. The low-set dashboard sweeps nicely into the door tops and in top-spec cars there’s a tactile wood insert along with visually pleasing but perhaps not child-friendly pale fabric upholstery.
One thing that’s immediately different from the old Scenic is that the E-Tech has a regular 60/40 split rear bench rather than three individual rear seats. It’s a shame because, as any parent of more than two kids will tell you, three proper rear seats are a real bonus in a family car.
Nonetheless, the rear of the cabin is pretty spacious and three youngsters will fit across the bench easily enough. There’s plenty of legroom too, even for very tall adults, who will also appreciate the generous headroom allowed by the clever Solarbay sunroof. This neat feature uses ingenious liquid crystal technology instead of a mechanical blind to save headroom and weight (around 8kg), and allows you to turn the glass from clear to opaque across various zones at the touch of a button or using a brief voice command.
Renault is keeping things simple with the Scenic range. There are no options or add-on packs, so the only decisions are around the colour and which of three trims and two powertrains you want.
Weirdly, the rear armrest is a small but significant area that shows Renault’s designers have really thought about how families use cars these days. Hidden away in it are two USB ports, cable routing, cupholders and flip-out arms that will hold two mobile phones or one larger tablet. Other touches such as a deep, open centre console, multiple seatback pockets for devices, bottles and snacks and a 545-litre boot hint at a design team all too aware of a family’s motoring needs.
The segment-first sunroof is among the Scenic’s technological highlights but there are other smart features. The multimedia screen uses Google’s OS and has a simple, easy to use layout. There are lots of apps – from Spotify to video streaming –available through the Google Store but one of the most useful is Google Maps. Because it’s native to the car, this integrates battery conditioning –normally reserved for a cars’ built-in nav system – into Google’s exemplary route planning. Also earning a big tick from me is the simple button that lets you save personalised ADAS settings
and apply them with one touch every time you start the car.
Less important but still pleasingly French is the car’s pedestrian warning sound developed by synth legend Jean-Michel Jarre.
There are two powertrain options in the Scenic E-Tech, with different motor and battery pairings.
The cheaper comfort range features a 168bhp motor and a 60kWh battery offering 260 miles of range. Meanwhile long range – the only one I’ve tested so far – gets a 217bhp motor and an 87kWh battery that offers an impressive 379 miles on a full charge. Even allowing for cold days and unsympathetic driving, the Scenic should do well over 300 miles on a charge – more than most families will manage without at least one little cherub needing to stop to pee/puke/eat/all of the above. Officially, Renault says the long-range car does an average of 3.6m/kWh but on a warm day across
a variety of roads, speeds and driving modes, I got a pleasing 3.8m/kWh.
That’s possibly because the Scenic doesn’t ask to be driven enthusiastically. It drives in a similar way to any number of other C-segment SUVs – predictable, secure and lifeless, with various drive modes that do little to change the feel of proceedings. The steering is a little quicker than some alternatives but, in typical Renault fashion, overly assisted and light. That doesn’t do much for the drive but makes urban manoeuvres a piece of cake.
One noticeable difference to rivals is that the Scenic has a firmer ride and an unwelcome sharpness over road imperfections such as potholes. It’s not a deal breaker but the Scenic doesn’t feel as composed or compliant as an Enyaq or Niro.
Alongside the impressive range and efficiency, the Scenic features 150kW charging (130kW in the ‘comfort’ cars) and a heat pump as standard on all models, so you can add up to 209 miles of charge in half an hour.
Renault is keeping things blessedly simple with the Scenic range. There are no options or add-on packs, so the only decisions to be made are around the colour and which of three trims and two powertrains you want. The range starts at £37,495 for the comfort range techno trim. You can upgrade the battery for £3,500, or move up to esprit Alpine spec which costs £43,495 and comes with the beefier drivetrain as standard.
All versions come with 19-inch alloy wheels, the 12-inch infotainment display, 12.3-inch digital instruments, wireless phone charging and mirroring, a power tailgate, heated seats and steering wheel, and full LED lighting.
The esprit Alpine is largely a cosmetic upgrade, with bespoke badging, 20-inch wheels, sports seats and a blue-hued interior finish.
Iconic costs £45,495 and brings more including the clever sunroof, pale interior with wood inserts, a Harman Kardon sound system, driver’s seat massage and hands-free parking with a 360-degree camera.
In a couple of ways the new Scenic is unremarkable. It looks good but not spectacular, and drives as well as key rivals but no better.
However, it is an exceedingly well thought out car that nails the brief of a ‘family car that just happens to be electric’.
There’s heaps of space for passengers and luggage, useful touches like the multi-function armrest and a driving range that will outlast most parents’ patience, meaning it will tick a lot of boxes for an awful lot of people.
Price: £45,495
Transmission: Single-motor, front-wheel-drive
Battery: 87kWh usable
Power: 217bhp
Torque: 221lb ft
Top speed: 105mph 0-62mph: 7.9 seconds
Range: 379 miles
Consumption: 3.6m/kWh
Charging: up to 150kW
Extreme E has taken a monumental step in motorsport innovation by unveiling its first hydrogenpowered race car, the Pioneer 25, as it transitions into the groundbreaking Extreme H series.
This revolutionary development was announced aboard the St. Helena vessel, with London’s iconic Tower Bridge serving as a dramatic backdrop.
The Pioneer 25 was introduced to the world in a spectacular event attended by global media and invited guests, marking the beginning of an exciting new era in sustainable racing. Extreme H, set to commence its maiden season in April 2025, aims to showcase the capabilities of hydrogen fuel cells in a competitive environment, pushing the boundaries of eco-friendly motorsport.
Alejandro Agag, Founder and CEO of Extreme H, expressed his pride in the launch: “We are incredibly proud to introduce the world to the first hydrogen racing car and the Extreme H series. This launch is not just about a new vehicle; it’s about pioneering the future of sustainable motorsport. Hydrogen fuel cells offer a remarkable opportunity to reduce our carbon footprint and promote clean energy solutions, and we are proud to lead this charge with Extreme H.”
The Pioneer 25, developed by Spark Racing Technology and equipped with a 75kW hydrogen fuel cell from Symbio, promises impressive
performance. With a peak output of 400kw (550hp), it can accelerate from 0-100kph in just 4.5 seconds and handle gradients of up to 130 percent. The hydrogen fuel cell powers the battery pack produced and supported trackside by Fortescue ZERO, a technological leap that has already seen extensive use behind the scenes in Extreme E.
The transition to Extreme H is backed by an array of prestigious partners, including PIF, ENOWA NEOM, Vodafone Business, Symbio, Siemens, and Jackson Swiss Partners. This collaboration ensures the series is well-supported as it pioneers hydrogen technology in motorsport.
Mark Grain, Technical Director at Extreme E, highlighted the advancements: “There has been no compromise with the Pioneer 25. Spark Racing Technology and Symbio have done a tremendous
job in developing the Extreme H car, which is fit for our exciting new era as a hydrogen-powered championship. The Pioneer 25 is a significant upgrade on the ODYSSEY 21. Overall performance of the car has taken a big step forward.”
Extreme H’s new era was welcomed by teams and industry leaders alike. Carlos Sainz, Owner/ Advisor of ACCIONA | SAINZ XE Team, praised the initiative: “Venturing into hydrogen is a really exciting prospect for our series. It is all about pioneering new paths into sustainable mobility and this championship is unique in the sense that it puts the latest technology to the test in the toughest environments in the world.”
Jenson Button, team owner of the JBXE Extreme E team, echoed this sentiment: “For Extreme E to be evolving into Extreme H is incredibly exciting and a brilliant step forward in such a short space of time for the series.”
The public will get their first look at the Pioneer 25 during a test at Extreme E’s Hydro X Prix in Scotland next month. This event will provide a glimpse into the future of motorsport, where hydrogen fuel cells drive the quest for sustainability and high performance.
The anticipation for Formula E’s Season 11 is building as pre-season testing is set to commence over four days from Monday, 4 November to Thursday, 7 November 2024, at the Ricardo Tormo Circuit in Valencia, Spain.
This will be the first opportunity for all teams to showcase their new GEN3 Evo machinery, capable of accelerating from 0-60mph in just 1.82 seconds, on the track.
The official season will kick off in São Paulo on Saturday, 7 December 2024, marking the first time Brazil hosts the opening race of the Formula E season. Following the excitement of Season 10, fans can expect thrilling high-speed action right up to the final corners of the last lap.
From Brazil, the series will head to Mexico City, a favourite on the Formula E calendar, with the race taking place at the Autodromo Hermanos Rodriguez on Saturday, 11 January 2025. Tickets for this second round of the season are already available for purchase, so secure your seat in the Foro Sol now.
The first double-header of the season will occur in Diriyah, Saudi Arabia, on Friday, 14 and Saturday, 15 February 2025. This will be the seventh visit to the Kingdom, featuring a new track location to challenge the drivers and teams.
After a hiatus, Miami returns to the Formula E calendar. The Homestead Miami Speedway will host the race on Saturday, 12 April 2024. This iconic location, known for its NASCAR events, promises to deliver exciting wheel-to-wheel racing with the GEN3 Evo cars. Andretti and DS PENSKE will aim to impress their home crowd, with memories of Andretti’s previous podium finish with Scott Speed still fresh.
For the first time, Monaco will host a double-header, with back-to-back races on Saturday, 3 May and Sunday, 4 May 2025. The renowned Monaco streets are set for more intense Formula E action and overtakes.
Following Monaco, Tokyo will also feature a double-header weekend in May, after a successful debut in 2024. This marks the beginning of a trio of races across Asia, with Tokyo, Shanghai, and Jakarta each hosting their respective rounds. Shanghai continues as a host after rejoining the calendar in Season 10, while Jakarta returns after a season’s absence with a race on Saturday, 21 June 2025.
For the first time, Monaco will host a double-header, with back-to-back races on Saturday, 3 May and Sunday, 4 May 2025. The renowned Monaco streets are set for more intense Formula E action and overtakes.
Following Monaco, Tokyo will also feature a double-header weekend in May, after a successful debut in 2024. This marks the beginning of a trio of races across Asia, with Tokyo, Shanghai, and Jakarta each hosting their respective rounds. Shanghai continues as a host after rejoining the calendar in Season 10, while Jakarta returns after a season’s absence with a race on Saturday, 21 June 2025.
The Estarli e20 is an ideal entry-level folding electric bike, priced just over £1,000. It offers exceptional value in its price range.
After several weeks of testing, I can confidently say Estarli has succeeded in their mission to make electric rides accessible to budget-conscious consumers. This bike has earned its place among our top recommended folding electric bikes.
The e20 is affordable, foldable, lightweight, and comfortable. It boasts impressive power, a range of gears, and larger tyres for enhanced handling and comfort. This bike not only encourages you to ride more but also to travel further. Its versatility makes it easy to incorporate into daily life, offering a fun and practical commuting solution.
Estarli has prioritised accessibility in their design. The high-strength aluminium frame is both sturdy and rust-resistant, accommodating riders from 5 feet to 6 feet 5 inches tall, with a maximum rider weight of 110kg. This is quite decent for a folding bike.
One of the standout features is the cleverly concealed battery within the seatpost, making it hard to identify the e20 as an electric bike. The battery is easy to remove for charging. However, this design does come with a trade-off in battery life, offering around 31 miles on a 7.2Ah 36V battery. The motor meets British
regulations, providing 250W with a maximum output of 40Nm of torque.
The model I tested was the PRO version, which for an additional £50, includes a rear rack and mudguards. The mudguards blend nicely with the bike’s design, avoiding the usual aesthetic disruption.
Available in a variety of colours, including blue, orange, grey, and metallic pink, the e20 caters to different style preferences. The folding mechanism is straightforward, with easy-to-use latches and foldable pedals. Despite not being the most compact, its folded dimensions are 45cm x 66cm x 84cm.
Weighing in at 17.5kg, the e20 is manageable in terms of weight. The riding position is particularly comfortable, with a straight back and no pressure on the hands, making it easy to signal while riding.
The e20’s manoeuvrability is impressive. The weight distribution allows for quick, comfortable turns, and the 20-inch wheels, larger than the typical 16-inch on folding bikes, prevent twitchiness. The tyres effectively absorb road bumps, enhancing confidence even on wet
surfaces, complemented by responsive disc brakes.
With 7 gears and cable disc brakes, the e20 handles various gradients and terrains well. The five levels of assist broaden the range of terrains you can tackle. Integrated front lights ensure visibility, while the rear light operates on a separate battery.
Manufactured in the UK, the Estarli e20 comes with a two-year warranty covering parts and labour if returned to an Estarli depot. This local support is a significant advantage over having to ship bikes abroad for repairs. Positive reviews on Trustpilot further affirm the e20’s reliability.
In addition to the £1,145 e20, Estarli offers the e16 (£1,095) with smaller 16-inch wheels and the e28, a hybrid model at £1,550.
The Estarli e20 is not cumbersome, thanks to the built-in handle in the frame’s centre, making it easy to carry and distribute weight evenly. Though heavier than a traditional pedal bike, its size and weight pose no significant issues when carrying it upstairs or folding it for a train journey or easy pub storage.
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
Making an electric pick-up sounds like an easy win. Secure some batteries between the chunky chassis rails and replace a heavy oil-burning engine with electric motors at the front and rear. Technically, it’s a piece of cake, yet only Maxus has come to market with an electric pick-up, the T90EV, and that is, to be kind, compromised.
While the likes of Isuzu, Ford and Toyota are all working on EV pick-ups, they’re not in any rush, as the specific needs of trucks mean electricity isn’t always the right power source. I know this, as I’m standing in JCB’s quarry on the edge of the Peak district, and there aren’t any charging points here. With many vehicles not registered for the road, popping out and charging up isn’t an option, and installing
chargers would take an investment of around £50 million, I’m told, and include burying a 47-mile long cable.
That’s why I’ve got the keys to a hydrogen-fuelled Toyota Hilux FCEV prototype. Instead of a battery pack, three hydrogen tanks are integrated into the chassis, and a fuel cell under the bonnet converts hydrogen into electricity. The electricity is stored in a small battery pack mounted in the load box, which drives a motor on the back axle.
It’s taken a couple of years of work to get to a working state, a project made easier by Toyota having easy access to the Mirai hydrogen car. Much of the tech in the Hilux has been lifted straight from the Mirai and installed in the pick-up, but there have been some significant problems to resolve; crash structures, ground clearance, cooling and myriad other mundane but utterly essential issues showed themselves during development but the team at Burnaston — yes, this is a UK-led project — are confident that it’s all working now.
Stepping Inside the extended cab Hilux, it’s much like any other extended cab Hilux. The small rear doors swing open to reveal a bench seat that can take a couple of people on short journeys, while the front is as conventional as it’s ever been, although the gear lever has been replaced by a tiny drive mode selector from the Mirai and the rev counter now shows a battery gauge. There’s also the very conspicuous bright red emergency stop button on the dashboard to remind you that this is one of just seven prototypes. With a budget of £11.3m, each one is worth around £1.6m.
THIS FEELS MORE THAN JUST A RAPIDLY THROWNTOGETHER PROJECT. IT’S THE START OF A SERIOUS ATTEMPT TO MAKE COMMERCIAL VEHICLES EMISSIONS-FREE.
By swapping out the 201bhp diesel engine for the fuel cell from the Mirai, power drops to 180bhp, while torque drops from 369lb ft to 221lb ft. The beauty of electric power is that the torque curve
is more of a flat line, so it doesn’t feel underpowered. I took a 2.8-litre diesel model into the quarry beforehand just to check.
Making my way onto the hastily laid out circuit — this is a working quarry, so we don’t have free reign to go where we like — the first thing you notice is the lack of noise. It’s easy to become blasé about quiet battery electric cars, but it feels incongruous in a chunky pick-up, at least for the first few metres.
I’m told there’s a strict speed limit in the quarry, down to as low as 10mph in places, but nobody seems to be enforcing that. The road surface keeps speeds low anyway, with some very rough sections revealing that, frankly, there’s little to tell between the ride quality of the diesel and hydrogen-fuelled models.
More impressively, there’s little difference in performance. Tackling a long, although not worryingly steep, gravel climb was no issue for the Hydrogen Hilux, dispatching the hill with no fuss and only a little squirming from the back of the vehicle when too much power was applied. Discretion got the better of me for the most part, and I resisted recreating Colin McRae’s finest moments for the most part, but rear-wheel drive and a complete lack of traction or stability control were too much to resist on occasion.
But the takeaway is that, for low-speed work, this British-built Hilux is more than capable of performing all day, running for more than 370 miles on a single hydrogen fill-up. That could see the truck running for an entire week.
Toyota knows it has work to do on payload and practicality. The battery pack is currently mounted in the cargo box, reducing payload volume, but the manufacturer will eventually ensure it’s hidden somewhere more suitable.
There’s also a lot of weight to be saved. The hydrogen tanks, for example, are currently in a custom-made heavy steel frame bolted to the truck, but these will be integrated more neatly in the future.
How much weight can be saved? They don’t know yet, but it’s already lighter than the battery-electric pick-up Toyota is developing, so payloads might not be too far from the current vehicles, but it’s too early to tell where
arrive and how much it’ll cost, we’re still years away, but we suspect it will appear soon after then all-new Hilux than we expect in 2027, so let’s say 2028.
And it won’t be cheap. The Mirai car costs £60,000 and loses Toyota a shed load of money on each one, but converting the Hilux will be a cheaper, easier prospect. Toyota also wants to find homes for several thousand a year in Europe alone, so it’ll have to be competitive.
This feels more than just a rapidly throwntogether project. It’s the start of a serious attempt to make commercial vehicles emissions-free. The technology works and suits the vehicle, and Toyota reckons it can build enough of them to make it financially viable. The only stumbling block is the refuelling infrastructure, but that’s going to be easier to resolve than laying 47 miles of cable across the Peak District.
PHIL HUFF
Vauxhall has announced new finance deals offering its Combo Electric van for the same price as the diesel-powered version.
The package, offered through Vauxhall’s in-house finance arm Leasys, means the UK-built van is available to businesses with an identical deposit, monthly payment and term to the diesel version.
The business contract hire deal starts at £329 per month over five years for the entry level Prime time, with a £1,974 deposit. A step up to £365 and a £2,190 deposit brings the higher spec Pro trim.
For sole traders and small businesses in London, there is the added incentive of the ULEZ van scrappage scheme, which offers a grant of up to £9,500 grant to replace a non-compliant diesel van with an electric equivalent.
Vauxhall estimates that as well as identical purchase costs, the Combo Electric could be cheaper to run than the diesel version. For drivers covering 500 miles a week, it calculates that they will save £91 a month thanks to cheaper fuelling costs and current VED exemptions.
James Taylor, managing director of Vauxhall, said: “The removal of any additional upfront cost for van drivers looking to go electric is a significant step in our ambition to make electric mobility accessible to all.
“With identical monthly payments and lower running costs, it will allow Combo Electric customers
to realise significant savings compared to the equivalent diesel version over the life of the vehicle. Manufactured at our Ellesmere Port plant, we are proud to offer businesses a British-built electric vehicle for such outstanding value.”
The new 134bhp Combo Electric can travel up to 213 miles on a single charge of its 52kWh battery (WLTP) – 38 miles further than its predecessor. It offers a class-leading payload of up to 781kg, with up to 4.4 cubic metres of storage space and a 750kg towing capacity.
Vauxhall previously announced a similar offer on its Corsa and Mokka electric passenger cars.
Sales of electric vans in the UK are still not rising quickly enough, according to industry leaders, despite a 3% growth in May.
The Society of Motor Manufacturers and Traders (SMMT) warned that while eLCV sales were keeping up with the general growth of the market they were not accelerating quickly enough to meet the demands of the Vehicle Emission Trading Scheme, also know as the ZEV mandate.
Electric LCV registrations were up 3.5% in May and they accounted for 4.2% of the whole LCV market – almost unchanged from the 4.1% recorded last May. However, the SMMT figures show that in the year to date, eLCV uptake has fallen 2.1% and they account for 4.8% of the total market, compared with 5.2% last year.
The government-set mandate requires 10% of all van sales in 2024 to be zero-emissions vehicles
and the SMMT said that without commitment to financial support from government businesses would struggle to meet this.
In a statement on the latest registration data, the industry body said: “Harnessing the sustained growth in LCV demand but converting more operators to go electric will be crucial to the delivery of net zero.
“With a choice of more than 25 zero emission models now available to suit a variety of use cases and compelling offers available, manufacturers are making massive investments in this transition.
“With Britain heading to the ballot box next month, however, all parties must plan to put in
place measures to help UK businesses go zero emission, by sustaining existing fiscal incentives for electric and hydrogen vans, and ensuring the provision of van-specific charging infrastructure.
Mike Hawes, SMMT chief executive, added, “The UK van market’s 17-month run of growth is playing a crucial part in renewing the fleet with the latest, cleanest vehicles. However, convincing businesses that now is the time to switch to zero emission operations remains a challenge.
“With an expanding choice for every use case now available, the next government must take steps to recharge the zero emission van market, an essential part of the net zero economy every party wants.”
Only one company can offer buyers an electric compact, medium, and large van, as well as an electric pickup. That company is Maxus, and now it’s introducing another electric LCV that’s a bit bigger than its compact van but a bit smaller than its medium van.
The eDeliver 5 might be a niche vehicle, but it’s got another niche product in its sights if the advertising slogans are anything to go by. ‘The Buzz stops here’, proclaim Maxus’ digital billboards. It’s clearly been inspired by some of the design-led details on the ID Buzz, but should Volkswagen be concerned by the newcomer?
Under the clouds of Ireland, the bright blue and white paintwork on the eDeliver 5 stands out.
The two-tone paintwork isn’t the only hint of the ID Buzz in the design, with the near-vertical front end clearly paying homage to the German model. That’s where the similarities end, with the eDeliver 5 arguably looking more modern with its C-shaped LED lights and minimal design flourishes. It’s the same at the back, where there’s nothing but a stack of three lozenge-shaped lights at the edge of the asymmetric barn doors.
It’s just as minimalist inside, too. Forget buttons and switches. All you get is a 12.3-inch infotainment screen that controls, well, everything. There’s voice control, so you could theoretically operate it without looking away from the road, but it’s not a faultless system. Frustratingly, the heating and ventilation controls are locked away behind a menu on the screen, and with aircon rather than automatic climate control, you might need to go there reasonably frequently.
Happily, there’s Apple CarPlay and Android Auto, so you can plug your phone in and use whatever navigation and music streaming services you like.
Ahead of the driver is a smaller digital instrument panel which, inexplicably, shows an image of a tuned eDeliver 5 that looks like it wouldn’t be out of place in the Fast and Furious movies. There’s a digital speedo, graphics to show what drive mode you’re in and how much brake regeneration you’re getting, and a few other bits of information, but it’s all small and challenging to use. Lose the
unnecessary graphics, and there’d be so much more screen real estate freed up.
A bench seat can accommodate two passengers — although two more sturdy passengers will need to be very friendly — and there’s a pair of cupholders, an overhead shelf and a net on each door for storage, and that’s about the lot. There’s no glovebox and little hint of any luxuries, but the cab feels well constructed and, to be positive about the plastics, will be easy to wipe clean.
Maxus has put a 64kWh battery pack under the floor of the eDeliver 5, which, according to WLTP test figures, is enough for 208 miles of motoring. It seemed reasonably efficient around the country roads of Ireland, but we didn’t have any load in the back, so real-world range wasn’t entirely representative.
The motor delivers 161bhp to the front wheels, with 177lb ft of torque to back that up. Performance, at least when empty, is more than sufficient, with the initial pick-up off the line enough to surprise a few hot hatch drivers.
Brake regen on the highest setting is strong, almost giving the van a one-pedal driving mode. This recovers most power to the battery pack but can be a bit wearing, especially on motorways, so a simple button press on the steering wheel reduces the power to something more manageable.
What is less convincing is the ride quality, with firm suspension letting imperfections jar through to the cab. Many eLCVs suffer from this, although Ford seems to have mastered it with its new E-Transit Custom.
Ah, yes, the E-Transit Custom. With diesel power, it’s the UK’s best-selling van, and I expect the ‘E’ version to rapidly become the best-selling electric van, which means it’s competition for the eDeliver 5.
Despite its more compact dimensions — the Maxus is more than 20cm shorter and significantly narrower — the eDeliver 5 provides more cargo volume and a higher payload limit. It’s got a load bay that’s 2,651mm long, providing a volume of 6.6m3, says Maxus, with a payload of 1,200kg. The best the larger Ford can do is 2,559mm, 5.8m3 and 1,110kg, at least in the comparable L1H1 format. Are those figures accurate? We can’t make the maths work on the total cargo volume. I suspect
PRICE:
£34,000 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 64kWh usable
POWER: 161bhp
TORQUE: 177lb ft
TOP SPEED: 75mph
0-62MPH: N/A
RANGE: 208 miles
CONSUMPTION: N/A
CHARGING: up to 80kW
the maximum load length, width and height have been multiplied, with 6.57m3 being the result, but that would assume the cargo box is a perfect cuboid. However you measure it, it’s significantly more accommodating than the ID Buzz Cargo.
Access to the load area is easy, with sliding doors on both sides of the van and rear barn doors that can be unclipped from their restraints to swing back 180 degrees.
Maxus is keeping things simple with the eDeliver 5, offering it in just one specification. You can choose a low roof or high roof option, the latter adding 220mm to the headroom.
Prices start at £34,000 before fees, VAT, and any applicable government plug-in grant, which means it undercuts the ID Buzz by £5,625 and the E-Transit Custom by more than £9,000.
Maxus hasn’t been too stingy to hit that price point. The van comes with adaptive cruise control, a 360-degree camera system, parking sensors, wireless smartphone connectivity, keyless start, a full steel bulkhead, and floor lashing points. It’s also backed by a five-year or 62,000-mile warranty.
By any measure, the eDeliver 5 is a bargain, even if it’s not quite as plush as its rivals.
Cheap and cheerful would be a fine description for the Maxus eDeliver 5, but it’s better than that. Is it as good as an E-Transit Custom? Well, no, but then the Ford is almost 30% more expensive. There are definitely some cost-cutting measures in the Maxus, but the basics of the van are fine, especially at the price point.
Maxus is also likely to provide some impressive lease deals, so it could be a bargain to run for a year or two, at which point the rest of the eLCV market will have matured. It’s probably at its best in urban areas on multi-drop duties, and it will cope well with that.
PHIL HUFF
Kia has already proven itself in the EV world with the EV6, Niro and Soul. And it’s got form in the seven-seat sphere with the consistently brilliant Sorento. So it’s no great surprise that it now builds possibly the best seven-seat EV on sale. The interior is hugely spacious and comfortable,
and even the rear row is impressively roomy. There are all the practical touches and tech you’d expect, and under the striking skin there’s a 99.8kWh battery offering up to 349 miles of range in the single-motor version and 313 miles in the 378bhp twin-motor option.
Like Tourneo models before it, the latest all-electric version is based on the Transit Custom van platform, meaning it’s massively practical and spacious. It also means it can offer seating for up to nine people thanks to the front bench seat and six individual rear seats which can be moved around on floor runners or removed entirely. Passenger space is exemplary and there are touches such as USB ports and air conditioning to keep those on board happy, although a 202-mile range may frustrate some drivers.
Following Mercedes’ naming pattern, where A is the smallest model and V is the biggest, it seems odd that the EQB is the brand’s first seven-seater. But it is, with Merc’s engineers squeezing a third row into this 4.68-metre-long SUV. Legroom isn’t as generous as some cars on
this list but there’s decent headroom thanks to its boxy design, and the usual Mercedes premium feel. There’s also up to 321 miles of range in the most efficient versions or 251 miles from the 288bhp all-wheeldrive version.
Volkswagen drew some criticism when it launched the ID.Buzz with only a five-seat option. However, a seven-seat variant was always in the plan and the first examples are due to arrive in the UK this summer. For the seven-seater, Volkswagen has extended the wheelbase by 25cm, allowing it to fit two more sliding and reclining seats in the back. The LWB
Buzz can be specced in six or seven-seat configurations and comes with six Isofix points and a boot that goes from 300 litres to 2,500 litres depending on the seating arrangement. A new battery/motor combination is also an option offering an 82kWh battery and 285bhp, with a 295-mile range.
If seven seats in your EV isn’t enough, then Citroen has you covered with the E-Spacetourer. Like the Tourneo, this is based on a regular panel van but fitted out to carry passengers. Two rows of seats in the rear plus a front bench mean there’s space for a driver and eight passengers, and
there’s a long-wheelbase option that creates more luggage space too. An update in May added the option of a 75kWh battery which brings a range of up to 215 miles – a massive improvement on the 136 miles offered by the 50kWh, which is still offered as a lower-cost option.
The E-Rifter is a brilliant example of function over form. There’s not much disguising its light van origins but that doesn’t matter. The upright, boxy shape means enormous amounts of space onboard, seven individual seats, flexibility that SUVs can’t match and family friendly features such as sliding rear doors. The car has been updated for
2024, bringing a refreshed and sharper exterior look and new-look dashboard. More importantly, technical upgrades mean the 50kWh battery now offers up to 199 miles of range - 26 miles more than previously. And, at £33,000, it’s the cheapest electric seven-seat out there.
Well all know S is the pinnacle of any Mercedes line-up and the EQS and EQS SUV represent the flagships in the German brand’s electric range. As befits a luxury flagship, the EQS SUV gets the absolutely latest in technology, from next-level driver assistance to the three-screen Hyperscreen which covers the whole dashboard. It also gets a whopping
108kWh battery to power its two motors which churn out between 355bhp and 537bhp depending on the spec, with range pegged between 378 and 401 miles. Like most seven-seat SUVs, the rearmost seats are best reserved for smaller passengers but everyone on board will travel in the lap of luxury.
The last generation of Peugeot 5008 was loved by families for offering seven proper MPV-style individual seats in an SUV body. The new E-5008 has sacrificed that with a 60/40 split bench but still offers space for up to seven people in a body that’s midway between the EQB and the EV9.
The first examples to arrive in the UK will use a 207bhp motor and 73kWh battery for 347 miles of range. A more powerful two-motor version will join the range later, as will a long-range version offering up to 410 miles from a massive 98kWh battery.
Like Kia, Volvo has a strong track record when it comes to seven-seaters, with the XC90 still doing a sterling job in the ICE world. But Volvo is going all-electric quickly, so the EX90 is effectively the battery-powered alternative. With more than a dozen radar, lidar and ultrasonic sensors,
Volvo says the high-tech EX90 is the safest car it’s ever built. Starting from £96,500 it’s also the most expensive. All versions use two motors, offering 402bhp or 520bhp, with a 107kWh battery offering up to 363 miles of range.
Mercedes is really leaning into the seven-seat market, with three vehicles on this list. Unlike the EQS and EQB, the EQV is a full-on van rather than an SUV, meaning it gains massively in practicality but loses out in the style stakes. Like the Tourneo and E-Spacetourer, the EQV is intended as
a zero-emissions taxi for shifting large numbers of people and luggage, so there’s plenty of space on board. Unlike those models it only offers up to seven seats but does have a better range – 222 miles – and some of the traditional Mercedes sheen.
Study finds shockingly low number of kerbside devices have been adapted to make them accessible
Just 2.3% of the UK’s on-street EV chargers have been designed or adapted for disabled motorists, according to new research.
A survey of 223 local councils by Vauxhall found that only 450 of the recorded 19,456 on-street charge points in the UK have been adapted specifically for the considerations of disabled drivers, 18 months after basic accessibility standards were laid out.
The PAS 1899:2022 guidelines were introduced in 2022 to provide a minimum standard of
accessibility at public charge points but since then it appears little progress has been made in rolling these standards out.
The Freedom of Information request by Vauxhall revealed that only 238 devices are known to conform to the PAS 1899 standard – just 1.2% of the country’s total on-street devices. And just 105 EV chargers are located in disabled parking bays to make access easier.
In London, home to 60% of the UK’s on-street chargers, not a single device has been adapted for
disabled users, and just 12 are located in disabled parking bays, according to councils’ responses.
The PAS 1899 standards are a voluntary set of rules that include guidance on everything from the placement and physical design of chargers to nearby kerb heights and the maximum forces required to lift and manoeuvre charging cables.
According to leading disability support charity the Motability Foundation there are more than 16 million people with disabilities in the UK and it predicts that 1.35 million disabled drivers will be partially or fully reliant on public charging infrastructure by 2035.
James Taylor, managing director of Vauxhall, commented: “As this new research very clearly demonstrates, accessibility is an area of electric vehicle charging infrastructure which requires immediate attention.
“The focus typically falls on charger numbers and charging times, but accessibility is a fundamental factor in ensuring the switch to EVs is both practical and inclusive. Currently, this is a significant barrier for Britain’s disabled motorists wishing to switch to EVs – particularly those who have no home charging capability.”
The figures were highlighted as part of Vauxhall’s ongoing Electric Streets campaign, which aims to support the estimated 40% of drivers who do not have the ability to access at-home off-street charging.
Taylor added: “It is imperative that the switch to electric is made possible for all, and at Vauxhall we want to ensure everybody is brought along on this journey. While there are recently set guidelines in place to support disabled drivers, they are not mandatory.
“Our research shows that their implementation is very limited and that needs to change if onstreet charging provision is to meet the needs of all motorists. We ask drivers to register their personal needs for on-street charging through ElectricStreets.co.uk to ensure all voices are heard on the UK’s journey towards electrification.”
Visitor locations that have not switched on to providing electric vehicle charging risk losing out, argues Daniel Forsberg, marketing manager of CTEK chargers.
EV drivers will increasingly switch from hoping there will be EV charging at shopping centres, leisure attractions, town and city centre car parks, and other destinations. They will expect it, and many will steer clear of destinations where they can’t plug in.
The UK recently smashed through the 60,000 milestone for public charging devices and is on track to reach 100,000 as soon as next year. Zapmap clocked the 60,000 number in April, just six months after the UK reached 50,000 public chargepoints.
And Zapmap reckons the 100,000 mark could be seen in August 2025 if the pace of installations keeps up. An average of 1,900 are being installed each month so far in 2024.
The current 61,232 and counting chargepoints have more than 92,000 connectors. The public chargepoints are a mix of rapid, fast and slow devices. Slower chargepoints remain the largest number. Slow and fast chargers make up more than 80 per cent of public chargepoints, and they are the mainstay of the destination EV charging landscape.
EV-driving visitors to retail and leisure destinations may want to park and charge for an hour or more, and in that time can get a useful top-up from a slow charge or a more substantial refill from a fast one.
For destinations still considering whether to install EV charging for the public, or for those who have a small number of chargepoints and are weighing up expansion, here’s another big number: there are already more than 1.1 million fully electric cars (BEVs) on UK roads.
Add in the 650,000-plus plug-in hybrids (PHEVs) and those destinations with no or insufficient EV charging are making themselves less attractive to an awful lot of potential visitors. And with a purchase price premium still attached to BEVs, it is a relatively wealthy audience to dissuade from visiting.
And with the funding options ranging from fully owned and operated, to joint agreements with charge point installation and operating companies, to simply hosting chargepoints fully funded by the installer/operator, there is a model that’s affordable for any destination.
As well as being a good business decision, installing EV charging is a good decision for the
country and for the environment. The more public charging that is available, the more the public will be encouraged to switch to electric, with all the accompanying benefits for the climate and for air quality.
Destinations wondering if they can afford to install EV chargepoints should be asking themselves if they can afford not to.
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NatPower has launched a public consultation for its proposed Teesside Gigapark, a 50acre (0.2 sq km) battery site on the Lang Acres section of the Teesworks site near Redcar.
This innovative project aims to support the national power grid for up to 50 years by storing up to 1GW of power during periods of low usage and diverting it back into the National Grid when needed.
John Sturman, Managing Director at NatPower, expressed enthusiasm for engaging with the local community, emphasising the firm’s commitment to sustainability. “We are keen to meet with the local community and hear what the firm could do to help it become more sustainable,” he said. If approved by the Redcar and Cleveland Borough Council, the battery park will be developed in three phases. The first phase, scheduled to begin construction in 2027 and complete by December 2028, will create an initial 1GW of storage capacity,
providing power for up to four hours. The second phase, expected to be completed by 2030, aims to enhance efficiency, while the third phase, slated for completion by 2035, will extend the park’s storage capacity to seven hours.
The Teesside Gigapark will utilise lithium-ion batteries to store energy, featuring a battery management system to monitor battery health and a ventilation system to maintain optimal temperatures. A substation will also be constructed to connect the battery park to the National Grid, with NatPower collaborating with National Grid to determine the best location for this connection point.
The consultation period, which is open until 19 July, invites residents to share their views on the
proposal. A public exhibition detailing the plans will be held on 14 July from 14:00 to 19:30 BST.
“We are at an early stage in our design and would welcome the views of the local community on our plans as part of this consultation,” a NatPower spokesperson stated. “Your feedback will then be considered and, alongside our environmental assessments, will help to shape our plans.”
Residents can provide feedback online via NatPower’s website or in person at the public exhibition. This consultation is a crucial step in ensuring that the Teesside Gigapark aligns with community needs and environmental standards while contributing to the UK’s sustainable energy future.
The Senedd recently debated a significant proposal for a bill that would require profits from renewable energy developments to be retained within Wales.
Adam Price, former Plaid Cymru leader, presented the community energy benefits bill, emphasising the need for local ownership to be a mandatory aspect of every energy generation development.
Price warned of the risks of repeating historical patterns where Wales bore the human costs of an extractive economy without reaping full economic benefits. “The profit was extracted from Wales for others’ benefit. Unfortunately, I think we are seeing the same model, the same pattern now reproducing itself in terms of Wales’ natural resources for the 21st century, in terms of renewable energy,” he stated.
He criticised the trend towards “mega-scale” developments driven by profit motives, arguing that local ownership should be prioritised. Despite being part of Welsh Government policy since 2020, Price highlighted that local ownership is often ignored because it is not mandatory. He praised Denmark’s success with a 20% local ownership requirement since 2009 and noted the Institute of Welsh Affairs’ call for a minimum threshold of 15%.
Labour’s Carolyn Thomas supported the principle, suggesting that profits from renewable energy should be used to lower energy bills. She advocated for utilising brownfield sites first and mandating the installation of renewable technology in new buildings.
Delyth Jewell, Plaid Cymru’s shadow climate change secretary, reflected on Wales’ historical exploitation, stating, “We have an opportunity here to invest in our communities, to empower local people, to develop alternative methods of generating energy and to ensure that our landscapes are never again sites for the extraction of profit and exploitation.”
Conservative shadow economy secretary Samuel Kurtz called for a clear definition of “community benefit,” questioning the long-term benefits of current community contributions, such as sponsoring local sports teams. He argued for more tangible benefits like improved infrastructure in his Carmarthen West and South Pembrokeshire constituency.
Plaid Cymru’s shadow economy secretary, Luke Fletcher, described current community contributions from developers as a “drop in the ocean” compared to the profits extracted. He advocated for reinvesting profits in projects like retrofitting housing, improving transport links, and establishing a sovereign wealth fund.
Labour backbencher Lee Waters stressed the importance of learning from past exploitation, stating, “Our renewable and natural assets are amongst our greatest strengths as we look to regenerate our economy and it’s critical that we
get our ducks in a row.” Waters acknowledged the complexity of the proposal and highlighted the challenge of foreign-owned investments.
Jeremy Miles, responsible for energy policy, agreed that Wales must benefit from the transition to renewables. He noted the Welsh Government’s progress towards achieving at least 1.5GW of locally owned renewable energy capacity by 2035. However, he cautioned against rigid legislation, arguing that policies must remain flexible to accommodate the fast-growing renewable energy sector.
While the motion received 23 votes in favour and 25 abstentions, it is unlikely to proceed without Welsh Government support. Miles emphasised the need for a balanced approach, stating, “Community ownership is at the heart of our renewable energy policy and is a crucial element of our general plan to benefit from green energy investments. I think that legislation such as this can be too heavy a tool and there’s a risk in restricting the investment that is required by our communities and our environment.”
The debate highlights a growing consensus on the importance of local ownership and community benefits in Wales’ renewable energy sector, though the path to implementing such measures remains complex and contested.
This month, the UK’s largest consumerowned wind farm, Kirk Hill Wind Farm, is set to power up in South Ayrshire, Scotland.
Partially owned by over 5,600 individuals and small businesses, this eight-turbine site has the capacity to power approximately 20,000 households and businesses, marking a significant step in the country’s renewable energy efforts.
Ripple Energy, the pioneer behind this project, successfully raised £13.2 million from public and small business contributions in 2022 to bring Kirk Hill Wind Farm to life. This innovative funding model allows owners to benefit from up to 100% green energy,
leading to substantial savings on electricity bills and contributing to the fight against climate change.
Sarah Merrick, CEO and founder of Ripple Energy, shared her vision with Sky News, stating, “We enable thousands of people to come together and collectively own large wind farms and solar farms. So instead of having to have rooftop solar on your home, you could get your power through that by the grid.” Merrick, who has 17 years of experience in the renewable energy sector, founded Ripple in 2017 to revolutionise community energy ownership.
Kirk Hill Wind Farm is expected to generate enough electricity to power a home for a year in less than 10 minutes and will save 29,667 tonnes of CO2 emissions annually. Merrick emphasised the impact of investing in wind turbines, highlighting that it provides a tangible solution to reducing carbon emissions. “If you own a bit of a wind turbine, you can see it, you can touch it. You know you’re having a real genuine impact on climate change - not just this year, but for the next 25 or 30 years,” she said.
The project will also benefit local communities, with almost £3 million generated from the sale of green energy being awarded to local organisations, including the Dailly Community Development Trust and the North Carrick Community Benefit Company.
Shirley Paterson, a co-owner of Kirk Hill Wind Farm from Glenrothes, Fife, expressed her pride in being part of this initiative. “For more than a decade I have been on my own personal net zero journey. Ripple Energy was a huge opportunity to negate my carbon footprint further, and I couldn’t be more proud as one of the 5,600 people who brought this wind farm to life. Together, we’ve achieved what one person alone could not.”
Ripple Energy is now inviting the public and businesses to join its next project, Whitelaw Brae in the Scottish Borders. Shares in this 14-turbine site near Tweedsmuir start at £25, promising to be the largest consumer-owned renewable energy project in the UK. The site will be capable of powering an average home with clean electricity for an entire year in just three minutes.
With the successful launch of Kirk Hill Wind Farm, Ripple Energy continues to pave the way for communitydriven renewable energy projects, empowering individuals to take control of their energy sources and make a significant impact on the environment.
In a landmark achievement for renewable energy, 2023 saw renewables generating a record 30.3% of global electricity, according to a report by think tank Ember.
This milestone signifies a major turning point in the transition to low-carbon energy, with solar and wind power leading the charge and coal and gas on the verge of a long-term decline.
The share of green electricity rose from 29.4% in 2022 to 30.3% last year, thanks to the rapid expansion of wind and solar power, particularly in China. Solar energy emerged as the fastestgrowing source, increasing its share from 4.6% in 2022 to 5.5% in 2023. This growth continues a trend that has seen wind and solar power surge from generating just 0.2% of global electricity in 2000 to a record 13.4% today. Other renewables, including hydropower and bioenergy, contributed to this rise.
Despite this progress, the share of electricity generated by fossil fuels slightly decreased from 61.4% in 2022 to 60.6% in 2023. However, the absolute amount of electricity produced by fossil
fuels rose due to a 2.2% increase in overall energy demand, primarily driven by China. Nuclear energy maintained a steady contribution, providing 9.1% of global electricity.
Hannah Broadbent from Ember highlighted that the surge in wind and solar deployment could lead to a decline in fossil fuel generation in absolute terms by 2024, marking the first such decline outside of economic crises or pandemics. “We really think that 2023 was a major turning point in the history of energy,” Broadbent stated. “Not only did renewables reach this historic milestone, but we also believe that it will be the peak of fossil generation as well. We expect from this year that fossil generation will start to decline at a global level.”
The report noted that without severe droughts in China, India, Vietnam, and Mexico, which curtailed hydropower and increased reliance
on coal plants, fossil fuel generation might have already declined in 2023. As hydropower conditions potentially normalize in 2024, Ember anticipates a 4% reduction in emissions from electricity generation, heralding a sustained decline in fossil fuel use.
To meet global climate goals, however, the deployment of green electricity needs to accelerate. Current models suggest that wind and solar must triple their contributions, delivering 40% of global electricity by the end of the decade, to prevent global warming from exceeding 1.5°C.
The record-breaking growth of renewables in 2023 represents a significant stride towards reducing global dependence on fossil fuels. The continued expansion of solar and wind power is crucial for achieving climate targets and ensuring a sustainable energy future.
This challenge brings with it a host of opportunities and technological innovations that promise to reshape the future of transportation and energy in the UK. With insightful perspectives from government officials, industry leaders, and EV charging companies, we explore how the UK is preparing for the electric vehicle surge.
The rapid increase in EV ownership necessitates a significant expansion and upgrade of the existing charging infrastructure. The UK government has been proactive in addressing this need, committing substantial investments to develop a comprehensive network of public charging points.
“To support the transition to electric vehicles, we are investing £1.3 billion in accelerating the rollout of charge points for homes, streets, and motorways across the UK,” says Rachel Maclean, UK Minister for Transport. “Our goal is to ensure that drivers can find a charge point wherever they are, making EV ownership convenient and accessible for all.”
Private companies are also playing a critical role. **BP Pulse**, one of the leading EV charging networks in the UK, is rapidly expanding its infrastructure. “We are committed to building a nationwide network of ultrafast chargers,” says Richard Bartlett, Senior Vice President at BP Pulse. “Our aim is to have 16,000 charge points installed by 2030, supporting the UK’s transition to zero-emission vehicles.”
Smart charging technologies are at the forefront of efforts to integrate EVs into the grid efficiently. These technologies allow for the management of when and how EVs are charged, helping to balance supply and demand on the grid and avoid peak load issues.
“Smart charging is essential for managing the increased demand that EVs will place on the grid,” explains Ian Johnston, CEO of **Osprey Charging Network**. “By incentivizing off-peak charging and using advanced software to manage charging sessions, we can ensure that the grid remains stable and efficient.”
The concept of vehicle-to-grid (V2G) technology is also gaining traction. V2G enables EVs to feed electricity back into the grid during peak times, acting as a distributed energy resource. “Vehicle-to-grid technology can transform EVs into mobile energy storage units, providing flexibility and resilience to the grid,” says Dr. Jeff Hardy, Senior Research Fellow at Imperial College London. “This not only benefits the energy system but also offers financial incentives to EV owners.”
Effective policy and regulatory frameworks are crucial to supporting the integration of EVs into the grid. The UK government has introduced several measures to facilitate this transition, including incentives for EV adoption and funding for research and development in smart grid technologies.
“We are committed to creating a regulatory environment that encourages innovation and investment in EV infrastructure,” says Kwasi Kwarteng, UK Secretary of State for Business, Energy and Industrial Strategy. “Our policies are designed to support the rapid expansion of charging networks and the development of smart grid solutions that will underpin the future of electric mobility.”
Despite the progress, several challenges remain. The initial cost of infrastructure development, the need for standardization across charging networks, and ensuring equitable access to charging facilities are critical issues that need to be addressed.
“We must ensure that the benefits of electric mobility are accessible to everyone, not just those in urban areas,” emphasizes Tanya Sinclair, Policy Director for UK and Ireland at ChargePoint. “This means investing in rural charging infrastructure and ensuring that all communities can participate in the transition to electric vehicles.”
Looking ahead, the future of EVs and the grid is promising. With ongoing advancements in battery technology, renewable energy integration, and supportive policies, the UK is well-positioned to lead the charge towards a sustainable transportation future.
“The transition to electric vehicles is a critical component of our strategy to achieve net-zero emissions by 2050,” concludes Minister
Maclean. “By investing in infrastructure, supporting innovation, and fostering collaboration between the public and private sectors, we are building a resilient and sustainable energy system that will power the UK into the future.”
As electric vehicles (EVs) continue to rise in popularity, the UK’s power grid faces an unprecedented challenge: ensuring that it can support widespread EV adoption.
As the UK embraces the electric vehicle revolution, the synergy between EVs and the power grid will play a pivotal role in shaping a cleaner, greener future. With coordinated efforts and a shared vision, the journey towards widespread EV adoption is well underway, promising significant benefits for the environment, the economy, and society at large.
With Solar energy rapidly becoming a cornerstone of the UK’s renewable energy landscape recent innovations in solar technology, combined with supportive government policies, are driving a transformation in how solar energy is produced and utilized across the country.
From individual homeowners to large-scale solar farms, the adoption of solar power is reshaping the UK’s energy future. This article explores these advancements and includes insights from government officials, industry leaders, and farmers who have embraced solar technology.
One of the most significant developments in solar energy is the increase in solar panel efficiency. Modern panels can convert more sunlight into electricity than ever before, making solar energy a more viable option for a wider range of applications.
“Advances in solar technology are key to our energy transition,” says Greg Hands, UK Minister for Energy, Clean Growth and Climate Change. “Higher efficiency panels mean that more energy can be generated from the same amount of sunlight, making solar power more cost-effective and accessible.”
The integration of solar energy with smart grids is another game-changer. Smart grids allow for better management of energy supply and demand, enabling the efficient distribution of solar power across the grid. This integration helps balance the intermittency of solar energy, ensuring a stable and reliable power supply.
“Smart grid technology is crucial for maximizing the benefits of solar energy,” explains Emma Pinchbeck, CEO of Energy UK. “By integrating solar power into a smart grid, we can optimize energy use, reduce waste, and ensure that renewable energy is available when and where it’s needed.”
Large-scale solar farms are increasingly contributing to the UK’s renewable energy output. These solar farms can generate substantial amounts of electricity, helping to meet the country’s growing energy demands while reducing reliance on fossil fuels.
“Solar farms are a vital part of our strategy to increase renewable energy production,” says Chris Hewett, Chief Executive of the Solar Trade Association. “They provide a significant amount of clean energy and can be developed relatively quickly compared to other forms of renewable energy infrastructure.”
Farmers across the UK are at the forefront of the solar revolution, installing solar panels on their properties to generate electricity for their own use and to sell back to the grid. This not only provides a new revenue stream but also supports sustainable farming practices.
Tom Davies, a farmer in Devon, shares his experience: “Installing solar panels on our farm buildings has been one of the best decisions we’ve made. It reduces our energy costs and generates additional income. Plus, it aligns with our commitment to sustainable farming.”
Another example is Jane Carter, a farmer in Norfolk, who has installed a solar farm on her land. “The solar farm has transformed our business,” she says. “We’re producing enough electricity to power our operations and supply the local community. It’s a win-win situation.”
The UK government has introduced various policies and incentives to support the growth of solar energy. These include grants for solar panel installations, tax incentives, and funding for research and development.
“We are committed to supporting the solar energy sector through robust policies and financial incentives,” says Kemi Badenoch, UK Secretary of State for Business, Energy and Industrial Strategy.
“Our goal is to make the UK a global leader in solar energy innovation and deployment.”
Despite the progress, challenges remain in the widespread adoption of solar energy. Issues such as the initial cost of installation, the need for more efficient storage solutions, and grid integration challenges need to be addressed.
“We need to continue investing in research and development to overcome these challenges,” emphasizes Pinchbeck of Energy UK. “Innovations in battery storage and grid management will be crucial for the future of solar energy.”
Looking forward, the future of solar energy in the UK is bright. With continued advancements in technology, supportive government policies, and growing public awareness, solar power is set to play a pivotal role in the UK’s renewable energy strategy.
“The potential of solar energy is immense,” concludes Minister Hands. “By harnessing the power of the sun, we can achieve our renewable energy targets, reduce carbon emissions, and create a sustainable energy future for generations to come.”
As the UK continues to innovate and invest in solar energy, the synergy between technological advancements and community involvement will be key to unlocking the full potential of this renewable resource. The journey from rooftops to solar farms is well underway, promising a brighter, cleaner future for all.
The rise of community-led renewable energy projects marks a significant shift in the UK’s approach to sustainable energy.
These initiatives, driven by local communities, are not only fostering energy independence but also bringing social and economic benefits to the regions they serve. As we move further into 2024, it’s clear that community energy is gaining momentum, thanks to innovative projects, supportive policies, and a collective drive towards a greener future.
Community energy projects are initiatives where local communities play a central role in generating, owning, and managing renewable energy. These projects often involve solar panels, wind turbines, and other renewable energy sources. They empower communities to produce their own clean energy, reduce carbon footprints, and generate income that can be reinvested locally.
“Community energy projects are about more than just renewable energy; they’re about giving power back to the people,” says Sarah Williams, Director of Community Energy England. “They foster a sense of ownership and responsibility towards energy usage and environmental stewardship.”
The integration of solar energy with smart grids is another game-changer. Smart grids allow for better management of energy supply and demand, enabling the efficient distribution of solar power across the grid. This integration helps balance the intermittency of solar energy, ensuring a stable and reliable power supply.
community energy projects across the UK have set benchmarks for what can be achieved with local initiative and cooperation. One such project is the **Bristol Energy Cooperative**, which has successfully installed solar panels on numerous community buildings, including schools and community centers. The project not only provides clean energy but also offers educational programs on renewable energy and sustainability.
“Seeing the community come together to support and benefit from renewable energy is incredibly rewarding,” says Cllr Kye Dudd, Cabinet Member for Energy at Bristol City Council. “These projects show that with the right support, local
communities can make a substantial impact on our journey to net zero.”
In Scotland, the Isle of Eigg has become a beacon of community energy. The island relies almost entirely on renewable energy sources, including hydro, wind, and solar power. This transition has dramatically reduced reliance on diesel generators, cut emissions, and improved the quality of life for residents.
“Our community energy project has transformed life on the Isle of Eigg,” says John Booth, a leading figure in the Eigg Electric project. “It’s not just about the energy; it’s about the resilience and independence we’ve built as a community.”
“Smart grid technology is crucial for maximizing the benefits of solar energy,” explains Emma Pinchbeck, CEO of Energy UK. “By integrating solar power
Several
Government support has been crucial in fostering the growth of community energy projects. The UK government has introduced various grants and funding programs to support local initiatives. Moreover, policy changes have made it easier for communities to start and sustain their projects.
“Community energy is a vital part of our strategy to decarbonize the energy sector,” says Greg Hands, UK Minister for Energy, Clean Growth and Climate Change. “We’re committed to providing the necessary support to ensure these projects can thrive and contribute to our renewable energy goals.”
Local governments are also playing a pivotal role. By offering incentives, reducing bureaucratic hurdles, and promoting partnerships between communities and energy companies, local authorities are helping to scale up these projects.
The benefits of community energy projects extend beyond environmental impacts. Economically, these projects create local jobs, reduce energy bills, and generate income that can be reinvested in the community. Socially, they enhance community cohesion, provide educational opportunities, and empower residents to take control of their energy future.
“Community energy projects create a virtuous cycle of benefits,” explains Prof. Rebecca Willis, an expert in energy policy at Lancaster University. “They reduce energy costs, generate local revenue, and foster a culture of sustainability and cooperation.”
Homeowners who have installed solar panels as part of community energy projects also testify to the benefits. Jane Miller, a homeowner from Brighton, shares, “Installing solar panels has not only reduced
my electricity bills significantly but also made me feel part of a larger movement towards sustainability. It’s empowering to know that my home is contributing to clean energy production.”
Farmers are also reaping the rewards. Tom Davies, a farmer in Devon, installed solar panels on his farm buildings. “It’s been a great investment,” he says. “Not only do we generate enough power for our needs, but we also sell excess energy back to the grid. It’s provided a steady income stream and allowed us to run our farm more sustainably.”
Despite the successes, community energy projects face challenges, including initial funding, technical expertise, and navigating regulatory frameworks. However, these obstacles are being addressed through innovative solutions and strong community engagement.
“We need to continue supporting these projects through policy, finance, and education,” emphasizes Williams of Community Energy England. “The potential for community energy is enormous,
and with the right support, it can become a cornerstone of our renewable energy landscape.”
Looking forward, the future of community energy in the UK is promising. With growing public awareness, technological advancements, and supportive policies, community energy projects are set to play a crucial role in the transition to a sustainable energy future.
“Community energy represents the power of collective action in tackling climate change,” concludes Minister Hands. “It’s about communities taking control of their energy destinies and building a sustainable future for all.”
With the surge in demand for larger, heavier cars and a national shift towards electrification, the requirements for the UK’s driveways are evolving rapidly. We spoke with Jordan Brompton, co-founder and CMO of myenergi, to discuss these changing needs.
The UK’s automotive landscape is undergoing significant changes, with over 1.1 million electric vehicles (EVs) now on the roads. This number is expected to increase dramatically, especially if a new government reinstates the 2030
ban on new petrol and diesel vehicle sales. Accelerating this transition will necessitate substantial advancements in EV infrastructure and supportive technologies. According to the National Infrastructure Commission, the UK is on track to meet its target of 300,000 public charge points by 2030.
While public charging infrastructure is crucial, the spotlight will soon turn to private amenities, particularly domestic charging. Currently, about 84% of EV owners charge their vehicles at home, a practice that can save households over £1,000 annually compared to public networks. This cost-saving, combined with the convenience of home charging, underscores the necessity for adapting driveways to new consumer and governmental demands.
Energy providers are increasingly offering tariffs designed for EV owners to facilitate home charging. For instance, Octopus Energy’s Intelligent Octopus Go tariff, which integrates with myenergi’s zappi charger, can save users £500 annually by leveraging cheaper overnight rates. It is becoming clear that home chargers will soon become standard fixtures on driveways, supported by existing technology like the ecosmart zappi, which optimises energy use from smart tariffs and microgeneration sources such as solar panels.
Beyond traditional unidirectional charging, bidirectional capabilities are poised to revolutionise energy use. Vehicle-to-grid (V2G) technology allows EV owners to export surplus energy back to the grid, enhancing grid stability and offering financial incentives. Similarly, vehicle-to-home (V2H) technology enables stored energy in an EV to power a home, increasing energy independence and providing backup during power outages. Vehicle-to-load (V2L) technology, without needing a separate bi-directional system, allows direct power use from the EV for household appliances.
As we look further into the future, driveways will become integral to smart home ecosystems. Driverless, autonomous vehicles are being tested globally, and the possibility of flying cars might one day redefine driveway design. Driveways will transition from mere parking spaces to multifunctional utility areas, featuring advanced EV charging systems and integrated smart technologies.
To prepare for this imminent transformation, it is crucial to future-proof your driveway, even if you do not currently own an EV. Embracing these innovations will ensure readiness for the electrified future of transportation.
Bill Gates believes that artificial intelligence (AI) will play a beneficial role in achieving climate goals, countering concerns that the rise in new data centres might deplete green energy supplies.
Speaking to Turning Electric at the recent Breakthrough Energy Summit in London, the Microsoft co-founder and philanthropist emphasised that AI could help countries use less energy overall by improving the efficiency of technology and electricity grids, despite the increased energy demands from data centres.
Gates downplayed the fears regarding AI’s climate impact, noting that data centres’ contribution to energy demand is relatively small. “Let’s not go overboard on this,” Gates said. “Data centres are, in the most extreme case, a 6% addition [in energy demand] but probably only 2% to 2.5%. The question is, will AI accelerate a more than 6% reduction? And the answer is: certainly.”
Estimates from Goldman Sachs suggest that running a query through the AI chatbot tool ChatGPT requires nearly ten times as much electricity as a Google search. This could mean that carbon emissions from data centres might more than double between 2022 and 2030.
Some experts estimate that an increase in AI data centres could cause electricity demand to rise by up to 10% in developed countries, following years of declining energy usage due to improved efficiency.
Breakthrough Energy, Gates’s venture fund, has invested in more than 100 companies involved in the energy transition. Gates himself is also a significant investor in AI through the Gates Foundation Trust, which invests about a third of its $77 billion (£61 billion) wealth in Microsoft. Microsoft, in turn, is the largest external investor in ChatGPT creator OpenAI and has integrated AI tools into its Windows operating system under the Copilot brand.
Gates’s belief that AI could ultimately reduce carbon emissions is supported by a peer-reviewed paper published in Nature Scientific Reports. The paper argued that generative AI produces between 130 and 2,900 times less CO2 for simple writing and illustration tasks than if a human performed them. Moreover, AI has already had a direct impact on reducing emissions. In 2016, Google announced that it had used DeepMind’s deep learning technology to cut its data centre cooling bill by 40%, leading to a 15% reduction in electricity usage across non-IT tasks. However, the power consumption of data centres is just one aspect of AI’s carbon footprint. Microsoft’s emissions reports show that its “scope three” or indirect emissions have increased partly due to building new data centres worldwide, a process not yet feasible using renewable electricity.
The emergence of “on-device” AI, as demonstrated by Microsoft’s Copilot+ PCs and Apple’s “Apple Intelligence” boost to Siri, adds complexity to the issue. While big companies may commit to sourcing all their electricity from renewable sources, they cannot guarantee the same for their customers, whose devices are becoming more power-hungry.
Despite advancements in AI and green electricity technology, Gates warned that the world is likely to miss its 2050 climate targets by up to 15 years due to the slow pace of green electricity deployment. He expressed concern that the necessary green electricity for the transition is not becoming available quickly enough, potentially delaying the decarbonisation of polluting sectors, including heavy industry.
“I worry, in general, that the amount of green electricity that we need for the transition is not going to show up nearly as fast as we need,” Gates said. “If you try to map out and say: ‘Let’s get to zero by 2050,’ you’re like: ‘Another 10 or 15 years might be more realistic.’ It’s very hard to see. We’re not going to get to zero by 2050, I don’t think,” he added.
Gates’s warning came shortly after a global report revealed that despite a record increase in renewable energy in 2023, fossil fuel consumption also climbed to a new high due to steadily rising demand.
Offshore wind energy has long been a cornerstone of the UK’s renewable energy strategy. As we move further into 2024, a wave of new technologies promises to transform this sector, enhancing efficiency, reducing costs, and expanding the potential for sustainable energy production.
Floating wind farms represent a significant advancement in offshore wind technology. Unlike traditional fixed-bottom turbines, floating turbines can be installed in deeper waters, where winds are stronger and more consistent. This innovation opens up vast new areas for wind energy development.
“Floating wind farms have the potential to revolutionize our energy landscape,” says Emma Harrison, Chief Technology Officer at WindNext, a leading wind energy company. “They allow us to harness wind resources far offshore, where the wind is stronger and more reliable. This not only increases the capacity of wind energy but also minimizes visual and environmental impacts near the coast.”
Another critical development is the introduction of larger, more efficient wind turbines. The latest models boast rotor diameters exceeding 220 meters and a power output of over 15 MW per turbine. These giants of the sea capture more wind and generate more electricity, making offshore wind farms more economically viable.
“The advancements in turbine technology are astounding,” says Jonathan Myers, Director of Renewable Energy at the UK Department for Business, Energy & Industrial Strategy (BEIS).
“Larger turbines mean fewer installations are needed to produce the same amount of energy, which reduces costs and simplifies maintenance.”
Maintenance has always been a significant challenge for offshore wind farms due to their remote locations and harsh environmental conditions. However, new technologies are making maintenance more manageable and cost-effective.
Robotic drones and autonomous underwater vehicles (AUVs) are now being used to inspect and maintain turbines, reducing the need for human intervention and minimizing downtime. These technologies are equipped with high-resolution cameras and sensors that can detect issues early, preventing costly repairs.
“Using drones and AUVs for maintenance is a game-changer,” notes Dr. Alice Thompson, a researcher at the Offshore Renewable Energy (ORE) Catapult. “They can operate in conditions that would be dangerous or impossible for
humans, ensuring that turbines are kept in optimal condition and reducing operational costs.”
The economic benefits of these technological advancements are substantial. According to a report by RenewableUK, the cost of offshore wind energy has decreased by nearly 70% over the past decade, thanks in part to larger turbines and improved installation techniques. This trend is expected to continue as new technologies are adopted.
“The UK is leading the way in offshore wind innovation, which not only creates jobs and boosts the economy but also helps us meet our climate targets,” says Claire Perry, UK Energy Minister. “We’re committed to supporting the development and deployment of these cutting-edge technologies.”
Environmental benefits are also significant. Offshore wind farms produce clean, renewable energy that reduces greenhouse gas emissions and dependence on fossil fuels. Additionally, the move to deeper waters with floating turbines minimizes the impact on coastal ecosystems and marine life.
Despite the promising advancements, challenges remain. The initial costs of developing and deploying new technologies can be high, and
there are technical hurdles to overcome, such as ensuring the stability and durability of floating platforms in rough seas.
“We need continued investment and collaboration between the government, industry, and research institutions to address these challenges,” emphasizes Harrison of WindNext. “The potential rewards are well worth the effort, both for the environment and the economy.”
Looking ahead, the future of offshore wind energy in the UK is bright. With ongoing innovations and strong governmental support, the sector is poised to play a crucial role in the transition to a sustainable energy future.
“We’re on the cusp of a new era in renewable energy,” concludes Myers from BEIS. “The technologies being developed today will power the UK for generations to come, securing our energy supply and protecting our planet.”
As we embrace these advancements, the UK’s offshore wind sector stands ready to lead the world in clean energy innovation, driving progress towards a more sustainable and prosperous future.
“Floating wind farms have the potential to revolutionize our energy landscape”
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.
