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Well, it’s been a busy old month. I’ve travelled the length and breadth of the country and beyond tracking down the latest news and features for Turning Electric.
I started off with a flying trip to Germany to see the all-new Kia EV3 for the first time. You can read all about it on pages 5-7, but this could be one of the most important cars of the year.
Back in the UK I’ve spent a lot of time traipsing up and down the motorways and making my own assessment of the public charging network.
As you can read on page 42, the number of public chargers is soaring but there are still plenty of sceptics who will argue the infrastructure isn’t good enough.
I wouldn’t claim it’s perfect – and we definitely need rapid growth to keep up with EV sales – but my own experience shows how far we’ve progressed even in the last few years.
On multiple trips from Scotland to the south of England, I found an almost bewildering array of charging options. Even when filtering to find the best prices and the fastest chargers I never had difficulty in finding a suitable spot with available devices. The biggest problem was often trying to tie in charging stops with somewhere decent to eat.
There were hiccups – a hub where two thirds of the devices had network issues, and another charger that overheated and stopped unexpectedly. But unlike a few years ago when such problems would have made onward travel incredibly difficult, the wealth of alternatives meant a mild (if still frustrating) inconvenience rather than disaster.
One issue I did encounter was the price of charging and the impact it had on my planning. Once or twice I avoided more convenient devices because they weren’t on the network to which I’m subscribed. That subscription saves me more than 25p/kWh which, on an 800-mile round trip, really adds up. The flip
side to that was finding a Tesla Supercharger that was open to all and even cheaper than my reduced Ionity rate.
The cost of charging remains a hot topic across the industry and most insiders continue to argue for the equalisation of VAT to help cut costs. Not everyone is in agreement, though, as Paul Tomlinson from Cord explains on p43.
On the vehicle front, I spoke to the UK boss of Polestar about that brand’s growth, and spent some time test driving cars at opposite ends of the spectrum – the cheap and compact BYD Dolphin and the huge and staggeringly powerful BMW i5 M60. Also, for the first time, we’ve been testing electric vans and you can read our assessment of the Vauxhall Vivaro Electric and Ford E-Transit Custom from page 30.
And as always, we’re rounding up the latest EV and eLCV news, plus all the action from the most recent rounds of Formula E and the E1 powerboat series.
The next few weeks look to be equally packed with review and feature opportunities for next month’s issue so until then, thanks for your support and enjoy the read.
Editor - EV Powered
Matt Allan
Editor - Electric Home
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Grace Moseley
Videographer
Jacob Pinchbeck
Content Sales Manager
Laura Phillips
Capital Business Media, Group MD
Richard Alvin
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Andrew Martin
The Kia EV3 has been officially unveiled ahead of its worldwide launch this summer.
The replacement for the Soul EV is the first in a wave of new electric models coming from Kia between now and 2026 and represents a new entrant into the booming world of small electric crossovers.
A five-seat B-segment SUV with up to 373 miles of range, the EV3 will compete with the Volvo EX30, Smart #1, Peugeot e-2008 and Jeep Avenger. And to beat them, Kia says it is bringing some of the design and technology of its flagship EV9 to the more affordable end of the market.
That’s certainly evident in the boxy styling, where there’s more than a hint of an EV9 that’s been through a hot wash.
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The front end has the same bluff, smooth look as the EV9 with the slimline vertical LED lights pushed right out to the edges and the same ‘star map’ light design. That design is echoed in the rear lights, which stretch out across the slightly bulging tailgate.
There’s a very deliberate chunky look to the whole car, with flat doors and squared-off wheel arches whose boxiness is emphasised by their gloss black finish. There is even a geometric design for the 19-inch alloy wheels. The squareness is offset slightly by a tapered boat tail design that narrows towards the rear of the car for aerodynamic purposes, and by a downward slope to the roofline that’s more pronounced than on the EV9.
The EV3 will be available in nine colours, including four developed specifically for the model – Shale Grey, the pictured Aventurine Green, Frost Blue and Terracotta.
Inside, there’s a similar stripped-back aesthetic to the EV9’s that aims to make the EV3 feel as airy and spacious as possible. And there’s a heavy emphasis on sustainability, with recycled plastics used in the seat fabrics, doors and dashboard.
A five-seat B-segment SUV with up to 373 miles of range, the EV3 will compete with the Volvo EX30, Smart #1, Peugeot e-2008 and Jeep Avenger. And to beat them, Kia says it is bringing some of the design and technology of its flagship EV9 to the more affordable end of the market.
The flat floor and broad, low dashboard create a feeling of roominess and Kia says the EV3 is the widest car in its class. There’s plenty of space for three children or two adults across the rear bench and enough legroom to let even very tall adults sit behind a similarly sized driver.
A deep centre console offers storage space for snacks, mobile devices or even small backpacks and there’s a smart slide-out table built in for when you’re parked. In the boot, there’s 460 litres of luggage space, which can be extended to 1,250 with the rear seats folded, plus another 25 litres in the frunk.
Light coloured finishes to the seats, doors, and dashboard are inspired by nature and intended to aid the feeling of space, although GT-Line spec cars get an exclusive black trim instead.
The EV3’s three-screen display setup is lifted straight from the EV9 and features a 12.3-inch instrument panel, 12.3-inch infotainment screen and a dedicated 5.3-inch touchscreen between them for the climate control settings. Thankfully, there are also simple controls on the dashboard for adjusting basics such as the temperature.
The main touchscreen runs the latest, sharpest and quickest Kia operating system, complete with over-the-air updates to keep it current. It also, for the first time, includes the option of an ‘extended entertainment’ package. This allows you to stream from video services such as Netflix and Disney+ as well as play games via the main screen. There is also scope to personalise the touchscreen display with a choice of themes and backgrounds.
Although full UK specifications are still to be announced, we do know that the EV3 will come in two trim levels – Base and GT-Line – and with two battery choices.
The standard-range EV3, which will only be available in the Base trim, uses a 58.3kWh battery for a maximum range of 255 miles, while the long-range version uses a huge 81.4kWh battery to return a class-leading range of 373 miles.
Both cars are front-wheel-drive only and use the same 201bhp motor to deliver a 0-62mph time of under eight seconds. Unlike the more expensive EV6 and EV9, which feature 350kW charging, the EV3 is restricted to 102kW on the standard-range car and 128kW on the long-range model. In both cases, a 10-80% charge should take around 30 minutes.
Model specifics are yet to be confirmed but Kia is boasting some fairly high-end technology, The EV3 will feature highway drive assist 2.0, which will change lanes with the flick of the indicator and dynamically alter its position in a lane to avoid collisions. It will also offer a new adaptive cruise system that automatically adjusts for curves or other road features and in conjunction with the driver awareness system can bring the car to a complete stop if the driver is incapacitated. And this B-segment SUV will also introduce the remote parking assist seen in more expensive models.
We’d expect those features to be reserved for top-spec models, but the EV3 will also feature the option to use your phone to unlock and start the car, and come with plug-and-charge capability that means you can stop at a charger, plug your cable in and start charging without the need for a card or mobile app.
We’ll find out more about the specifics and get a better idea of the EV3’s price closer to the car’s launch in the coming months. However, most of the rivals Kia has named checked are in the region of £30,000 to £35,000, so we’d expect the EV3 to fall somewhere in that bracket.
Inside, there’s a stripped-back aesthetic that aims to make the EV3 feel as airy and spacious as possible
Bedfordshire-based ARC Aero Systems has secured certification from the Civil Aviation Authority that will allow it to begin live trials of the Avian Pegasus – a vertical take-off (VTOL) gyrocopter that can operate without a runway.
The firm hopes to supply the innovative craft to emergency services, tourism businesses and infrastructure firms who need to inspect projects in remote locations. It has already sold 10 vehicles to SkyAngles Air
Lexus is expanding its RZ line-up with a new longer-range model and a cheaper entry level version.
The RZ has been on sale since 2023 exclusively in twin-motor, all-wheel-drive guise. Later this year, that RZ 450e model will be joined by the RZ 300e.
The RZ 300e will use a single front-mounted motor to deliver 201bhp, compared with the 450e’s 309bhp. That means a drop in 0-62mph acceleration from 5.3 to 8 seconds but brings an increase in range from 272 miles to 297 miles from the same 71.4kWh battery.
Also coming later this year is an entry level Urban specification that will be available on the 300e and 450e. There’s no word on price but the 450e currently starts at £59,995 and we’d expect the 300e to be a few thousand cheaper than that.
While it’s described as an entry level trim, Urban models still feature 18-inch alloys, a 14-inch touchscreen, wireless smartphone charger, dual-zone climate control, heated steering wheel and a 10-speaker audio system.
A British company has been given approval to begin test flights of an electrically powered aircraft.
Ambulance. A Scottish pilot training school is understood to have ordered a further five.
The Pegasus is based on a design from the 1960s which never entered production and has now been modernised by ARC Aero Systems to fit into a low-emissions future. Rather than using a fully electric plug-in power system, the Pegasus uses a hybrid-electric motor which the firm says will run on a range of fuels, including hydrogen.
The AA has become the UK’s first breakdown service to add all-electric recovery trucks to its fleet.
The roadside assistance specialist has introduced three different EVs as part of trials to determine the best approach to decarbonising its fleet.
It unveiled the three vehicles – a Volvo FE Slidebed; an Iveco eDaily Powerload; and an Iveco eDaily crew van equipped with a compact recovery trailer – at a fleet decarbonisation event at its Oldbury Operations Centre.
Speaking at the event, AA president Edmund King OBE said: “Introducing these exciting new concept vehicles to our fleet is an important step towards our goal of becoming a net zero company by 2035.
“As a market-leading organisation, we are committed to showing the way as the country transitions to a zero emissions future.”
The AA has a fleet of more than 3,000 vehicles, ranging from small vans to large recovery trucks, and is examining various routes to decarbonising its line-up. Due to the complex vehicle requirements of its business, the AA is taking a “test and scale” approach with structured tests of alternative fuel vehicles in real-life settings.
Vauxhall has revealed further details of its new Frontera EV ahead of the car’s launch later this year.
The brand announced in April that it was reviving the Frontera name for a new budget-friendly SUV and has now confirmed that the electric version will come with two battery sizes, offering up to 248 miles of range.
While Vauxhall didn’t reveal the capacities, it did confirm the 248-mile figure for the larger battery and a range of 186 miles for the smaller unit. We’d expect the regular model to use the same 44kWh battery as the Citroen e-C3 Aircross, and the long range to get the 52kWh unit from the Mokka.
Vauxhall did say that both batteries will support 100kW DC charging and supply power to a 111bhp motor.
The marque also revealed that the Frontera will be offered as a seven-seater in ‘the near future’ and will be offered in Design, GS and Ultimate versions. There’s no word on pricing but it will be less expensive than the £30,000 Mokka.
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Polestar 3 is a large, but very stylish SUV. So it’s not a boxy vehicle at all. It’s a Porsche Cayenne-sized vehicle which takes us into a new audience. It’s selling at just under £80,000, So you’re appealing to a different consumer. We call Polestar 3 the SUV for the electric age, because it offers people the range, it offers the performance, it offers the space and it embodies what Polestar is all about, which is really strong design.
Then Polestar 4 is an SUV coupe. So slightly lower and again a stunning car. And that’s coming in at around £60,000 mark. So we’ve got two brand new SUVs — the two fastest growing segments in the electric vehicle marketplace
— coming out within months of each other, giving a real burst to the brand.
Are 3 and 4 customers new to the brand or are they Polestar 2 owners?
Some of the customers who have had a car for three years are very interested. They like the brand and they’re coming in and they’re very keen to see Polestar 3 and Polestar 4 as the next step on the Polestar journey for them. But the vast majority we’re taking from other brands.
They might have had BMWs or Fords for years and they’re coming and having a look at this Polestar brand, and they want to take the time, understand it, and feel reassured by it. And that’s where being able to build the cars on the Volvo platforms to start with, having access to 92 service points around the UK, just gives people reassurance.
On the subject of Volvo, with that brand withdrawing investment from Polestar and funding coming in from elsewhere, what does the long-term future of Polestar look like?
There’s been an enormous amount of fast and loose reporting on what’s happened.
Polestar 1, Polestar 2, Polestar 3 are all built on Volvo platforms. Volvo’s been a great partner for Polestar. They’ve owned 48.5% of Polestar from the get go and there’s no way we, as a company, would have been able to launch as quickly and get things established as fast as we have done without that support.
If you look at what’s now happening, Polestar 3 will be very quickly followed by Polestar 4, which is built on a Geely platform and Polestar 5, which comes
after that, is built on our own platform, but with Geely electrical architecture. So there’s a separating of the ways.
Volvo have done a great job for us. We’re still highly connected with them commercially because all of our dealers are Volvo dealers. We have not just the seven Spaces, we also have 92 after sales locations, which are Volvo dealers, which have all signed contracts with us to do the aftersales and service work and that will continue straight on.
But it’s also a logical time for Volvo to take a slight step back and for Geely to take a step forward because we’re getting more involved with the Geely technology.
Volvo will remain the third biggest shareholder in Polestar, so they’re not walking away but Geely now become, you know, our second largest shareholder.
If you look at the Geely structure, Geely owns Volvo, they own Zeekr, they own Lotus. They own Proton, they’ve got shares in Mercedes, It’s a big, big global car brand. And now Polestar sits alongside all those brands on the same footing, whereas before we were a sub-brand under Volvo.
And at the same time, we have around $1 billion dollars of external funding coming in, which meets the majority of our funding requirements for our business plan.
Geely sees the potential of Polestar as a flagship brand, so what we’ve now got is the independence and the funding to implement our future plans.
The UK said that they’re no longer going to insist that the new car market is 100% by 2030, they can move it out to 2035. But at the same time government put in place the ZEV mandate, which means that every single car manufacturer has to be at 80 percent of their total volume as zero emission vehicles by 2030.
What that means to the car industry is that the vast majority of cars are going to be EVs by 2030. Nothing’s changed. For a pure EV brand like us, nothing that’s announced has changed our approach. We still have to produce cars that stand on their own two feet, that look good, that are great to drive, and that deliver the experience and the performance that a customer wants. There are more questions about demand, and I think that the government’s got to do an awful lot more to help people make the change to zero emission vehicles.
I believe fundamentally that the air quality in our cities is not good enough, and it is a burden on health. And the solution to that is to have electric vehicles more widely adopted.
The government has set the glide path and said ‘this is when it’s got to be done by’. Great. Now what is the government going to do for the retail customer to make it easier to transition? The reality is there is almost no country in Europe that does less to incentivise the retail customer for the purchase of an EV than the UK.
If you’re a company car driver, you have benefit in kind taxation benefits that make it a very easy decision but there’s nothing for the private customer.
The government wants 80% of the market to be EV by 2030. You need to back that up. It can’t just be stick. There needs to be a little bit of carrot for the consumer as well.
One step would be to half VAT on an EV. It’ll be 10% rather than 20%, which reduces the cost of the initial purchase. And a lot of people who are umming and ahhing suddenly have a reason to go ‘I’m going to give this a try.’
Second point. If I charge at home and have an off-road parking, I pay 5% VAT. If I charge publicly, I’m paying 20 percent VAT. Why not have the domestic rate of VAT applicable to public charging so that people who don’t have a home charger aren’t penalised?
The third thing that the government has got to help move the needle on is, is to increase the number of charging points. And that can be done by making the planning simpler, making bridging it into the grid simpler. We’ve seen a massive expansion of the infrastructure in the UK, but if the number of cars being sold are going to increase, then that acceleration needs to continue.
It’s a sports GT coupe and what I love about that car is that the design and engineering is done here in the UK.
We have a fantastic team in Coventry, of 500 engineers who’ve come from Formula 1, McLaren, Lotus, and other EV brands within the group, and they have this amazing ability to design cars that are exhilarating to drive. It’s fantastic handling and has bonded aluminium technology that the team are masters of, enabling us to have this wonderful shape vehicle that we showed at Goodwood last year.
I can’t wait to have that car here, but I also think it’s a great advert for the engineering capability in the UK. So many people in the UK are quick to say ‘oh, we’re not good at this or that’. Well, I beg to differ. There’s fantastic engineering capability in the UK, and 500 of them work for us in Coventry and are producing that car, and that makes me very proud.
i5 M60 IS THE ELECTRIC VERSION OF BMW’S NEW 5 SERIES DESERVING OF AN M BADGE?
The BMW 5 Series has been a stalwart of the executive saloon class for a staggering 52 years, launched back in the days when 215bhp from a straight six was considered worthy of a M badge.
Things have moved on since then, not least with BMW’s rapid shift towards electrification. But the 5 Series hasn’t been left behind. While you can still have a petrol or plug-in hybrid version, BMW also has two fully electric versions of the eighth-generation 5 Series.
There’s the sensible, entry-level i5 eDrive40, and the car I’ve been driving – the i5 M60 xDrive, which acts as the all-electric alternative to the inbound V8 M5.
We live in a world where the SUV is king so the mere presence of this traditional saloon is something to celebrate. Even more so since the i5 is probably the best looking BMW on sale right now.
The grille is perhaps a bit plasticky and it certainly doesn’t need to be illuminated but it’s a more cohesive look than something like an i7 or iX. Behind it is a classic three-box shape that echoes previous 5 Series while also moving them on with touches such as flush-fit door handles and sharp but simple feature lines. The M60 gets a deeper front apron and side sills as well as a pronounced rear diffuser and bootlid spoiler just to emphasise its performance focus, along with unique 20-inch alloys.
The interior borrows heavily from the more exclusive i7, which is a good thing. There’s showy tech such as the lightup touch-sensitive Interaction Bar and virtually invisible ‘seam’ air vents. Away from such fancy party pieces there’s a sense of BMW’s usual brilliant ergonomics, design and rock solid build. And despite some high-tech flourishes it feels more subtle than anything from Mercedes or Audi.
I still wish they’d bring back physical heating controls but the crystaleffect iDrive controller does a good job of helping navigate the 14.9inch main screen. That sits alongside a 12.3-inch digital instrument display as part of the giant ‘Curved Glass’ array that stands proud of the dashboard.
I could fill pages with a breakdown of all the fancy tech in the i5 but, basically, it has the newest and bestest version of everything – from the latest BMW OS 9 and adaptive LED lights to to driver assist that will ‘suggest’ lane changes for you, and a massive headup display.
Most of that stuff is the same whichever version of the i5 you go for. The real difference is under the skin. In this i5 M60, the eDrive40’s rear-drive setup is replaced with a two-motor all-wheeldrive arrangement.
In total that produces 593bhp and 586lb ft which, if it doesn’t rip the Tarmac off the road, will get the i5 M60 from 0-62mph in just 3.8 seconds. All 5s in the UK get M sport suspension and the M60 gets self-levelling air suspension at the rear plus two-piston ‘stroke-dependent’ dampers to stop excessive bouncing over bad surfaces.
In tandem, that setup results in a car that is shockingly rapid and staggeringly composed. Pull the boost paddle to unlock all the power, sink the throttle and you’re hurled down the road at breathtaking pace accompanied by a weirdly appealing electro-mechanical growl. Of course, lots of EVs can accelerate fast in a straight line
but it’s in the corners that the M60 proves BMW’s engineers know their stuff.
You’re aware of the mass of the thing – it’s nearly 2.4 tonnes – but that doesn’t mean it doesn’t corner keenly and accurately. There’s a sharpness and deftness to the handling, aided by well calibrated steering, the clever adaptive suspension and seemingly endless grip which allows the i5 to carve along the road with surprisingly liveliness for such a large car.
Are you sitting down? Good, because the i5 M60 is what those in the know call ‘punchy’.
It maybe isn’t as ferocious as previous generations of M5s but it is wonderfully competent. And when
you’ve had enough hooliganism you can calm things down and waft along serenely thanks to an absolutely impeccable ride, limo-levels of noise insulation and deep, supportive seats.
Of course, the breathtaking performance comes at the expense of efficiency, with the M60’s maximum range pegged at 315 miles rather than the 356 miles the eDrive offers from the same 81.2kWh battery. The M60 does offer 22kW AC charging as standard – a step up from the 11kW on the eDrive – and accepts up to 205kW DC charging, which will add almost 100 miles of range in as little as 10 minutes.
Now to the price. Are you sitting down? Good, because the i5 M60 is what those in the know call ‘punchy’. EVs traditionally aren’t cheap, nor are BMWs, especially those with an M badge. But the i5 M60 starts at £96,840.
Yes you get four-zone climate control, adaptive LED headlights, a wealth of connected services and a Bowers and Wilkins sound system. But features that are a few hundred quid in a Kia – I’m thinking heated rear seats, a heated steering wheel and powered bootlid – are bundled up in options packs costing nearly £4,000. Leather upholstery is £2,100, and the M Adaptive Suspension Pro is £4,000 extra. If you want the same spec as the car I drove be prepared to part with £117,345.
The whole point of the i5 M60 is, of course, that it’s not for the mainstream. It’s the fastest, flashiest version of an already fairly exclusive car. It might not have the hooligan edge of a fully-fledged M car but it is nonetheless a staggeringly rapid and sharp machine that can swallow up crosscountry routes with aplomb. The fact it does so while offering the same refinement and comfort as any other 5 Series is all the more impressive.
PRICE:
£96,840 (£117,345 as tested)
POWERTRAIN:
Dual-motor, all-wheel-drive
BATTERY: 81.2kWh usable
POWER: 593bhp
TORQUE: 586lb ft TOP SPEED: 143mph
0-62MPH: 3.8 seconds
RANGE: 315 miles
CONSUMPTION: 3m/kWh
CHARGING: up to 205kW
BYD isn’t a household name in the UK yet but there’s a fair chance you have one of its products around your home.
The Chinese brand started out making batteries for mobile phones 30 years ago and now supplies cells for everything from iPads to Teslas.
But it also builds vehicles – from boats to buses and passenger cars – and is among the pioneers of the tidal wave of Chinese EV makers heading to the UK, with three models already on sale.
The Atto 3 is a C-SUV rival to the Kia Niro and MG ZS EV, while the Seal saloon is trying to challenge the Polestar 2, BMW i4 and Tesla Model 3.
At the lower end of the range is the Dolphin, a family hatchback in the mould of the Nissan Leaf and competing with the MG4, VW ID.3 and Renault Megane E-Tech.
So, silly name aside, can this newcomer make a splash among the established brands?
Like the larger Atto 3, the Dolphin’s exterior design is fairly unremarkable. From a distance it looks like the dictionary definition of ‘generic family hatchback’, with only the peculiar two-tone paint to make it stand out. Up close, there are touches that give some character, such as the intertwined ‘threads’ in the rear lights. But probably the most obvious feature is the Build Your Dreams name stretched between those lights. BYD has sensibly dropped that name in Europe in favour of the simple initials but the design of the Dolphin means it can’t be rebadged.
On the road, the Dolphin is slightly longer than a Volkswagen ID.3, MG4 or Renault Megane E-Tech but only by a few centimetres and its wheelbase is the same as the Renault or MG and shorter than the VW’s. That translates to passenger space that’s perfectly adequate for an average family of four but the Dolphin doesn’t feel especially roomy. A boot capacity of 345 litres is also fairly average for the class, but helpfully the 60/40-split rear seats create a virtually flat load area of 1,310 litres when folded down.
Although the outside of the Dolphin is pretty humdrum, the designers have had a field day on the inside. The slippery mammal that gives the car its name seems to have inspired the shape of the multi-piece dashboard that sweeps and swoops across the cabin, and there are beautifully organic and ergonomic touches like the curved door pulls. That curviness continues into the lines of the centre console where a row of rocker switches manages functions including the drive selection, regenerative braking settings and the stereo volume. What they don’t control is the heating system, which is managed entirely through the 12.8-inch rotating touchscreen. The screen is responsive enough but if you chose to use Android Auto or Apple CarPlay you’ll have no onscreen controls to adjust the air con. That means multiple screen presses to turn the heating up or switch off a heated seat.
You can use the car’s onboard voice-activated assistant to do such things and I found it coped well with most of my instructions but I still felt like a complete muppet shouting at the car to carry out the most basic functions.
You’ll also find yourself frustrated at the minimum of six screen presses it takes to deactivate the lane assist and (entirely separate) emergency lane assist, neither of which are any assistance at all.
Touchscreen annoyances aside, there’s a pleasant solidity to the construction, certainly better than the rival MG4 and probably good enough to bother the VW. The single-piece seats with their bold blue vegan leather with red stitching won’t be to everyone’s taste, however.
BYD says that we’ll eventually get cheaper, less powerful versions of the Dolphin with a smaller battery but, for now, there’s just the one powertrain.
That uses a 201bhp motor on the front wheels and a 60.4kWh battery, with an official range of 265 miles.
200bhp used to be hot hatch territory but that’s not a tag you’d attach to the Dolphin. It’s quick enough in a straight line and handles securely and predictably but doesn’t have any of the dynamism of something like a Cupra Born. That’s hardly an issue for a simple family hatchback where ride comfort (decent) and manoeuvrability (easy) are more important. Different drive modes and regenerative braking settings make very little difference to the overall experience but the biggest negative is a weirdly uneven transition from regenerative to friction braking.
Unlike a lot of manufacturers, BYD uses a blade-style lithium iron-phosphate (LFP) battery which helps keep costs down and, according to BYD, offers improved safety over other designs. Thankfully I never tested those claims but I did test the claimed range of 265 miles and efficiency of 3.9m/kWh and found it got commendably close to both. For comparison, the ID.3 Pro has a stated range of 270 miles, while the Renault and MG are around 280 miles.
One area where the BYD lags behind its rivals is its relatively sluggish 88kW maximum DC charging.
The BYD Dolphin is only available in two trim levels – Comfort and Design both with the same powertrain.
Comfort versions cost £30,195 and come with a generous level of equipment that includes heated seats, front and rear parking
sensors, a 360-degree camera system, smartphone mirroring, keyless entry, high beam assist and adaptive cruise control, plus a fully loaded suite of driving assistance and a heat pump – not always a given at this price point.
Design is an extra £1,500 and brings a panoramic roof, privacy glass in the rear, wireless phone charging and a vehicle-to-load charging function along with the peculiar two-tone paint option.
BYD is clearly serious about making an impression and the Dolphin does a credible job of establishing itself as a contender in the family segment.
Apart from its wild interior, it’s not a particularly exciting car. But it fulfils its basic brief well. It’s solidly built, well equipped and sensibly priced and the well-balanced powertrain offers sufficient performance and impressive range for families who don’t want or need a massive SUV.
PRICE: £31,695
TRANSMISSION: Single-motor, front-wheel-drive
BATTERY: 60.4kWh usable
POWER: 201bhp
TORQUE: 228lb ft
TOP SPEED: 99mph
0-62MPH: 7 seconds
RANGE: 265 miles
CONSUMPTION: 3.9m/kWh
CHARGING: up to 88kW
OLIVER ROWLAND SHOWCASED EXCEPTIONAL DRIVING SKILLS AND STRATEGIC PROWESS TO SECURE TWO PODIUM FINISHES AND THE ABB DRIVER OF PROGRESS DOUBLE AWARD AT THE BERLIN E-PRIX IN THE ABB FIA FORMULA E WORLD CHAMPIONSHIP.
Despite challenging starting positions, Rowland’s ability to manage energy and make decisive moves on track allowed him to climb 25 places over the two races. His performance in Berlin further cements his reputation for overcoming qualifying setbacks with remarkable racecraft.
Starting 15th on the grid for the first race, Rowland employed an aggressive early strategy, pushing his car to the limits with 3% energy consumption per lap. This tactic saw him reach his fastest speed of 235 km/h by lap four, a speed he matched again on the penultimate lap. His high pace allowed him to break into the points within four laps and remain there for the rest of the race.
Rowland’s energy management was critical, especially given his initial deficit compared to the median energy percentage of the field. By the race’s midpoint, he had firmly positioned himself in the lead
group. His ability to balance energy conservation with competitive speed enabled him to go head-to-head with top drivers like Jean-Eric Vergne, Mitch Evans, and Porsche’s Pascal Wehrlein and Antonio Felix da Costa, ultimately securing a third-place finish.
In the second race, starting 16th, Rowland adopted a more measured approach in the initial laps. His ascent was less immediate but more controlled, moving into the top six by lap 10. Throughout the race, Rowland’s throttle management and energy usage became more aggressive during the middle phase, pushing him to second place.
After the second safety car, Rowland’s strategic energy conservation allowed him to maintain his position in the lead group. By using less battery power than his competitors during crucial laps, he ensured he had enough energy to make a final push, securing another podium finish.
Rowland’s performance in Berlin is a testament to his exceptional energy management and strategic acumen. His ability to recover from suboptimal qualifying positions repeatedly showcases his
skill in balancing aggressive racing with the necessary energy conservation.
Despite Nissan’s current qualifying challenges, Rowland’s consistent upward trends during races highlight his adaptability and racing intelligence. His impressive results in Berlin, combined with his strategic energy management, have earned him the ABB Driver of Progress awards, reinforcing his status as a top competitor in the championship.
Rowland leads the ABB Driver of Progress standings with 56 positions gained from his starting slots, ahead of reigning champion Jake Dennis, who has gained 39 places. Nissan teammate Sacha Fenestraz follows in third with 36 positions gained. Rowland’s ability to navigate the complexities of energy management and race strategy continues to set him apart in the Formula E World Championship, making him a formidable contender in the series.
Starting from third on the grid, Evans made his way to the front early in the race, overtaking polesitter Jean-Eric Vergne (DS PENSKE) and Nissan’s Oliver Rowland, as well as the Porsche duo of Pascal Wehrlein and Antonio Felix da Costa, who had been working together to manage their energy levels while retaining track position.
The top six drivers battled fiercely, aiming to secure a spot at the front and avoid the chaotic mid-pack. By Lap 16, the Porsches, with Wehrlein leading da Costa, reclaimed the lead from Evans. Despite this, the Jaguar driver stayed close behind, with the pack running nose-to-tail.
On Lap 19, Evans, having conserved an extra percent of energy, passed da Costa in Sector 1. Nick Cassidy, in the sister Jaguar TCS Racing car and the current standings leader, had a two percent energy advantage over the leaders. By Lap 23, Cassidy had moved up to fourth, with a three percent energy advantage over the leading trio of Wehrlein, Evans, and da Costa.
JAGUAR TCS RACING’S MITCH EVANS EXECUTED A STUNNING FINAL LAP MANOEUVRE TO CLINCH VICTORY IN THE SHANGHAI E-PRIX ROUND 11, OVERTAKING PORSCHE’S PASCAL WEHRLEIN IN A THRILLING FINISH.
Reigning champion Jake Dennis (Andretti) briefly joined the lead group before the Jaguars’ energy advantage became apparent. Cassidy overtook da Costa for third as the race neared its conclusion.
Wehrlein, running two percent lower on energy compared to the Jaguars, employed every defensive tactic to keep them at bay. The decisive move came on the final lap when Evans, after a failed attempt at the hairpin, swept around the outside of Wehrlein to take the lead and held on to the finish. Wehrlein managed to fend off Cassidy’s last-minute challenge for second, with Cassidy settling for third after a slight collision and having to defend against a late surge from Oliver Rowland.
Da Costa finished fifth, followed by Dennis in sixth, and Vergne in seventh after starting from pole. Nyck de Vries scored his first points for Mahindra, finishing eighth. Maserati MSG Racing’s Maximilian Guenther and Envision Racing’s Sebastien Buemi completed the top ten, although a 10-second penalty for Guenther later promoted DS PENSKE’s Stoffel Vandoorne into the points.
The result sees Cassidy leading the Drivers’ standings with 155 points, ahead of Wehrlein on 142, and Rowland third with 130 points. Jaguar TCS Racing’s dominance continues, with the team extending their lead in the Teams’ standings by 66 points, having won three of the last four races.
ANTONIO FELIX DA COSTA (TAG HEUER PORSCHE) SECURED HIS SECOND WIN OF SEASON 10 AT THE SHANGHAI E-PRIX ROUND 12 , LEADING NEOM MCLAREN’S JAKE HUGHES AND ANDRETTI’S NORMAN NATO TO THE PODIUM.
Da Costa demonstrated superior energy management and performance throughout the race, making the decisive move for the lead on Lap 16 against Nato. From that point, Da Costa maintained his lead effortlessly over the 28-lap race, holding off Hughes’ late charge.
Jake Hughes, who secured Julius Baer Pole Position by a mere 0.001 seconds in qualifying, aimed for more than a maiden podium in the first half of the race. Despite intense battles with standings leader Nick Cassidy (Jaguar TCS Racing), Hughes had to focus on securing his debut podium finish.
Nato, who led early in the race, finished third for Andretti. Cassidy had to settle for fourth after laterace contact dislodged his front wing. Despite this setback, Cassidy’s result was significant, especially considering the difficulties faced by his closest title rival Pascal Wehrlein (Porsche), who was forced into a costly pit stop to replace a punctured tyre, leaving him without points.
Jaguar TCS Racing managed their race strategy well, with Mitch Evans following Cassidy across the line in fifth, contributing valuable points for the Teams’ and Manufacturers’ championships. Both Jaguar drivers finished with energy in hand, hinting at what might have been a better result.
The DS PENSKE duo of Stoffel Vandoorne and Jean-Eric Vergne finished sixth and seventh, respectively. Maximilian Guenther (Maserati MSG Racing), Robin Frijns (Envision Racing), and Oliver Rowland (Nissan) completed the top ten. Reigning champion Jake Dennis (Andretti) finished 11th, failing to score points.
Round 12’s result leaves Cassidy with a 25-point lead over Wehrlein in the Drivers’ standings. Jaguar TCS Racing now has 299 points in the Teams’ standings, trailing TAG Heuer Porsche’s 228. However, Porsche remains ahead in the Manufacturers’ championship with 337 points to Jaguar’s 328.
The championship heads to Portland next for a double-header on 29 and 30 June, marking the beginning of the decisive final four rounds of the 2023/24 ABB FIA Formula E World Championship.
TEAM OWNER AND SEVEN-TIME SUPER BOWL CHAMPION TOM BRADY EXPRESSED IMMENSE PRIDE AND JOY AS HIS PILOTS, SAM COLEMAN FROM SAUNDERSFOOT AND EMMA KIMILÄINEN, SECURED THE TOP PODIUM SPOT.
Tom Brady praised his team’s performance, saying, “It was an amazing team effort, Sam and Emma were incredible. I’m just so proud of the team and everything they’re doing. We got off to a great start a few months ago in Jeddah, and we’ve just got to keep it going from here. This is something really special.”
Sam Coleman shared his excitement, highlighting the effort and emotions involved: “It’s been a weekend of blood, sweat and tears! The racing has been so competitive – it has been a real rollercoaster. My parents and wife made the trip out here to watch the race, I’m proud we could deliver for them and for Tom Brady too.”
Emma Kimiläinen, a standout pilot at the GP, expressed her delight and the significance of the win: “That was just mega. To win with Tom Brady watching on just felt incredible. There was so much happening during the race, but I’ve had the speed all weekend, so I just went
out there and did my own thing. It’s Mother’s Day today and my daughter is my star. It’s really special to show her that you can work hard and chase your dreams and to compete with these incredible people is just awesome.”
Co-team principal Ben King conveyed the team’s satisfaction with their performance: “It’s an unbelievable feeling winning here in Venice. Of course, there were high expectations after securing the win in Jeddah, but we used that pressure to deliver.”
Joe Sturdy, the other co-team principal, emphasized the strategic aspect of their success: “We made the right strategy calls, and we were able to maximize the performance of the RaceBird throughout the weekend. Finally, it felt incredible to make Tom proud. We’ve worked so hard as a team, and it really paid off this weekend.”
The team now turns its focus to the next race in Puerto Banus, Marbella, scheduled for June 1-2. The UIM E1 World Championship, featuring all-electric race boats, continues its global circuit with races in iconic coastal cities such as Monaco, Puerto Banus, and Hong Kong.
Their CGO600 Pro is part of the “City Commuter” Collection and available in Avocado Green, Midnight Black, Sky Blue and Pebble Grey, designed specifically for paved road commuting.
The Tenways CGO600 Pro arrives partially assembled, requiring the installation of the front wheel, handlebars, pedals, mudguards, and battery. With some bike assembly experience, the process takes about 30 minutes. For those less experienced, the clear manual and provided tools help, but it may take longer. Alternatively, local bike shops can assemble the e-bike for a fee.
The small screen on the handlebars, which displays assist mode, trip distance, battery charge, and other data, requires some learning. The Tenways app offers additional functionality, allowing riders to log rides and monitor their bike’s performance.
The CGO600 Pro features a traditional aluminum frame and fork, weighing 37 pounds (41 pounds with the battery). It resembles a classic cruiser bike, with the battery discreetly integrated into the downtube. The bike has a single-speed drivetrain with a Gates CDN carbon belt, which is maintenance-free and can last up to 19,000 miles. The Gates CDX crankset, paired with a 60-tooth chainring and 22-tooth rear cassette, ensures smooth and quiet operation.
The bike comes with TEKTRO hydraulic disc brakes, 700c aluminum rims, and CST puncture-proof tires. It includes mudguards, a kickstand, and an integrated front light. However, it lacks a water bottle mount, requiring creative solutions for hydration needs.
The CGO600 Pro is equipped with a Mivice M080 350W rear hub motor and a 36V, 10Ah
Lithium-ion battery with LG cells. This setup provides a 53-mile range and can handle hills up to 15 degrees. The battery is removable for convenient indoor charging, taking approximately 4.5 hours to fully charge. Tenways plans to achieve UL2271 and UL2849 certifications for their batteries by 2024.
The CGO600 Pro excels in comfort and ease of use. The torque sensor ensures seamless pedal assistance, making hill climbs and cornering effortless. The greaseless belt drive keeps clothes clean, ideal for commuters heading to work. However, the bike decelerates quickly when coasting, requiring continuous pedaling for a smooth ride. The rubber grips on the handlebars can be uncomfortable on bare hands, and the brake levers are awkwardly positioned, making sudden stops challenging.
Priced at £1,799, the CGO600 Pro is competitively priced for a commuter e-bike. It offers a removable battery, a 53-mile range, and a powerful 350W motor. While it is heavier and slightly more complex to assemble than some competitors, its low maintenance needs and comfortable ride make it an excellent choice for daily commuting.
The CGO600 Pro’s drawbacks include its weight, quick deceleration when coasting, and awkward brake lever positioning. Despite these issues, it remains a solid choice for commuters seeking an affordable, stylish, and practical e-bike. The CGO600 Pro stands out as an elevated commuter bike that can potentially replace car commutes, offering a pleasant and efficient riding experience.
The Tenways CGO600 Pro is a well-rounded commuter e-bike that offers excellent value, making it a strong contender for those looking to integrate biking into their daily routine.
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
This could be the best-selling electric vehicle in the UK. Not just the best- selling electric van but, eventually, the most popular battery-powered vehicle.
The diesel Ford Transit Custom has managed that feat a few times, outselling everything, including cars, but the new E-Transit Custom has its work cut out — BEV take-up in the commercial world is just 5%, and rather than growing, sales have dropped back this year.
Ford is doing its best to make the change easier, with E-Transit Custom variants to suit seemingly every business need, from a sporty MS-RT model to family-friendly double cabs and a Multicab with five seats and a full-length cargo area.
Seeing E-Transit Customs making deliveries on every street could spark acceptance that diesel’s days are numbered, and it’s the regular panel van that will lead that transition. Coincidentally, it’s also the model I’ve got the keys to.
At first glance, there’s little to separate the E-Transit Custom from the diesel-powered model, but a funky graduated grille gives the game away. Beyond that, it looks as modern and conventional as its oil-burning brethren.
It follows the usual form for a medium-sized van — a triangle at the front with a box behind it. Ford makes it look neat, with a sharp-edged front end, a full-length side crease, and extended wheel arches that mask a slightly swept shape.
Ford has invested in the cab, with the dashboard featuring two large digital screens. In front of the driver, you’ll find an eight-inch customisable instrument panel. Elsewhere, nearly everything is controlled from a 13-inch infotainment screen, including the heating. Happily, while these are digital they’re not buried behind menus, so changing the cab’s temperature is easy. There is a physical volume control and a couple of other buttons for minor controls, but you’ll need to get used to Ford’s decent Sync system. If that’s too much, Android Auto and Apple CarPlay are in place.
Operators can plug in controls for devices such as beacons that can be controlled directly from the infotainment screen. This makes installation significantly more straightforward, and easier for the driver to operate. It’s an impressive system, with
logic circuits that allow you to build up complex controls, such as preventing a driver from selecting a drive gear if equipment is in use elsewhere in the van.
Ford Pro connected services are also a boon for fleet managers, with everything from location tracking to pre-drive checks managed via a simple app.
Two passenger seats are spacious enough for a couple of mates, but they’ll need to be good friends. Moving the gear selector to the dashboard frees up plenty of legroom, though. Elsewhere, there’s plenty of storage for bottles, paperwork and phones, with USB-A and USB-C sockets.
If you do need to stop and work then you’ll appreciate the steering wheel. This folds to a comfortable angle or entirely flat, with a tray so it can be used as a laptop stand or a flat table.
Ford fits a 64kWh battery under the floor of the E-Transit Custom. While it’s the same platform as the diesel model, it was designed to house an electric drivetrain from the outset, so there’s no compromise in space.
The battery feeds a 134bhp motor at the van’s rear, although there’s also a 215bhp option. Both deliver a healthy 306lb ft of torque.
Performance is pleasing rather than potent, although you’ll never feel like you’re being left behind. Dashing from a side road into traffic isn’t stressful thanks to the instant torque, although the push fades as speeds increase. Opting for the more powerful motor will improve things, but not significantly. Cruising along the autobahn, we couldn’t get the speedometer to read beyond 73mph.
Load the van up, and performance is still strong. We had around 400kg in our test vehicle, and we could barely tell we had anything in the back.
The weight of the battery pack helps the handling and a well-considered steering setup means it’s almost fun, and certainly the best van to drive right now.
The E-Transit Custom will go for 209 miles on a full charge. For once, that seems pessimistic. Our time in the van, which was on mostly flat roads but included reaching V-max while carrying 400kg, saw economy of about 3.4 miles per kWh. That translates to a real-world range of 217 miles. It’ll recharge at 125kW, with 10-80% taking 39 minutes. A 10-minute top-up will add 50 miles of range.
Mounting the electric gubbins under the floor means space inside is unaffected. The load box measures 2,602mm long in the L1 van and 3,002mm in the L2. The maximum height inside is 1,433mm, and width is 1,777mm, giving the L1 a load volume of 5.8m3, with the L2 reaching 6.8m3.
PRICE: £45,180 plus VAT and OTR
POWERTRAIN: Rear-motor, rear-wheel-drive
BATTERY: 64kWh usable
POWER: 134bhp
Payload for our Limited spec test model was just 939kg, although some models can reach up to 1,011kg. A kerb weight of 2,255kg with a gross vehicle mass of 3,225kg doesn’t leave much spare. Towing limits are impressive at 2.3 tonnes, although using this will significantly affect the vehicle’s range.
The range starts at £43,380 before fees and taxes. That’s £10,000 more expensive than the entry-level diesel, so running costs will need to be significantly lower.
The good news is that, even in these times of expensive energy, savings on fuel will be significant. Get your drivers to charge at home and you can save around £180 every 1,000 miles.
The range starts with the Trend specification, which comes with climate control, heat pump, cruise control, front parking sensors, and a reversing camera. Upgrading to the Limited model adds £1,800 but brings an artificial leather heated
TORQUE: 306lb ft
TOP SPEED: 70mph
0-62MPH: 12.8 seconds
RANGE: 209 miles
CONSUMPTION: 3.3m/kWh
CHARGING: up to 125kW
steering wheel, heated seats and mirrors, alloy wheels, keyless entry and start, a Thatcham-approved alarm, and a load through option. The more powerful Sport model costs £48,720 but adds a roof spoiler, stripes, and 17-inch alloy wheels. Moving from L1 to the longer L2 model adds £700.
The silly 286bhp MS-RT with its eye-catching style is a hefty £60,490.
The Ford Transit Custom is not only the best-selling van in the UK, it’s also the best. Or it was. The E-Transit Custom is a better proposition, assuming it works for your business. It’s not right for everybody, especially if your day is spent on the nation’s motorways with a full load and a trailer, or you don’t have access to your own charger.
But for many businesses, this is the van that could kick-start the transition to electric. It’s every bit as capable as the diesel, doesn’t compromise on cargo volume, and drives better than any other commercial vehicle.
Commercial vehicle specialist Maxus has revealed its latest all-electric LCV.
The eDeliver 5 van, which is priced from £34,000 before VAT, is set to compete with the Ford e-Transit Custom and Peugeot e-Expert.
The eDeliver 5 is 4.8 metres long and 1.87 metres wide, and comes with two roof height options. Lower-roof versions measure 1.96m tall and feature a 6.6 cubic metre cargo space while high-roof versions expand that to 7.6 cubic metres thanks to their 2.18m height. All versions have a maximum payload of 1,200kg and feature double sliding side doors and twin rear doors.
All versions use a 161bhp front-mounted motor and come with a 64kWh battery which Maxus says offers up to 208 miles of range.
Standard equipment includes adaptive cruise control, lane keep assist, a 360-degree camera, rear parking sensors and a 12.3-inch infotainment system with wireless Apple CarPlay and Android Auto.
The
body responsible for England’s strategic road network has begun the electrification of its vehicle fleet with the delivery
of its first Toyota EVs.
National Highways, which is in charge of the operation and maintenance of England’s motorways and major A-roads, has ordered 51 Toyota bZ4Xs as daily transport for its team of inspectors.
Andy Butterfield, National Highways’ operations customer service director, said: “Modernising our fleet with 51 state-of-the-art bZ4X will not only reduce our emissions but also ensure that journeys are smooth and reliable.
“We operate more than 1,300 vehicles, so introducing new EVs helps accelerate our journey to net zero.”
National Highways aims to achieve net zero for its emissions by 2030, with a commitment that its non-traffic officer vehicles will be 100 per cent electric by 2027, and its traffic officer fleet following by 2030.
The new Toyotas, supplied through the fleet team at Steven Eagell Toyota, will be used daily by operational highways inspectors to assess the UK’s strategic road network, identifying and reporting defects for repair and restoration.
The first fully electric HGVs have been delivered under the UK’s Electric Freightway programme.
Food wholesaler A.F. Blakemore & Son has taken delivery of two Volvo FM Electric trucks under the government-backed scheme to advance the shift to zero-emissions transport.
Electric Freightway is part of the Zero Emission HGV and Infrastructure Demonstrator Programme, which is attempting to lay the foundations for a nationwide charging network for electric trucks.
The programme, funded by the Department for Transport and delivered in partnership with Innovate UK, is being led by EV charging network Gridserve, and involves 33 businesses.
A.F. Blakemore & Son specialises in food supply and distribution across retail and wholesale sectors and has a fleet of more than 200 HGVs. The Volvo FM Electric tractor units, with a 185-mile range, have replaced diesel units and are already operating from its Bedford depot. The firm is already planning to add two more eHGVs at its central distribution centre in the West Midlands.
The online retailer has launched its first micromobility hub in Northern Ireland, allowing it to make thousands of deliveries per week using the zero emissions vehicles rather than traditional vans.
The new hub in the city’s Titanic Quarter is part of a £300 million investment by Amazon into decarbonising its UK delivery operations through low-emissions vehicles and on-foot deliveries. Belfast joins more than 40 other cities around the UK and Europe with micromobility hubs.
Jim Press, senior delivery station manager at Amazon in Belfast, said: “This is a proud moment for our team, and great news for customers across the city who will benefit from zero emissions deliveries to their door.”
Amazon and its partners already have more than 1,000 electric delivery vans deployed across the UK and Ireland, in addition to nine fully electric heavy goods vehicles, the first in Amazon’s fleet, which have replaced traditional lorries.
It’s not often a new van is launched,and this isn’t one of those times. What looks like a new Vauxhall Vivaro Electric is, rather, an impressively thorough facelift.
It comes at the same time as facelifts for the Citroen Dispatch. Fiat Scudo and Peugeot Expert, which gives a strong hint as to where this van comes from. The quartet are all borne of Stellantis, the manufacturing behemoth that also owns the likes of Alfa Romeo, Maserati, and Jeep.
The Vivaro is Stellantis’ biggest-selling van in the UK, and the second most popular medium-sized van in the country, behind the Ford Transit Custom. It’s also facing stiff competition from Maxus, Mercedes-Benz, Nissan, Renault, Toyota and Volkswagen, as well as its stablemates, so the latest update needs to be good.
Changes are most obvious on the outside, where the Vivaro has adopted the ‘vizor’ grille that’s seen across the brand’s road cars. The gloss-black panel sits above a reworked bumper, giving the now eight-year-old van a surprisingly fresh face.
The changes continue inside, where the rather dated dashboard gets more than a lick of paint. It’s now modern, if still rather unexciting, with a 10-inch infotainment screen dominating the
dashboard. There’s another 10-inch screen, this time acting as a digital instrument panel in front of the driver, which can be configured to show important and unimportant information. You’ll need the higher-spec Pro model for built-in navigation, but all versions have Android Auto and Apple CarPlay.
A USB socket is positioned near a small tray that’s now large enough to hold your phone securely. We never thought we’d get excited about a small tray, but the outgoing model’s infuriatingly small
setup led to broken phones and lots of swearing, so excuse our delight.
Opting for the Pro model also gives you Dynamic Surround View, a windscreen-mounted digital rearview mirror showing a video feed of what’s behind you. That’s not groundbreaking, but it can be shown alongside a smaller display with a live image down the van’s flank. It’s excellent for covering blind spots on the motorway, but the angles make it tricky to work with in tight urban areas.
It’s all pleasant enough until you start driving. Then you’ll spot the offset driving option that leads to a slight but constant twist in the back. It might have a six-way adjustable seat, lumbar adjustment, an armrest and a steering wheel that adjusts for reach and rake, but you’ll never get it just right. Vauxhall has dropped the 50kWh battery pack, which might be a shame for a small niche of users but is good news for everybody else. The larger 75kWh pack (68kWh usable) provides enough energy to keep the Vivaro Electric going for 194–230 miles, according to WLTP testing.
Our time with the van, in mixed conditions and a load of around 250kg, saw it returning 2.4 miles per kWh, translating to a range of around 163
miles. Not bad, considering my heavy right foot, but not great either.
As with all electric vans, there’s a strong surge of power initially, but it then fades away. Push hard, and the Vivaro Electric will hit 62mph from standstill in 14.3 seconds, but urban performance feels much stronger. Of course, put a tonne in the back, and it’ll feel more lethargic.
The performance comes from the same 134bhp electric motor fitted to vans and cars across the Stellantis range, giving 192lb ft of torque.
It also uses the same chassis as many of the Stellantis cars, albeit extended and strengthened. That gives the Vivaro Electric an advantage on
PRICE:
£44,730 plus VAT and OTR
POWERTRAIN:
Front-motor, front-wheel-drive
BATTERY: 68kWh usable
POWER: 134bhp
TORQUE: 192lb ft
TOP SPEED: 81mph
0-62MPH: 14.3 seconds
RANGE: 194–230 miles
CONSUMPTION: 22.4–26.4kWh/100km
CHARGING: up to 100kW
the road, where it handles nicely, with a surprising amount of feel through the steering wheel.
When the batteries need topping up, they can take power at 100kW, giving the van a 5-80% charging time of 45 minutes.
Nothing changes behind the driver with this update, so the Vivaro Electric still has a relatively small cargo area with a relatively large payload limit. Every model can carry 1,001kg of cargo. Only the new Ford E-Transit Custom and Renault Trafic E-Tech can beat that.
In volume terms, the Vivaro is the smallest of the medium-sized eLCVs, with the L1 models offering 5.3m3 while the longer L2 models give up to 6.1m3. Maximum load length is 2,512mm (2,862mm for the XL), with a maximum width of 1,636mm and height of 1,397mm. Again, both the Ford and Renault beat that.
The panel van range starts at £42,055 plus VAT and OTR costs, making it among the cheapest electric vans of its size. Upgrading to the XL adds just £800. It undercuts the Ford E-Transit Custom and pretty much everything else, including disruptors such as the Maxus eDeliver 7.
Entry-level models are well equipped, too, with a large infotainment system and connectivity as standard. The Prime model also has air conditioning, cruise control, under-seat storage, rear parking sensors, automatic lights and wipers, and a load of safety tech. Stepping up to the Pro model adds £2,675, but it also includes navigation, a fold-flat middle seat, a load-through bulkhead, the surround view camera, and a host of extra safety gear.
While that’s good value in the eLCV world, it’s also £15,000 more than an equivalent diesel model. Running costs are significantly lower, but you’ll need to cover a lot of miles before you start to make that money back.
That price difference is reflected in leasing deals, which are often around £200 a month more for the electric model over the diesel, but that can be balanced with significant savings on fuel and taxes.
Six months ago, this would have been a class-leading van, but the industry is moving forward at such a pace that the Vivaro Electric has been relegated to best of the rest behind the Ford E-Transit Custom.
That’s not to say it’s a bad van. It has flaws — the driving position, for one — and other vans will carry more physical goods, but the Vivaro is far from disgraced.
With some punchy finance deals from Vauxhall on a cost price that’s already lower than its competitors, it could still make a lot of sense.
SUVs are big business in the new car world but what are your options if you want something a little different?
Car makers tell us that people want SUVs, and sales figures back that up – 6 of the top 10 best sellers so far this year are SUVs or crossovers.
It’s a trend that’s as true in the EV world as elsewhere, with everyone from Skoda to Jaguar selling electric SUVs. But not everyone wants or needs a faux off-roader with a jacked-up
ride height and plastic body cladding. Thankfully there are other options out there, whether you want a compact city runaround or something big enough for the Von Trapp family.
Manufacturers like to make claims about how practical SUVs are but the truth is that a good oldfashioned people-carrier beats them hands down.
That’s especially true when it’s based on a van, like the Citroen e-Berlingo. It’s not thrilling to look at or drive, but the e-Berlingo offers seating for up to
seven people or up to 3,500 litres of load space, plus loads of family friendly features such as sliding rear doors, and up to 220 miles of range.
Think of the ID.3 as the electric version of VW’s evergreen Golf and you won’t go far wrong. It’s a straightforward five-door hatchback with room for your average family and all the
features modern motorists want. There’s just one motor – a 201bhp unit – but two battery choices offering between 268 and 356 miles of range.
An update last year sharpened the looks and addressed some of the complaints about the user interface, making this a great allrounder.
The ‘new’ Fiat 500 has been a staggering hit for the Italian brand since it first appeared in 2007, and the all-new, all-electric version that
launched in 2020 continues to embody the earlier model’s appeal. It’s a bit bigger and more expensive but, at heart, it’s still a cute retro-
inspired city car with neat stylistic touches and space for two, plus a range of almost 200 miles if driven sensibly.
The Porsche Taycan is one of those cars that seems to impress almost everyone who gets into it. It isn’t cheap but it brilliantly blends rapid
performance and outstanding dynamics for the driver with a comfortable, spacious and high-tech cabin for up to four people. A host of trim levels offer between 402bhp and 939bhp, and a range of up to 421 miles. And there’s the choice of saloon body or estate in sportier Turismo or more rugged Cross Turismo spec.
The Born is the sportier Spanish stablemate to the VW ID.3. Most of the underpinnings and a lot of the bare metal are the same but Cupra has
managed to unlock some flair that makes it a more appealing prospect. The more aggressive styling and copper highlights work well and it’s
more dynamic to drive, although most versions lack a little pace. Thankfully, there’s a VZ version with 322bhp on the way to address that.
The BMW i5 proves that there’s plenty of life in the old-school saloon shape. It’s a staggeringly high-tech and luxurious executive saloon in the finest tradition of BMW’s ubiquitous 5
Series. It just happens to be battery powered. Even regular cars have 335bhp and offer up to 356 miles of range, while the M60 packs a breathtaking punch from its 593bhp all-wheel-
drive setup. In even better news, there’s an i5 Touring on its way very soon, so buyers will have the option of an even more practical estate.
The MG4 is another sign that there’s still room for a regular family hatchback in the world of EVs. It isn’t as polished or luxurious as the VW
or Cupra but it still offers decent space for a family of four and has value on its side. Starting from £27,000 it’s among the cheapest EVs on
sale and all models are generously equipped. You can even get a 323-mile long-range version for under £30,000.
Tesla’s Model Y SUV is the one grabbing most of the sales these days but the saloonbodied Model 3 is still a mightily impressive
choice. Not everyone will love its lessthan-bare-bones interior or melted soap bar exterior styling but there’s plenty of
space and the Model 3’s power, range and charging are still some of the best in the business.
The Ioniq 6 is Hyundai’s follow-up to the big and boxy Ioniq 5 SUV and visually couldn’t be more different. It’s a long, low, slippery fastback (but
with a saloon boot) that Hyundai has styled a ‘streamliner’. Where it is similar is in offering brilliant range (338 miles), ultra-rapid charging
(350kW) and heaps of the latest technology. It’s also even bigger inside than the Ioniq 5, providing limo-like levels of space for everyone.
The Ami is a bit of a curveball, especially as it’s not even a proper car. It has a tiny range (46 miles) and low top speed (28mph) that mean
it’s only for use within a city. But, for urban dwellers after something more robust that an electric scooter, or businesses looking for an
eye-catching and ULEZ friendly vehicle for local duties or advertising, it’s an intriguing choice.
New Zapmap figures suggest public charger numbers are set to soar over coming months
Based on the current rate of roll-out, the mapping specialist predicts that the country’s milestone 100,000th public device could be installed as early as August 2025.
Official forecasts say that the UK will need at least 300,000 chargers by 2030 to keep up with rising EV adoption. There have been worries that the country will struggle to meet that target but the latest figures and the rapid acceleration of growth gives hope that it is achievable.
Zapmap’s forecast comes as it revealed the country now has more than 60,000 public charging points. The landmark was reached in April with the installation of an on-street device in Streatham, London, by char.gy.
The 60,000th device’s installation came just six months after the country broke the 50,000 charger mark, representing a sharp increase in the rate of installations. According to Zapmap’s data, the overall rate of installation in the first four months of 2024 has increased by almost 37% compared with the average across 2023.
The first four months of the year have seen an average of more than 1,900 devices installed every month, up from the 2023 average of 1,400 per month.
April’s milestone has been driven by particularly strong growth in the on-street and ultra-rapid areas. The number of en-route ultra-rapid devices has increased by 135% since April 2023. There are now 4,988 of these devices across the country.
Over the same time period, the number of lowpowered devices on residential streets, used primarily for overnight charging, has increased by more than 54%.
Jade Edwards, head of insights at Zapmap, said: “It’s fantastic to see that the strong pace of charger installations we saw last year is already being exceeded in 2024.
“These latest figures show encouraging growth right across the charging spectrum, from the lowest-powered charge points at the end of your street through to the speediest ultra-rapids on the motorway.
“With more than 135% growth in the number of the highest-powered chargers over the last year, and 343 high-powered charging hubs across the country at the end of April, the UK is well on the
way to hitting 100,000 public charging devices in summer 2025.”
John Lewis, CEO at char.gy, which is adding chargers at a rate of 400 per month, commented: “We’re delighted that a char.gy charge point is marking this significant milestone, in a year of remarkable growth, signalling a bright future for the UK’s charging infrastructure.
“When everyday charging is convenient and affordable, electric cars become a viable option for everyone. This is where we see on-street, hyper-local charging playing a crucial role.”
Melanie Shufflebotham, Co-founder & COO at Zapmap, added: “Hitting 60,000 public charging devices is an extremely significant milestone. This is really just the crest of the wave. There’s a real momentum behind the increased rate of charge point installations up and down the country.
“Without a doubt, it is great news for electric car drivers that not only the sheer number but also the variety of charging options are improving every month.”
Paul Tomlinson, co-founder of charger firm Cord argues that the battle to equalise VAT on private and public charging is delaying progress elsewhere
UK EV adoption is in a funny place right now.
The Government is sticking to its ZEV mandate, and Labour aren’t going to seriously change it if elected later this year. Sales aren’t anywhere near as anaemic as some headline writers want you to believe. But they are very lopsided - more than five in six EVs sold last month went to business buyers, not private ones. Business buyers are generally more likely to buy brand new cars than regular private drivers, but the generous tax incentives for business purchases are also impacting this.
So, it makes sense that as an industry and as people who want to avoid catastrophic climate change, we should be campaigning for a bit more tax encouragement in the private market.
But I’m worried that we’ve picked the wrong battle with the ‘pavement tax’.
If you’re not familiar, this is a fight to equalise the VAT rate for public charging with private charging. Its proponents in the Fair Charge campaign posit that it is entirely unfair that those who power up their car on a public charger pay a VAT rate of 20%, while those who charge their cars at home pay just 5%.
I entirely agree with these campaigners that it is unfair. If I was in charge, we would change it. But it’s a fight that is both unrealistic and wouldn’t do all that much to make EV driving cheaper.
The Government has been asked to do this for years, most recently by a House of Lords report on EV adoption. Its response was not just to refuse to make the change - it was to refuse to even model how much this would cost the exchequer. While the Government might not survive until Christmas, it seems unlikely that Labour will want to spend much political (or real) capital on this issue, and Whitehall is never keen on adding more complexity to the tax system.
Then we can consider what it would add. VAT is part of the reason public charging is at least three times as expensive as home charging - but it is far from the only reason. If we are to electrify the country’s fleet we are going to need to get something like home charging for everyone, not just slightly cheaper but still inconvenient public charging. Charging your car overnight at home is extremely convenient, slotting perfectly into most people’s days. But it does require a bit of a mindset change in the thinking about how we fuel our vehicles – moving away from the notion that fuelling up your car requires a discrete trip to a forecourt somewhere.
This is where I believe the industry should focus its advocacy efforts.
Too many renting households don’t see an EV as an option because their landlords are reluctant to allow installation of chargers, despite the subsidies available. Other households with no off-street parking are stopped from installing chargers on the pavement thanks to a patchwork of local consenting rules. A legislated ‘right to install’ could quash this issue once and for allwithout costing the Government anything.
If there is money to spend, taking VAT off the cost of home chargers or EVs themselves would make that upfront cost of getting an EV far cheaper. We know that it is this upfront cost that is really holding people back from EVs, far more than the day-to-day costs of running them.
Home charging is always going to be the main way people charge EVs. It simply makes so much more sense to use off-peak power when your car is not in use overnight than park somewhere during the day and wait. We should focus our advocacy efforts on making sure everyone can enjoy it.
This is Jasmin. She’s one of many business owners who already use a smart meter to feel more in control of their budgeting, because smart meters help you track your energy use and costs over time.
So like Jasmin, you can spend less time guessing and instead know how much you’re spending on your energy bills.
Search ‘get a smart meter’ today.
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Eco-smart home energy technology manufacturer myenergi has been awarded an EcoVadis bronze medal for its commitment to setting the standards in sustainable best practice.
The prestigious accolade places the Stallingborough-based company within the top 35% of all companies assesed by the framework within the past 12 months.
EcoVadis is one of the world’s largest providers of business sustainability ratings, boasting a global network of more than 130,000 rated companies. Its certifications recognise and reward companies that go above and beyond to embrace sustainable practices.
The accreditation process requires businesses to submit documentation, examples and references for multiple sustainability proof points, with performance assessed against a bespoke methodology. myenergi scored well across each of the four performance themes analysed –
environment; labour and human rights; ethics; and sustainable procurement.
Emma Brigginshaw, Head of Sustainability and Ethics at myenergi, commented: “Being recognised by EcoVadis is a clear demonstration of our commitment to embracing sustainable best practice across the business. It affirms the robustness of our management systems and performance of our production processes.
“But while a positive endorsement of our work to date, this certification is just the start. As a leader in the design and manufacture of eco-smart home energy technologies, we’re committed to holding ourselves to account and really leading the way when it comes to setting the industry standards.
“We’re therefore already working hard in the background on numerous initiatives to further improve our environmental performance, each of which will be announced in due course. This bronze medal is a really valuable yardstick to fully understand where we’re already scoring highly, as well as the areas that need additional focus moving forward.”
Best known for developing zappi, the world’s first solar-compatible electric vehicle charger, myenergi is a global leader in the home energy technology sector. The business manufactures a wide range of pioneering energy management devices, including the eddi power diverter and libbi battery storage system. Since its founding in 2016, the business has sold more than 600,000 units globally, while opening subsidiaries in Australia, Germany, the Netherlands and Ireland along the way.
A Scottish entrepreneur has unveiled a groundbreaking £3 billion project to pump millions of gallons of water from Loch Ness into nearby hills, marking a significant advancement in renewable energy.
Roderick MacLeod, director of Glen Earrach Energy, announced the two-gigawatt Glen Earrach Energy scheme, which promises to generate 30 gigawatt-hours of clean energy from a single discharge. This is enough to power more than a million well-insulated homes.
The project, expected to create 600 on-site construction jobs over six years, aims to invigorate the local economy. A scoping request has already been submitted to the Scottish government.
Pumped storage projects function like massive batteries, harnessing surplus power to pump water from a lake into an upper reservoir. When energy demand rises, the water flows back downhill, driving turbines to generate electricity. These projects mitigate the intermittency of wind and solar power, facilitating a greater reliance on renewable energy.
Glen Earrach Energy plans to dam and expand a small lake 1,500 feet above Loch Ness, transforming it into a large reservoir. Water will
be piped through the rock to an underground turbine hall, then discharged back into Loch Ness. MacLeod highlighted the site’s suitability, calling it one of the best in the UK for pumped storage.
For the past two years, preliminary design work has been underway, with Glen Earrach Energy collaborating with Alpiq, the Swiss utility behind the 900MW Nant de Drance pumped storage project in the Alps.
Glen Earrach Energy faces competition from at least two other projects vying to use Loch Ness’s waters, raising concerns about potential impacts on water levels. Brian Shaw, river director of the Ness District Salmon Fishery Board, warned of a “pumped storage hydro gold rush,” expressing fears that multiple projects could significantly deplete the loch.
In response, Glen Earrach Energy assured that the reservoir would rarely transition from full to empty, meaning Loch Ness’s water level would fluctuate only slightly. The company is also taking measures to minimise environmental impact, including covering.
the dam with heather, moss, and native plants. A spokesperson emphasized that once completed, there would be “no above-ground structures to mar the beauty of Loch Ness.” Additionally, walkers on the Great Glen Way, a popular longdistance path, would traverse hundreds of metres above the excavated turbine cavern.
Loch Ness, a major attraction in the Highlands, drew 1.9 million overnight visitors in 2022. The area is also witnessing other pumped storage initiatives, such as SSE’s 1.5GW project on the neighbouring Loch Lochy.
Pumped storage projects typically require cap-and-floor pricing arrangements with the British government, ensuring financial viability by subsidising projects if wholesale electricity prices fall below a certain level and providing returns if prices exceed a ceiling.
MacLeod, 47, is set to present the Glen Earrach Energy project to the local community in Drumnadrochit on May 24. The project represents a significant step towards enhancing Scotland’s renewable energy capacity while contributing to local employment and economic growth.
National Grid plans to install up to 6,000 electricity pylons across the English countryside as part of a £31 billion investment to upgrade the nation’s transmission networks.
This extensive project aims to prepare the UK for a doubling of electricity demand over the next 25 years, driven by the shift to renewable energy and increased use of electric vehicles and heat pumps.
John Pettigrew, CEO of National Grid, explained that the project will involve 1,000 miles of new overhead lines, connecting the pylons, and is essential for the nation’s move away from fossil fuels to low-carbon energy sources like wind farms and nuclear power.
To fund this overhaul, National Grid will charge households an estimated “less than £10” annually and plans to raise £6.8 billion through a new share issue. Additionally, they will sell assets including the Grain liquefied natural gas (LNG) terminal, Europe’s largest, to support the network expansion.
“We’re announcing a transformational step up in our energy infrastructure investment,” said Pettigrew. “It is at a scale that I think is fair to say is unprecedented, and it will make National Grid one of the biggest investors in the energy transition in the FTSE 100 list of companies.”
National Grid currently manages the high-voltage electricity transmission network for England and Wales, comprising 4,400 miles of overhead cable on 22,000 pylons. The upgrade will include laying 2,400 miles of high-voltage cables offshore to carry power from wind farms and along coastlines, and reinforcing 680 miles of existing overhead lines with larger pylons.
The initiative follows a reported 15% fall in National Grid’s profits to just over £3 billion for the year ending in March. The company also plans to invest an additional £29 billion in the US, bringing its total investment over five years to £60 billion, nearly double the previous five years’ investment. As part of these efforts, National Grid will sell its US onshore renewables business, National Grid Renewables, to raise funds.
The project is complemented by National Grid’s existing 17 major onshore and offshore transmission
projects in the UK and its $4 billion ‘Upstate Upgrade’ in New York’s electricity transmission network. Recent developments include 116 new pylons to connect the Hinkley Point C nuclear power station, expected to start generating after 2028.
In Scotland, similar expansions are managed by SSE in northern regions, highlands, and islands, and by SP Energy Networks in central and southern regions.
Meanwhile, Energy Secretary Claire Coutinho announced plans to cut consumer energy costs,
including a review of standing charges on energy bills and a crackdown on price comparison sites. She also pledged to strengthen the price cap and ensure suppliers repair or replace the estimated two to three million failed smart meters.
Coutinho stated: “Energy bills are at their lowest in two years, now we’re telling suppliers to put consumers first and bring real competition back to the market – cutting bills further and improving customer service. Only the Conservatives have a clear plan for a secure future where we reach net zero without punishing families with extra costs.”
A Labour spokesman responded critically, saying, “This is not a plan – this is a call for evidence, a set of options, two consultations, a copy and paste job from an old letter, and lots of wishful thinking. The Conservatives will never end the cost of living crisis – only Labour has a plan to cut bills and make Britain energy independent.”
British power company Drax has announced plans to build the world’s first cargo ship powered by wood, asserting that this controversial energy source can help reduce greenhouse gas emissions from sea freight.
Drax, known for operating a biomass power station in the UK, has partnered with three Japanese shipping companies to develop the “bioship,” which will be fuelled by wood chips instead of marine diesel, with the first vessel expected to set sail by 2029.
The ship will transport wood chips harvested by Drax from North American forests to new markets in Japan. According to Drax and its Japanese partners, this initiative could pave the way for zero-emission shipping for various other cargoes.
However, the plan has drawn criticism from environmental groups who argue that cutting down forests for fuel is not a sustainable method to achieve net zero emissions. Critics contend that trees take much longer to grow than the time it takes to burn them for fuel, challenging the sustainability of this practice.
Paul Sheffield, Drax’s Chief Commercial Officer, emphasised the company’s commitment to decarbonising its supply chain and becoming carbon negative by 2030. “This is an important step in the development of the technology required to power and launch the world’s first bioship. This will support Drax’s decarbonisation goals but could also drive the innovation needed to transform shipping and cut carbon emissions and fuel costs in global supply chains,” Sheffield said.
The memorandum of understanding, signed at the British Embassy in Tokyo, outlines Drax’s role in developing an on-board biomass fuel plant designed to burn wood. The bioship will be constructed by Hiroshima-based Tsuneishi Shipbuilding and operated by NYK Line, a global shipping company, along with its subsidiary NYK Bulk & Projects Carriers (NBP). Kenichi Shibata, Managing Executive Officer of Tsuneishi, described the project as a “world first.”
Drax is widely known in the UK for its large power station in Yorkshire, which generated around 6% of the country’s electricity last year by burning 6.4 million tonnes of wood—equivalent to 27 million trees—mostly imported from North America.
Supporters argue that wood is a sustainable energy source since trees can be regrown to replace those cut down for fuel, with the plants capturing carbon during growth.
However, environmentalists argue that burning wood pellets emits as much carbon as coal.
Merry Dickinson of Axe Drax, a campaign group opposing the company’s wood burning plans, stated, “Burning wood pellets emits as much carbon as coal. This latest move is nothing more than another greenwashed scam from Drax.”
Sally Clark from Biofuelwatch added, “Using wood pellets to power ships will only lead to more climate-wrecking emissions, harm to wildlife, and pollution of communities. If we are to avoid the worst impacts of climate breakdown, we need to protect and restore the world’s
forests, not allow big polluters like Drax to send our futures up in smoke.”
Despite these criticisms, Drax remains committed to its biomass strategy. In February, CEO Will Gardiner announced plans to build more wood pellet plants in the US, aiming to double production to 8 million tonnes by 2030. The company asserts that biomass is playing a growing role in Japan’s transition from fossil fuels to low-carbon and renewable electricity, with increasing demand for biomass pellets sourced from North America.
Drax claims that the biomass fuel plant will use a gasifier to combust biomass at high temperatures, creating gases to power a generator, potentially reducing carbon emissions by 22% compared to fossil fuels. If successful, the companies involved will consider building the bioship by the end of 2029.
As summer beckons, let’s use the central heating shutoff time to move to a new and greener alternate.
However, it’s also the perfect season to consider a significant upgrade to your home: replacing your old gas boiler with an air source heat pump (ASHP). This transition isn’t just about staying ahead of the curve; it’s a step toward a more sustainable, cost-effective, and efficient way of heating your home. Here’s why you should make the switch this summer.
One of the most compelling reasons to switch from a gas boiler to an air source heat pump is the environmental impact. Traditional gas boilers rely on fossil fuels, which contribute significantly to greenhouse gas emissions. In contrast, ASHPs use electricity to extract heat from the air outside your home and transfer it inside. This process is highly energy-efficient and, when paired with renewable energy sources, can significantly reduce your carbon footprint.
According to the UK’s Committee on Climate Change, heating accounts for about 37% of the UK’s CO2 emissions. By switching to an ASHP, you are directly contributing to the reduction of these emissions. As the UK strives to meet its net-zero targets by 2050, every household that makes the transition away from fossil fuels is a step closer to achieving these goals.
While the initial investment for an air source heat pump can be higher than that for a traditional gas boiler, the long-term savings are substantial. ASHPs are incredibly efficient, often delivering three to four units of heat for every unit of electricity consumed. This efficiency translates into lower energy bills.
Moreover, the UK government offers incentives such as the Renewable Heat Incentive (RHI), which provides financial support for homeowners who install renewable heating systems. This can help offset the initial costs and make the switch more affordable. Additionally, with the volatility of gas prices, moving to an electric-based system like an ASHP can protect you from future price hikes in fossil fuels.
Air source heat pumps provide consistent and reliable heating throughout the year. Unlike gas boilers, which can produce uneven heating, ASHPs maintain a steady temperature, enhancing overall comfort in your home. They also have the added benefit of providing cooling during the warmer months, which is a significant advantage as the UK experiences more frequent heatwaves due to climate change.
Furthermore, ASHPs are quieter than traditional heating systems. Modern units are designed to operate with minimal noise, ensuring a peaceful environment for you and your family.
As the world moves toward renewable energy, the infrastructure for gas is likely to diminish. By investing in an air source heat pump now, you are future-proofing your home against the inevitable decline of fossil fuel-based heating systems. This not only increases the value of your property but also ensures you are ahead of future regulations that might phase out gas boilers altogether.
Contrary to popular belief, installing an air source heat pump is relatively straightforward. Most
units are compact and can be placed outside your home without taking up significant space. The installation process is less disruptive than you might think, especially when done during the summer months when heating is not a necessity.
Maintenance of ASHPs is also minimal compared to gas boilers. They require annual checks to ensure optimal performance, but these are generally less costly and less frequent than those required for gas systems. With fewer moving parts and no combustion involved, ASHPs are less prone to breakdowns and can have a longer lifespan.
By choosing an air source heat pump, you are not only making a personal investment but also supporting the broader transition to renewable energy. The increased demand for electricity from renewable sources drives investment and development in this sector, promoting a cleaner and more sustainable energy future for everyone.
Switching to an air source heat pump this summer is a decision that brings multiple benefits: environmental sustainability, cost savings, improved comfort, future-proofing, and ease of maintenance. As the UK intensifies its efforts to reduce carbon emissions and transition to renewable energy, homeowners have a pivotal role to play. By ditching your gas boiler for an air source heat pump, you are not only enhancing your home’s efficiency and comfort but also contributing to a larger movement towards a greener, more sustainable future.
As the UK shifts towards a more sustainable future, the staycation trend has gained momentum, merging the appeal of local travel with eco-friendly practices. For conscientious travellers looking to minimize their carbon footprint, the availability of renewable energy-powered accommodations and attractions adds a green feather to their travel cap. Here, we spotlight some of the UK’s finest staycation spots that champion renewable energy, offering an eco-conscious escape without compromising on luxury or comfort.
Nestled in the scenic landscapes of Cornwall, Ecopod Boutique Retreats offer a perfect blend of sustainability and serenity. These luxury pods are powered by solar panels, ensuring a low-impact stay amidst the beauty of nature. Each pod features eco-friendly amenities such as rainwater harvesting systems and composting toilets. The surrounding area, rich with coastal walks and local wildlife, provides a picturesque
backdrop for an eco-conscious holiday.
Ecopod’s commitment to renewable energy is evident not only in its infrastructure but also in its educational initiatives, providing guests with insights into sustainable living practices. This makes it an ideal destination for those looking to relax and learn about renewable energy applications in real-world settings.
The Green House Hotel stands as a beacon of sustainability in the heart of Bournemouth. This award-winning, eco-friendly hotel runs on 100% renewable electricity, sourced from wind, solar, and hydroelectric power. The hotel’s operations reflect a comprehensive approach to sustainability, from LED lighting and energy-efficient appliances to a
biomass boiler for heating and hot water.
Guests can enjoy locally sourced, organic meals at the hotel’s restaurant, knowing that their stay supports a reduced carbon footprint. The Green House Hotel is a testament to how luxury and sustainability can coexist, offering a green getaway in a vibrant seaside town.
For a more immersive eco-experience, Findhorn Eco-village in Scotland is a leading example of sustainable community living. Powered by a combination of wind turbines, solar panels, and biomass energy, the eco-village offers a variety of accommodations, from eco-cabins to bed-andbreakfast options.
Findhorn’s focus on renewable energy extends to its community initiatives, which include organic farming and permaculture. Visitors can participate in workshops and tours to learn more about sustainable living practices, making it a staycation that’s both relaxing and educational.
Bristol Harbour Hotel & Spa is a prime example of urban sustainability. Located in the bustling city of Bristol, this hotel utilizes solar panels and a ground source heat pump to significantly reduce its energy consumption.
The hotel’s commitment to green energy is complemented by its use of energy-efficient lighting
and appliances throughout the premises.
Bristol itself is a green city, renowned for its extensive cycle paths and electric vehicle charging points, making it easy for visitors to explore sustainably. The hotel offers a luxurious spa, perfect for unwinding after a day of eco-friendly exploration in the city.
While not a traditional accommodation, the Eden Project offers unique eco-friendly lodging in the form of its YHA Eden Project hostel and luxury eco-pods. The entire site is powered by renewable energy, including wind and solar power, and serves as a global symbol of sustainability and environmental education.
Staying at the Eden Project allows guests to immerse themselves in an educational experience, exploring the world’s largest indoor rainforest and learning about the innovative ways renewable energy can be harnessed. It’s a perfect staycation for families and individuals passionate about environmental conservation.
Another Place, The Lake, situated on the shores of Ullswater in the Lake District, combines luxury with sustainability. The hotel employs a biomass boiler, solar panels, and energy-efficient lighting to minimize its environmental impact. The hotel’s commitment to sustainability is reflected in its locally sourced cuisine
and eco-friendly amenities.
Guests can enjoy outdoor activities such as hiking, cycling, and kayaking, all while knowing their stay supports renewable energy initiatives. The stunning natural surroundings provide a perfect backdrop for an eco-friendly holiday.
The Scarlet is an adults-only, eco-friendly hotel perched on the rugged cliffs of Mawgan Porth, Cornwall. This haven of tranquility is powered by renewable energy sources, including a solar thermal system that provides hot water and heating. The Scarlet also features a natural swimming pool, filtered by reeds,
and a biomass boiler that uses sustainable wood pellets.
Guests can indulge in the hotel’s spa facilities, which are designed with sustainability in mind, offering treatments that use organic products.
The Scarlet’s restaurant sources ingredients from local organic farms, ensuring that every aspect of your stay is as sustainable as possible.
Battlesteads Hotel & Restaurant in Northumberland has garnered numerous awards for its sustainable practices. The hotel employs a biomass boiler, solar photovoltaic panels, and a combined heat and power (CHP) system to meet its energy needs. Battlesteads also boasts a polytunnel for growing its own vegetables, reducing the
carbon footprint associated with food transportation.
The hotel offers a range of eco-friendly activities, including wildlife tours and stargazing in its own observatory. Guests can savour meals made from locally sourced ingredients, enhancing the overall sustainability of their stay.
Across the country, neighbourhoods are banding together, driven by a collective vision of reducing their carbon footprint and embracing cleaner, greener energy solutions. These community-led projects are not only fostering environmental benefits but are also strengthening social ties and offering financial advantages.
One shining example is the village of Ashton Hayes in Cheshire. This community of around 1,000 residents embarked on their journey to become carbon neutral back in 2006. The initiative began with simple energy-saving measures like installing low-energy light bulbs and improving home insulation. Over time, it expanded to include more ambitious projects such as installing solar panels on community buildings and encouraging the use of electric vehicles. The result? Ashton Hayes has successfully reduced its carbon emissions by an impressive 40%. This achievement has not only garnered national attention but also fostered a strong sense of community pride and collaboration.
Similarly, the town of Balcombe in West Sussex made headlines when it decided to fight back against the prospect of fracking by setting up its own renewable energy project. Residents formed the Balcombe Community Energy Company (REPOWERBalcombe) and invested in solar panels to power local homes and businesses. The project now generates enough electricity to power the equivalent of 75 homes annually, and profits are reinvested into further renewable initiatives and community projects.
These initiatives highlight the critical role of local engagement and the power of collective action. By pooling resources and knowledge, communities can overcome financial and logistical barriers that might be insurmountable for individuals. Government support and incentives have also played a crucial role,
providing grants and subsidies that make such projects viable. However, it is the residents’ enthusiasm and commitment that truly drive these projects forward.
The financial benefits of community renewable energy projects are substantial. By generating their own electricity, communities can reduce energy costs for residents. Additionally, surplus
In the quest for a sustainable future, individual efforts are commendable, but it’s community-driven initiatives that are truly transforming the landscape of renewable energy in the UK.
energy can be sold back to the grid, creating a revenue stream that can be reinvested locally. This financial model not only supports the sustainability of the project but also contributes to local economic resilience.
Furthermore, these projects often have significant social benefits. They bring people together, fostering a sense of community and shared purpose. In Ashton Hayes, for instance, the project has led to the creation of various social groups and events, enhancing community spirit and engagement.
The environmental impact is, of course, profound. By reducing reliance on fossil fuels, these communities are cutting their carbon emissions and contributing to the global fight against climate change. They serve as inspiring examples of what can be achieved when people work together towards a common goal.
In conclusion, the shift from grid to green in communities across the UK is a powerful testament to the impact of collective action. These projects demonstrate that with determination, collaboration, and the right support, communities can lead the charge towards a renewable energy future, paving the way for a sustainable and resilient society.
In the dynamic landscape of UK business, Small and Medium-sized Enterprises (SMEs) stand as the backbone of the economy.
Their agility, innovation, and entrepreneurial spirit drive growth and create jobs. However, in an era increasingly defined by the urgency of climate change, these enterprises face both a challenge and an opportunity: the transition to 100% renewable energy. For UK SMEs, this shift is not merely an ethical imperative but a strategic business move that offers multiple benefits.
One of the primary incentives for SMEs to adopt renewable energy is the potential for significant cost savings. Traditional energy sources, such as coal and natural gas, are subject to volatile market prices. In contrast, renewable energy sources like wind, solar, and hydro offer more stable and predictable pricing. As renewable technology advances, the cost of installing and maintaining these systems continues to decrease. For example, the cost of solar photovoltaic (PV) panels has plummeted by over 70% in the last decade.
Additionally, government incentives and subsidies make the transition more financially viable. The UK government offers various schemes, such as the Renewable Heat Incentive (RHI) and the Smart Export Guarantee (SEG), which provide financial rewards for generating and exporting renewable energy. By capital-
izing on these programs, SMEs can reduce their operational costs and improve their bottom line.
In today’s marketplace, consumers are increasingly conscious of the environmental impact of the products and services they purchase. A survey by Deloitte found that 55% of UK consumers are willing to pay more for environmentally friendly products. For SMEs, committing to 100% renewable energy can significantly enhance their corporate reputation and attract this growing segment of eco-conscious consumers.
Moreover, businesses that prioritize sustainability can foster greater customer loyalty. When customers see that a company is genuinely committed to reducing its carbon footprint, they are more likely to develop a long-term relationship with that brand. This loyalty translates into repeat business and word-of-mouth referrals, which are invaluable for SMEs operating in competitive markets.
Regulatory pressure to reduce carbon emissions is mounting globally, and the UK is no exception. The UK government has set ambitious targets to reach net-zero greenhouse gas
emissions by 2050. For SMEs, aligning with these targets is not only about future-proofing their operations against stricter regulations but also about mitigating risks associated with non-compliance.
By transitioning to 100% renewable energy, SMEs can stay ahead of regulatory changes and avoid potential fines or sanctions. Furthermore, demonstrating proactive compliance can enhance relationships with regulators and other stakeholders, providing a competitive edge in securing licenses and permits.
Renewable energy sources offer SMEs greater resilience and security compared to traditional energy. During geopolitical tensions or supply chain disruptions, fossil fuel prices can spike dramatically, affecting the predictability of energy costs. Renewable energy, often generated on-site or locally, provides a buffer against such volatility. For example, solar panels and wind turbines can ensure a consistent energy supply even when external grids face disruptions. This energy independence is particularly crucial for SMEs, where even short periods of downtime can lead to significant financial losses.
Adopting renewable energy is also a catalyst for innovation. SMEs that invest in green technologies
can discover new business opportunities, such as developing energy-efficient products or services. This innovation not only differentiates them from competitors but also opens up new revenue streams.
Moreover, businesses that lead in sustainability are more likely to attract top talent. Today’s workforce, particularly younger employees, prioritizes employers with strong environmental commitments. By offering a green workplace, SMEs can attract and retain skilled professionals who drive further innovation and growth.
Beyond the tangible business benefits, there is an ethical dimension to the renewable energy transition. SMEs have a role to play in addressing the global climate crisis. By reducing their carbon footprint, they contribute to the broader societal effort to mitigate environmental damage and promote sustainability.
This ethical leadership can inspire other businesses, regardless of size, to follow suit, creating a ripple effect that amplifies the impact. Moreover, SMEs that champion sustainability can influence policy discussions and drive collective action within their industry and community.
The case for UK SMEs to adopt 100% renewable energy is compelling. It offers a blend of economic, reputational, and operational advantages that align with both immediate business goals and long-term sustainability objectives. As the world moves towards a greener future, those SMEs that embrace renewable energy will not only thrive but also lead the way in creating a resilient, innovative, and sustainable economy.
With the last coal-fired power station in the UK set to be closed later this year, Jordan Brompton, cofounder and CMO of myenergi, explores the UK’s remarkable progress towards decarbonising the national grid and explains the role that homeowners are playing in accelerating the transition to net zero.
At the turn of the millennium, power generated from coal accounted for nearly a third of the UK’s energy mix, peaking just shy of 40% in 2012 . Fast forward more than two decades, however, and it’s a very different story.
Low-carbon sources made up 56% of our total electricity generation in 2023, of which 43% was from renewables (primarily wind at around 30%, but also from solar, bioenergy, and hydroelectric ), and 13% from nuclear. Natural gas made up the majority of our fossil fuel use, at 31%, with coal dropping to a shadow of its former self at just 1%. This number is set to reach zero by the end of the year, with the UK’s last coal-fired plant ending operations by 1 October.
This record decrease in fossil fuel use means the UK is now experiencing its lowest ever carbon electricity mix – with grid carbon intensity falling to a new low of 162gCO2/kWh last year, which equates to a reduction of 18% compared to the previous 12 months.
But this is just the start. As part of the UK’s continued efforts to decarbonise, the government has pledged a further £960 million of investment into renewable and low-carbon generation, grid networks and supporting infrastructure like hydrogen and carbon capture, utilisation and storage (CCUS) .
While supporting the delivery of up to 50GW of offshore wind power by 2030, this scheme also places a renewed focus nuclear energy, with aims to deliver of up to 24GW of new nuclear by 2050. Despite its limitations, scaling up nuclear is seen by many at the pragmatic approach for
decarbonisation and as an essential energy source for completely eliminating our reliance on fossil fuels.
Small-scale renewable energy generation technologies empower homeowners to take control of their consumption. By harnessing the power of the sun, wind, or even heat from the ground and air, consumers can significantly reduce their reliance on grid-supplied electricity and fossil fuels.
By investing in renewable energy, homeowners can reduce their energy bills over the long term and become less dependent on fluctuating energy prices. Surplus energy can even be exported back to the grid, providing an additional source of income and contributing to the overall capacity to the grid.
According to research from the Microgeneration Scheme (MSC), 2023 was a record-breaking year for domestic renewable energy and heating installations across the UK. In total, more than 225,500 systems were fitted, including 189,000 solar PV arrays, as well as small-scale wind, hydro, heat pumps and home energy storage .
This uptake is a testament to just how accessible home renewables have become. The technology is advancing, prices are falling, and public sentiment towards microgeneration is steadily moving away from it being seen as just a gimmick, and towards being an essential part of the home energy ecosystem.
It’s also positive news to see that transitioning towards renewable generation is a move encouraged by energy suppliers, with a number of companies also offering tariffs which support offpeak energy use and help users take advantage of optimum feed-in rates. For those without any home generation installed, there are a huge variety of 100% renewable energy tariffs available.
If we’re to hit national decarbonisation targets and reach net zero by 2050, it will take a twopronged strategy: a top-down approach coming from the government and heavy industries (which incentivise low-carbon energy at an industrial scale), alongside a bottom-up approach whereby consumers literally take power into their own hands.
It’s great to see the progress we’ve made in cleaning up the grid, and even more impressive to see how consumers have so quickly followed suit. These gargantuan efforts have seen coal almost eliminated from our energy mix, and record lows of natural gas.
However, the job’s certainly not done yet. In fact, we’re only really scratching the surface of what’s possible. We need to further accelerate renewable energy adoption by giving consumers more of a reason to make the change and incentivising ways to do so. Education in this space is critical, as is accelerating the availability of costeffective solutions that allow consumers to adopt renewable energy without breaking the bank.
At myenergi, we’re committed to leading the charge with our eco-smart products. Our zappi EV charger, for example, offer users the ability to charge their electric vehicles with 100% self-generated renewable energy, while our eddi power diverter diverts renewable energy to domestic heating systems. Our modular home energy storge system, libbi, on the other hand, makes intelligent decisions about when it provides and stores electricity based on how much energy is being used, how much is generated from renewables and the customer’s electricity tariff.
Eco-smart home generation technologies like these further help to incentivise consumers to increase energy efficiency in the home and make the switch to zero-carbon energy. With great strides made in the green transition since the start of the millennium, the future is only looking brighter – if we can keep up momentum, reaching a zero-carbon energy mix by 2050 can become a reality.
